EUROPEAN COMMISSION 欧盟委员会
Brussels, 13.7.2023 布鲁塞尔，2023 年 7 月 13 日
SWD(2023) 256 final 社署(2023) 256 最终
COMMISSION STAFF WORKING DOCUMENT
委员会工作人员工作文件
IMPACT ASSESSMENT REPORT 影响评估报告
Accompanying the document
随附文件
Proposal for a Regulation of the European Parliament and of the Council on circularity requirements for vehicle design and on management of end-of-life vehicles, amending Regulations (EU) 2018/858 and 2019/1020 and repealing Directives 2000/53/EC and 2005/64/EC
欧洲议会和理事会关于车辆设计循环要求和报废车辆管理的法规提案，修订法规 (EU) 2018/858 和 2019/1020 并废除指令 2000/53/EC 和2005/64/欧盟
{COM(2023) 451 final} - {SEC(2023) 292 final} - {SWD(2023) 255 final} - {SWD(2023) 257 final}
{COM(2023) 451 最终} - {SEC(2023) 292 最终} - {SWD(2023) 255 最终} - {SWD(2023) 257 最终}
Table of contents 目录
Glossary 词汇表
1Introduction 介绍
1.1Political context 政治背景
1.2Legal context 法律背景
2Problem definition 问题定义
2.1Problem area 1: Lack of integration of circularity in vehicle design and production
问题一：车辆设计和生产中缺乏循环性整合
2.1.1 What is the problem?
2.1.1 问题是什么？
2.1.2 What are the problem drivers?
2.1.2 问题驱动因素是什么？
2.2Problem area 2: Lack of quality and quantity in reuse and recycling
问题二：再利用和回收质量和数量不足
2.2.1 What is the problem?
2.2.1 问题是什么？
2.2.2 What are the problem drivers?
2.2.2 问题驱动因素是什么？
2.3Problem area 3: ‘Missing vehicles’ cause environmental impacts
问题领域 3：“车辆失踪”造成环境影响
2.3.1 What is the problem?
2.3.1 问题是什么？
2.3.2 What are the problem drivers?
2.3.2 问题驱动因素是什么？
2.4Problem area 4: Lack of EU level playing field to improve circularity in the design, production and end-of-life treatment of lorries, buses and motorbikes
问题领域 4：欧盟缺乏公平的竞争环境来改善卡车、公共汽车和摩托车的设计、生产和报废处理的循环性
2.4.1 What is the problem?
2.4.1 问题是什么？
2.4.2 Problem drivers
2.4.2 有问题的司机
2.5Overview of problems and drivers
问题和驱动因素概述
2.6Who is affected and how?
谁受到影响以及如何受到影响？
3Why should the EU act?
欧盟为何要采取行动？
3.1Legal basis 法律依据
3.2Nature of the legal instrument
法律文书的性质
3.3Subsidiarity: necessity and added value of EU action
辅助性：欧盟行动的必要性和附加值
4Objectives: What is to be achieved?
目标：要实现什么目标？
4.1General objectives 总体目标
4.2Specific objectives 具体目标
5What are the available policy options?
有哪些可用的政策选择？
5.1What is the baseline from which options are assessed?
评估选项的基线是什么？
5.2Description of the policy options
政策选项说明
5.2.1 Policy Options 1A, 1B and 1C (related to specific objective 1 ‘design circular’)
5.2.1 政策选项 1A、1B 和 1C（与具体目标 1“设计通告”相关）
5.2.2 Policy Options 2A, 2B and 2C (related to specific objective 2 ‘use recycled content’)
5.2.2 政策选项 2A、2B 和 2C（与具体目标 2“使用回收内容”相关）
5.2.3 Policy Options 3A, 3B and 3C (related to specific objective 3 ‘treat better”)
5.2.3 政策选项 3A、3B 和 3C（与具体目标 3“更好地对待”相关）
5.2.4 Policy Options 4A, 4B, 4C and 4D (related to specific objective 4 ‘collect more’)
5.2.4 政策选项 4A、4B、4C 和 4D（与具体目标 4“收集更多”相关）
5.2.5 Policy Options 5A, 5B and 5C (related to specific objectives 1 to 4)
5.2.5 政策选项 5A、5B 和 5C（与具体目标 1 至 4 相关）
5.2.6 Policy Options 6A, 6B and 6C (related to specific objective 5 ‘cover more vehicles’)
5.2.6 政策选项 6A、6B 和 6C（与具体目标 5“覆盖更多车辆”相关）
5.3Measures discarded at an early stage
早期被放弃的措施
6What are the impacts of the policy options?
政策选择有何影响？
6.1Methodological considerations
方法论考虑
6.2Environmental impacts 环境影响
6.2.1 Design circular: Improve reusability, recyclability and recoverability, 3R type-approval
6.2.1 设计通告：提高可重复使用性、可回收性和可回收性、3R 型式认证
6.2.2 Use recycled content: increase recycling and decarbonise production for selected materials
6.2.2 使用回收成分：增加选定材料的回收和脱碳生产
6.2.3 Treat better: Improve treatment quality and quantity
6.2.3 更好的治疗：提高治疗质量和数量
6.2.4 Collect more: Improve collection quality and quantity
6.2.4 收集更多：提高收集质量和数量
6.2.5 Provide appropriate financial and organisational incentives to improve collection and waste treatment
6.2.5 提供适当的财政和组织激励措施，以改善废物收集和处理
6.2.6 Cover more vehicles: Extend the vehicle category scope
6.2.6 覆盖更多车辆：扩大车辆类别范围
6.3Economic impacts 经济影响
6.3.1 Design circular: Improve reusability, recyclability and recoverability
6.3.1 设计通告：提高可重复使用性、可回收性和可回收性
6.3.2 Use recycled content: increasing recycling and decarbonising production for selected materials
6.3.2 使用回收成分：增加选定材料的回收和脱碳生产
6.3.3 Treat better: Improve treatment quality and quantity
6.3.3 更好的治疗：提高治疗质量和数量
6.3.4 Collect more: Improve collection quality and quantity
6.3.4 收集更多：提高收集质量和数量
6.3.5 Provide appropriate financial and organisational incentives to improve collection and waste treatment
6.3.5 提供适当的财政和组织激励措施，以改善废物收集和处理
6.3.6 Cover more vehicles: Extend the vehicle category scope
6.3.6 覆盖更多车辆：扩大车辆类别范围
6.4Administrative burden 行政负担
6.5Social impacts 社会影响
6.5.1 Job creation
6.5.1 创造就业机会
6.5.2 Impacts on SMEs
6.5.2 对中小企业的影响
6.5.3 Contribution to SDGs
6.5.3 对可持续发展目标的贡献
7.How do the options compare?
选项比较如何？
7.1Summary of impacts and costs/ benefits
影响和成本/效益摘要
7.2Cost benefit analysis, cost efficiency, effectiveness, coherence and proportionality
成本效益分析、成本效率、有效性、一致性和相称性
8Preferred policy package 首选政策组合
8.1Preferred options 首选选项
8.2Combined impacts of the preferred policy package
首选政策方案的综合影响
8.3Expected impacts on the competitiveness of the automotive industry
对汽车行业竞争力的预期影响
8.4REFIT (simplification and improved efficiency)
REFIT（简化并提高效率）
8.5Application of the ‘one in, one out’ approach
“一进一出”方法的应用
8.6International Aspects 国际方面
9How will actual impacts be monitored?
如何监测实际影响？
Glossary 词汇表
|
Term or acronym 术语或缩写词 |
Meaning or definition 含义或定义 |
|
3R type-approval (3RTA) Directive
3R 型式认证 (3RTA) 指令 |
Directive 2005/64/EC on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability
关于机动车辆可重复使用性、可回收性和可回收性的型式认证的指令 2005/64/EC |
|
ASR |
Automotive Shredder Residues
汽车粉碎机残留物 |
|
ATF |
Authorised Treatment Facilities
授权处理设施 |
|
BAT |
Best available techniques
最佳可用技术 |
|
Batteries Regulation 电池调节 |
Regulation of the European Parliament and the Council of [date] 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC (OJ L […]).
欧洲议会和理事会 2023 年 [日期] 关于电池和废电池的法规，修订指令 2008/98/EC 和法规 (EU) 2019/1020 并废除指令 2006/66/EC (OJ L […])。 |
|
BCR |
Benefit – Cost Ratio (a value > 1 indicates a positive return on investment)
效益 – 成本比率（值 > 1 表示投资有正回报） |
|
BEV |
Battery Electric Vehicle 纯电动汽车 |
|
CEAP |
Circular Economy Action Plan
循环经济行动计划 |
|
CoD |
Certificate of Destruction
销毁证明书 |
|
CPA |
Circular Plastics Alliance
循环塑料联盟 |
|
CRM |
Critical Raw Material 关键原材料 |
|
EAF - DRI 电弧炉-直接还原铁 |
Electric Arc Furnace – Direct Reduced Iron
电弧炉 – 直接还原铁 |
|
EC |
European Commission 欧盟委员会 |
|
ECHA |
The European Chemicals Agency
欧洲化学品管理局 |
|
EEE |
Electrical and electronic equipment
电气和电子设备 |
|
EGD |
European Green Deal 欧洲绿色协议 |
|
ELV |
End-of-life vehicle 报废车辆 |
|
ELV Directive 弱电指令 |
Directive 2000/53/EC of the European Parliament and of the Council of 18 September 2000 on end-of life vehicles
欧洲议会和理事会 2000 年 9 月 18 日关于报废车辆的第 2000/53/EC 号指令 |
|
EoL 停产 |
End-of-life 生命终结 |
|
EPR |
Extended Producer Responsibility
生产者延伸责任 |
|
ESPR |
Proposal for a Regulation of the European Parliament and of the Council Ecodesign for Sustainable Products
欧洲议会和理事会可持续产品生态设计法规提案 |
|
ETS |
Emissions Trading System (https://climate.ec.europa.eu/eu-action/eu-emissions-trading-system-eu-ets_en)
排放交易系统 (https://climate.ec.europa.eu/eu-action/eu-emissions-trading-system-eu-ets_en) |
|
EU |
European Union 欧洲联盟 |
|
EV |
Electric Vehicle 电动车 |
|
GHG |
Green House Gas 温室气体 |
|
HDV |
Heavy Duty Vehicle (e.g., a bus (M2,M3), lorry (N2,N3) or trailer (O)) as defined in Regulation 2018/858
法规 2018/858 中定义的重型车辆（例如公共汽车 (M2、M3)、卡车 (N2、N3) 或拖车 (O)） |
|
ICE |
Internal Combustion Engine
内燃机 |
|
IMDS |
International Material Data System
国际材料数据系统 |
|
ISG |
Inter-service Steering Group
跨服务指导小组 |
|
L3e-L7e-category/ ‘motorcycles’
L3e-L7e-类别/“摩托车” |
Two-wheel motorcycles (L3e), two-wheel motorcycles with sidecars (L4e), powered tricycles (L5e), light quadricycles (L6e) and heavy quadricycles (L7e), excluding L1e and L2e categories as defined in Regulation 2013/168
两轮摩托车 (L3e)、带边车的两轮摩托车 (L4e)、动力三轮车 (L5e)、轻型四轮车 (L6e) 和重型四轮车 (L7e)，不包括法规 2013/168 中定义的 L1e 和 L2e 类别 |
|
Li-ion batteries 锂离子电池 |
Lithium-ion batteries 锂离子电池 |
|
PHEV |
Plug-in Hybrid Electric Vehicle
插电式混合动力汽车 |
|
PRO |
Producer Responsibility Organisation
生产者责任组织 |
|
PST |
Post-Shredder Technologies
碎纸后技术 |
|
REACH |
Regulation (EC) No 1907/2006 of the European Parliament and of the Council of 18 December 2006 concerning the Registration, Evaluation, Authorisation and Restriction of Chemicals (REACH)
欧洲议会和理事会 2006 年 12 月 18 日关于化学品注册、评估、授权和限制 (REACH) 的第 1907/2006 号法规 (EC) |
|
REE |
Rare Earth Element 稀土元素 |
|
RoHS 有害物质限制指令 |
Directive 2011/65/EC on the restriction of the use of certain substances of concern in electrical and electronic equipment
关于限制在电气和电子设备中使用某些受关注物质的指令 2011/65/EC |
|
SDG |
Sustainable Development Goals
可持续发展目标 |
|
SME |
Small and Medium-sized Enterprise
中小企业 |
|
SUV |
Sport Utility Vehicle 运动型多用途车 |
|
SVHC |
Substance of Very High Concern
高度关注物质 |
|
WEEE |
Waste Electrical and Electronic Equipment
废弃电气电子设备 |
|
WEEE Directive WEEE 指令 |
Directive 2012/19/EU on waste electrical and electronic equipment (WEEE)
关于废弃电气和电子设备 (WEEE) 的指令 2012/19/EU |
|
WFD |
Waste Framework Directive, Directive 2008/98/EC of the European Parliament and of the Council of 19 November 2008 on waste
废物框架指令，欧洲议会和理事会 2008 年 11 月 19 日关于废物的指令 2008/98/EC |
1Introduction 介绍
1.1Political context 政治背景
The European Green Deal (EGD) is Europe’s growth strategy to ensure by 2050 a climate neutral, clean and circular economy, optimising resource management and minimising pollution. The Circular Economy Action Plan (CEAP) and the New Industrial Strategy for Europe lay out the roadmap for the European industry to meet the EGD objectives. The Circular Economy Action Plan contains a commitment to review the legislation on end-of-life vehicles (ELVs) with the aim to “promote more circular business models by linking design issues to end-of-life treatment, consider rules on mandatory recycled content for certain materials, and improve recycling efficiency”. The EU Action Plan: ”Towards Zero Pollution for Air, Water and Soil” also stressed the need for the Commission to propose new measures to address the EU’s external environmental footprint linked to the export of ELVs and used vehicles. The European Council and the Parliament have both recognised the importance of this initiative.
欧洲绿色协议 (EGD) 是欧洲的增长战略，旨在确保到 2050 年实现气候中和、清洁和循环经济，优化资源管理并最大限度地减少污染。循环经济行动计划 (CEAP) 以及欧洲新产业战略 为欧洲工业制定路线图以实现EGD目标。循环经济行动计划承诺审查有关报废车辆（ELV）的立法，目的是“通过将设计问题与报废处理联系起来，促进更多的循环商业模式，考虑强制回收内容的规则”对于某些材料，并提高回收效率”。 欧盟行动计划： “实现空气、水和土壤零污染” 还强调委员会有必要提出新措施，以解决欧盟与报废汽车和二手车出口相关的外部环境足迹。 这 欧洲理事会和议会都认识到了 这一举措。
In this light, the purpose of this impact assessment is to provide the evidence needed for the joint review of the Directive 2000/53/EC on end-of-life vehicles (“ELV Directive”) and of Directive 2005/64/EC on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability (“3R type-approval” Directive) . The review of these Directives aims to boost the transition of the automotive sector to a circular economy, thereby reducing the environmental footprint linked to the production and end-of-life treatment of vehicles and strengthening the sustainability of the automotive and recycling industry in Europe.
有鉴于此，本次影响评估的目的是为联合审查关于报废车辆的指令 2000/53/EC（“ELV 指令”） 和指令 2005/64/提供所需的证据。 EC 关于机动车辆可重复使用性、可回收性和可回收性的型式认证（“3R 型式认证”指令） 。 对这些指令的审查旨在促进汽车行业向循环经济转型，从而减少与车辆生产和报废处理相关的环境足迹 加强 欧洲汽车和回收行业的可持续性。
The invasion of Ukraine by Russia in 2022 reiterated the importance for the EU industry to reduce the vulnerability of its supply chains, especially for critical raw materials (CRMs) essential for the EU’s strategic autonomy and for the transition to a carbon-neutral economy. The EU heads of state or government have made the transition to a circular economy a priority in that respect, contributing to securing EU supply of critical raw materials . This is also a key point in the Green Deal Industrial Plan for the Net-Zero Age .
俄罗斯2022年入侵乌克兰 重申了欧盟工业降低其供应链脆弱性的重要性，特别是对于欧盟战略自主权和向碳中和经济转型至关重要的关键原材料（CRM） 。欧盟国家元首 或者 政府已将向循环经济转型作为这方面的优先事项，有助于确保欧盟关键原材料的供应 。这也是净零时代绿色新政产业规划的重点。
The automotive sector is a pillar of the EU economy and its transition to more circular models will have a considerable spill over effect on key related industries, especially the extraction and processing sectors. The automotive industry is embedded in complex and global supply chains and has recently faced production shutdowns, semiconductor shortages and problems sourcing skilled labour. This initiative comes at a time of supply chain challenges and intense competition which have put pressure on automotive manufacturers to reduce costs and improve efficiency. The shift towards electric vehicles, as the EU and other major automotive markets in the world seek to drastically reduce the carbon intensity of road transport, requires a major transformation of the industry and heavy investments in new technologies such as battery production to stay competitive. In addition, the automotive sector is one of the largest users of CRMs in the EU industry and the electrification of the fleet will lead to a considerable increase in the demand for these materials. Increasing the recovery of CRMs used in the automotive sector is therefore an essential element of this review, and an important contribution to the overall EU strategy to improve the security of supply of such materials, as reflected in the Commission proposal for a CRM Act .
汽车行业是欧盟经济的支柱，也是欧盟向循环经济转型的支柱 将对重点相关行业，特别是采掘和加工行业产生相当大的溢出效应。汽车行业嵌入复杂的全球供应链中， 最近面临生产停工、半导体短缺和熟练劳动力采购问题。这一举措是在供应链面临挑战和激烈竞争之际推出的，这给汽车制造商带来了降低成本和提高效率的压力。随着欧盟和世界其他主要汽车市场寻求大幅降低道路运输的碳强度，向电动汽车的转变需要对该行业进行重大转型，并对电池生产等新技术进行大量投资，以保持竞争力。此外，汽车行业是欧盟行业中CRM最大的用户之一，车队的电气化将导致对这些材料的需求大幅增加。 因此，提高汽车行业使用的 CRM 的回收率是本次审查的一个基本要素，也是对欧盟提高此类材料供应安全的总体战略的重要贡献，正如委员会关于CRM 法案提案所反映的那样。
The transition of the automotive sector to circularity is also key to reaching by 2050 the climate neutrality targets included in the European Green Deal, complementing the various initiatives under the “Fit for 55” package . The initiative is also consistent with other recently launched initiatives designed to improve the eco-design of products and ensure sustainable management of waste, especially the proposal for a new Regulation on batteries , the proposal for a Regulation laying down harmonised conditions for the marketing of construction products , the proposal for a Regulation on Ecodesign for Sustainable Products (ESPR) and the proposal for a new Waste Shipment Regulation . Finally, this initiative complements other recent legislative developments designed to transform the automotive industry, such as the proposed revised CO2 standards for cars and vans , the proposed Euro 7 standard on emissions from new motor vehicles and the ongoing revision of the three Directives of the “Roadworthiness Package” . A more detailed description of the interaction between this initiative and other EU policies and legislation can be found in Annex 10. This initiative supports the implementation of the Sustainable development Goals (SDGs), in particular SDG 9 “Industry, innovation and infrastructure”, SDG 12 “Responsible consumption and production”, SDG13 “Climate action“.
这 汽车行业向循环型转型也是实现这一目标的关键 到 2050 年，欧洲绿色协议中包含的气候中和目标， 补充“Fit for 55”一揽子计划下的各项举措 。该倡议是 也符合其他最近推出的旨在改进产品生态设计和确保废物可持续管理的举措，特别是关于电池新法规的提案 、关于制定建筑产品营销统一条件的法规的提案 、可持续产品生态设计法规提案( ESPR ) 和新废物运输法规提案 。 最后，这一举措补充了旨在改变汽车行业的其他近期立法进展，例如拟议修订的汽车和货车CO 2标准 、拟议的关于新机动车辆排放的欧 7标准以及正在进行的三项指令修订“适航性一揽子计划” ．有关该倡议与其他欧盟政策和立法之间相互作用的更详细说明请参见附件10 。该倡议支持 实施可持续发展目标（SDG） ， 特别是可持续发展目标9 “工业、创新和基础设施”、可持续发展目标 12 “负责任的消费和生产”、可持续发展目标 13“气候行动” 。
1.2Legal context 法律背景
The ELV Directive was adopted in 2000 and established for the first time a harmonised EU framework designed to ensure the environmentally sound treatment of vehicles reaching the end of their life and considered as waste . To this end, the ELV Directive sets out measures which need to be implemented by the Member States and relate to:
ELV指令 该法案于 2000 年通过，首次建立了统一的欧盟框架，旨在确保对报废并被视为废物的车辆进行无害环境处理 。为此，ELV 指令规定了成员国需要实施的措施，涉及：
1.The prevention of waste, especially measures to limit the presence of hazardous substances in vehicles and to encourage Member States to take account and facilitate the recycling and reuse of vehicles and their parts, in the design and production stage of new vehicles;
防止浪费，特别是采取措施限制车辆中有害物质的存在，并鼓励成员国在新车的设计和生产阶段考虑并促进车辆及其零部件的回收和再利用；
2.The collection of ELVs, notably through obligations for Member States to ensure that authorised treatment facilities (ATFs) are available within their territory, that ELVs are transferred to ATFs and that this transfer occurs without any costs for the last holder;
收集 ELV ，特别是通过成员国的义务来确保其领土内有授权处理设施 (ATF)、将 ELV转移到 ATF 以及确保 最后持有人无需支付任何费用即可进行转让；
3.The environmentally sound treatment of ELVs, through requirements on depollution;
通过去污染要求对报废车辆进行环境无害化处理；
4.The setting of annual targets for the reuse and recycling (85%) as well as reuse and recovery (95%) of ELVs, based on the overall weight of vehicles;
根据车辆总重量，设定报废汽车再利用和回收（85%）以及再利用和回收（95%）的年度目标；
5.The provision of information by producers on components and materials used in vehicles, to facilitate their identification for reuse and recovery.
生产商提供有关车辆所用零部件和材料的信息，以方便识别其再利用和回收。
This Directive contains 13 Articles and 2 Annexes. Except for the Annex II on hazardous substance restrictions, it has not been subject to any substantial amendments since its adoption in 2000. At the occasion of the revision of the Waste Framework Directive in 2018, the co-legislators agreed that the Commission “shall review [the ELV] Directive, by 31 December 2020, and to this end, shall submit a report to the European Parliament and the Council, accompanied, if appropriate, by a legislative proposal”. It indicates that the ELV Directive revision should focus on the feasibility of setting recycling targets for specific materials and the problem of ‘unknown whereabouts’ of end-of-life vehicles.
该指令包含 13 个条款和 2 个附件。除关于有害物质限制的附件二外，自 20 0 0通过以来未进行任何实质性修订。在2018 年修订《废物框架指令》时，联合立法者同意委员会“应在 2020 年 12 月 31 日之前审查[ELV]指令，并为此向欧洲议会和理事会提交一份报告，并酌情附上立法提议” 。它表明ELV指令修订应重点关注特定材料设定回收目标的可行性以及报废车辆“去向不明”的问题。
The 3R type-approval Directive , adopted in 2005, aims to improve the design of new vehicles with regard to their reusability, recyclability and recoverability. The need for this Directive was foreseen when the ELV Directive was adopted in 2000, in order to link the provisions of the ELV Directive (like the prohibition of certain hazardous substances, treatment of ELVs and the reuse, recycling and recovery targets) to ‘design’ provisions in the type-approval process. In particular, the Directive states that vehicles should be constructed so as to be 85% recyclable/reusable and 95% reusable/recoverable. The 3R type-approval Directive is part of the type-approval framework , whereby new vehicle types are tested and granted type-approval before being placed on the EU market, provided they meet a set of technical requirements. It places obligations on national type-approval authorities to verify information provided by car manufacturers on reusability, recyclability and recoverability of new vehicle types.
2005 年通过的3R型式批准指令 ， 旨在改进新车的可重复使用性、可回收性和可回收性的设计。 2000 年ELV指令通过时就预见到了该指令的必要性，以便 连接ELV指令的规定（如禁止某些有害物质、ELV的处理以及再利用、回收和回收目标） 型式核准过程中的“设计”规定。该指令特别指出，车辆的制造应具有 85% 可回收/可重复使用性和 95% 可重复使用/可回收性。 3R型式批准指令 是型式批准框架的一部分 ，根据该框架，新车型在投放到欧盟市场之前要经过测试并获得型式批准，前提是它们满足一系列技术要求。它规定国家型式核准机构有义务核实汽车制造商提供的有关新车型可重复使用性、可回收性和可回收性的信息。
2Problem definition
问题定义
This impact assessment addresses the following four problems:
此次影响评估解决了以下四个问题：
1.The design and production of new vehicles do not sufficiently contribute to the ambitions of the European Green Deal for a climate-neutral, clean and circular economy (‘design and production’ problem area);
新车的设计和生产不足以实现欧洲绿色协议关于气候中和、清洁和循环经济的雄心（ “设计和生产” 问题区域）；
2.The treatment of vehicles at the end of their life is suboptimal compared to its potential to contribute to a climate-neutral, clean and circular economy (‘waste treatment’ problem area);
与车辆对气候中性、清洁和循环经济的贡献潜力相比（ “废物处理”问题领域） ，车辆报废后的处理并不理想；
3.An important share of vehicles subject to the ELV Directive are not collected to be treated under sound environmental conditions in the EU, contributing to pollution in third countries (‘collection’ problem area);
受 ELV 指令约束的很大一部分车辆并未在欧盟收集并在良好的环境条件下进行处理，从而导致了第三国的污染 ('集合'问题区域);
4.There is no EU level playing field for the design, production and end-of-life treatment of vehicles currently outside the scope of the ELV Directive, resulting in unexploited potential to the circular economy objectives of the European Green Deal (‘scope’ problem area).
欧盟不存在公平的竞争环境 目前车辆的设计、生产和报废处理 在ELV 指令范围之外， 导致欧洲绿色协议循环经济目标的潜力未被开发（ “范围”问题领域）。
These four problems were identified in the evaluations of the ELV Directive and of the 3R type-approval Directive as preventing the transition of the overall automotive supply chain to a circular economy.
这四个问题是在ELV 指令和 3R 型式认证指令的评估中发现的 作为 预防 整个汽车供应链向循环经济转型。
These problems relate to all stages of the life cycle of the automotive sector beyond use (design, production, waste management). They have different features and affect different economic operators (vehicle manufacturers, dismantlers, recyclers, authorities). This impact assessment therefore provides in the first place an analysis of their specific drivers and of specific options designed to address each of the objectives corresponding to these problems separately. This allows for a thorough presentation of each problem and of the different possible options to address them, as well as of their respective impacts.
这些问题涉及汽车行业除使用之外的生命周期的所有阶段（设计、生产、废物管理）。它们具有不同的特征并影响不同的经济运营商（汽车制造商、拆解商、回收商、当局）。因此，该影响评估首先分析了其具体驱动因素以及旨在分别解决与这些问题相对应的每个目标的具体选项。这样可以全面介绍每个问题和解决这些问题的不同可能选项，以及它们各自的影响。
It is however also essential that these problems are addressed in a consistent and mutually supportive manner to improve circularity across the whole automotive supply chain. There are clear links and synergies between the problems, objectives and measures linked to design, production, waste collection and recycling. For example, improving the design and production of new vehicles is key to ensuring higher quantity and quality of recycling of ELV, and improving quality of recyclates from ELVs is also essential to allow them to be taken up as recycled materials in new vehicles. For that reason, after an analysis of options specific to each problem, this impact assessment provides, in section 8.1, a preferred package of options covering them all, which represents the most effective and efficient solution to meet the general objective of this initiative (improving circularity for the whole automotive supply chain). A more detailed presentation of these problems and their drivers are provided in Annex 6.
然而，同样重要的是，必须以一致和相互支持的方式解决这些问题，以提高整个汽车供应链的循环性。与设计、生产、废物收集和回收相关的问题、目标和措施之间存在明确的联系和协同作用。例如，改进新车的设计和生产是确保提高报废汽车回收数量和质量的关键，而提高报废汽车回收材料的质量对于使其能够作为新车的回收材料也至关重要。因此，在对每个问题的具体选项进行分析后，该影响评估在第 8.1 节中提供了涵盖所有问题的首选选项包，它代表了满足该倡议总体目标（改进整个汽车供应链的循环）。附件 6 更详细地介绍了这些问题及其驱动因素。
2.1Problem area 1: Lack of integration of circularity in vehicle design and production
问题一：车辆设计和生产中缺乏循环性整合
2.1.1What is the problem? 问题是什么？
The EU automotive sector is among the world's biggest, providing 13.8 million direct and indirect jobs, representing 6.1% of total EU employment. In 2021, 12 million motor vehicles (cars, vans, lorries, buses) were manufactured in the EU and 11.5 million were placed on the EU market . The production of vehicles is one of the most resource intensive industries and represents a significant impact in terms of use of raw materials. Europe’s automotive sector is responsible for 19% of the demand of the EU’s steel industry (over 7 million tons/year ), 10% of the overall consumption of plastics (6 million tons/year ), a significant share of the demand for aluminium (42% for all transport equipment, around 2 million tons/year ), copper (6% for automotive parts ), rubber (65% of the production of general rubber goods ) and glass (1.5 million tons of flat glass produced in the EU ). The electrification of the automotive sector, combined with the increasing integration of electronics in vehicles, will lead to more copper and CRMs, including rare earth elements in vehicles, as well as more advanced and lightweight materials like high grade steels and rapidly growing demand for aluminium alloys. The market demand has also resulted in a steady rise in sales of Sport Utility Vehicles (SUVs). SUVs represented around 40% of annual car sales of vehicles in Europe in 2020, compared to 10% in 2010. SUVs are heavier than conventional cars and their production requires greater amounts of primary materials, which considerably increases their environmental footprint. This has compounded the trend for heavier vehicles.
欧盟汽车行业是世界上最大的汽车行业之一 提供 1380万个直接和间接就业岗位，占欧盟总就业人数的6.1%。 2021 年，欧盟生产了 1200 万辆机动车辆（轿车、货车、卡车、公共汽车），其中 1150 万辆投放到欧盟市场 。汽车生产是资源最密集的行业之一，对原材料的使用产生重大影响。欧洲汽车行业占欧盟钢铁行业需求的 19%（超过 700 万吨/年 ）、塑料总消费量的 10%（600 万吨/年 ）、铝（占所有运输设备产量的 42%，约 200 万吨/年 ）、铜（占汽车零部件产量的 6% ）、橡胶（占一般橡胶制品产量的 65% ）和玻璃（欧盟生产1. 500万吨平板玻璃）。 汽车行业的电气化 随着汽车中电子设备的集成度不断提高，将导致更多的铜和CRM ， 包括汽车中的稀土元素 ，以及更先进和轻质的材料，如高等级钢和快速增长的铝合金需求。市场需求也导致运动型多用途车（SUV）销量稳步增长。 20 20 年， SUV 约占欧洲汽车年销量的40% ，而 2010 年为 10%。SUV 比传统汽车重，其生产需要更多的原材料，这大大增加了其环境足迹。这加剧了重型车辆的趋势。
The result is that the production of vehicles represents a considerable environmental footprint, primarily due to the GHG emissions linked to the energy required for the extraction and processing of primary materials such as coal and iron ore (for steel), bauxite (for aluminium), copper or oil (for plastics). The extraction and processing of metals represent about 10% of global greenhouse gas emissions globally. The automotive industry is undergoing profound changes towards climate-neutrality through the electrification of the vehicle fleet. As a result, the “production phase” in the vehicle lifecycle will have a higher environmental footprint than its “use phase”, notably due to the importance of raw materials for the manufacturing of EVs. In terms of shares of the production carbon footprint, aluminium will be contributing 35-50% , steel 15-25%, plastics 4-7%, compared to 10-20% for the battery raw materials .
结果是，车辆的生产产生了相当大的环境足迹，这主要是由于与煤炭和铁矿石（用于钢铁）、铝土矿（用于铝）等初级材料的提取和加工所需的能源相关的温室气体排放，铜或油（用于塑料）。 金属的开采和加工约占全球温室气体排放量的10% 。 汽车行业正在经历深刻的变革，通过车队的电气化实现气候中和。因此， “生产阶段” 在车辆生命周期中将比其“使用阶段”产生更高的环境足迹，特别是由于 原料 用于电动汽车的制造。就生产碳足迹而言，铝将占35-50% ，钢占 15-25% ，塑料占 4-7% ，而电池原材料则占 10-20 % 。
The dependence on primary materials is also making the supply chain for the automotive industry more vulnerable, compounding the challenges observed recently with disruptions for semi-conductors or magnesium and the hike in energy prices that followed the start of the war in Ukraine.
对初级材料的依赖也使汽车行业的供应链更加脆弱，加剧了最近观察到的半导体或镁供应中断以及乌克兰战争爆发后能源价格上涨带来的挑战。
The automotive sector is only recently starting to embrace the decarbonisation of their production process to enable a full transition to a circular economy. Due to quality requirements, the automotive industry relies heavily on the supply of primary raw materials and uses very little recycled materials. This is the case especially for plastics, steel and aluminium . Notwithstanding the recent advances made by EU automotive industry frontrunners, the current level of integration of circular models in the design, production and end-of-life stages of the vehicle lifecycle remains insufficient to attain the objectives of the Circular Economy Action Plan to “promote more circular business models by linking design issues to end-of-life treatment, consider rules on mandatory recycled content for certain materials, and improve recycling efficiency”.
汽车行业最近才开始接受生产过程的脱碳，以实现 全面向循环经济转型。由于质量要求， 汽车工业严重依赖初级原材料的供应，很少使用回收材料。对于塑料、钢和铝尤其如此。尽管最近取得了进展 欧盟汽车工业领跑者， 目前循环模型在车辆生命周期的设计、生产和报废阶段的整合水平仍然不足以实现《循环经济行动计划》的目标，即“通过将设计问题与最终结果联系起来，促进更多的循环商业模式”。生命周期处理，考虑对某些材料强制回收成分的规则，并提高回收效率” 。
2.1.2What are the problem drivers?
河流存在哪些问题？
The drivers for this problem are a combination of market and regulatory failures which result in a lack of integration of circularity in the design and production phase of vehicles.
这个问题的驱动因素是市场和监管失灵的结合，导致车辆设计和生产阶段缺乏循环性的整合。
Market failure
市场失灵
Prices of primary materials do not factor in environmental externalities of extraction and processing and are generally lower than secondary materials due to economies of scale. The lack of market demand for secondary materials has in turn not encouraged the recycling sector to invest and increase supply and quality of recyclates suitable for the automotive sector.
初级材料的价格不考虑提取和加工的环境外部性，并且由于规模经济，通常低于次级材料。市场对二次材料需求的缺乏反过来并没有鼓励回收行业投资并增加适合汽车行业的回收材料的供应和质量。
Regulatory failures 监管失误
Regulatory requirements designed to ensure that the automotive sector reaches climate-neutrality have focused on the use phase of vehicles (rather than on the circularity in the production and end-of-life stages). This has encouraged the incorporation of lightweight and composite materials in new vehicles, which are particularly challenging and costly to recycle. The growing use of new techniques to assemble parts (typically gluing elements instead of using screws) in vehicles has further hampered easy dismantling and high-quality recycling of ELVs.
旨在确保汽车行业实现气候中和的监管要求重点关注车辆的使用阶段（而不是生产和报废阶段的循环）。这鼓励了在新车中采用轻质复合材料，而这些材料的回收特别具有挑战性且成本高昂。 车辆中越来越多地使用新技术来组装零件（通常是粘合元件而不是使用螺钉），这进一步阻碍了报废汽车的轻松拆卸和高质量回收。
The provisions in the ELV Directive on the design of cars to facilitate dismantling, re-use, remanufacturing and recycling, as well as the use of recycled content, are too generic. The provisions in the 3R type-approval Directive lack specificity, for example for the verification that (i) the reusability, recyclability and recoverability targets are met and for (ii) incentivising a more sustainable vehicle design and production. The verification of how vehicle manufacturers meet their obligations on recyclability and recoverability is largely built on the ISO 22628 standard from 2002 that does not take into account the degree of development in recycling technologies and allows for a wide interpretation as to what materials can be considered as “recyclable”. In addition, there is no reporting obligation for Member States and the Commission on the implementation of the 3R type-approval Directive and no regular monitoring has been carried out at this point. Moreover, there are no legal incentives for manufacturers to increase the amount of recycled content in new vehicles or to use materials and parts which can be easily repaired, dismantled, re-used, remanufactured or recycled . Lack of clarity in definitions for secondary raw materials makes it difficult to distinguish between primary and secondary raw materials and between post-consumer scrap and pre-consumer scrap.
ELV指令中关于汽车设计便利拆解、再利用、再制造和回收以及回收成分使用的规定过于笼统。例如， 3R型式核准指令中的规定缺乏具体性 用于验证(i)满足再利用能力、再循环能力和回收能力目标，以及(ii)激励更可持续的车辆设计和生产。汽车制造商如何履行其可回收性和可回收性义务的验证很大程度上建立在 ISO 22628标准 从 2002 年起 这没有考虑到回收技术的发展程度，并且允许对哪些材料可以被视为“可回收”进行广泛的解释。 此外，成员国和委员会没有关于 3R型式批准指令实施情况的报告义务，并且目前尚未进行定期监测。而且，还有 没有法律激励制造商 增加回收内容的数量 在新车中或使用易于修理、拆卸、再利用、再制造或回收的材料和零件 。由于二次原材料的定义不明确，因此很难区分一次原材料和二次原材料以及消费后废料和消费前废料。
2.2Problem area 2: Lack of quality and quantity in reuse and recycling
问题二：再利用和回收质量和数量不足
2.2.1What is the problem? 问题是什么？
Vehicles reaching their end of life currently are not managed in optimal conditions. About 6.1 million ELVs are collected every year in the EU, representing 6.9 million tons of waste , with 66% (4 million tons) of ferrous metals, 11% (0.7 million tons) of non-ferrous metals, 2% (0.1 million tons) of glass and 14% (1 million tons ) of mixed plastics . While substantial progress has been made since 2000 to reach the 85% recycling/re-use target set out in ELV Directive, a large share of materials, in particular Automotive Shredder Residues (ASR) is sent to landfills or incinerated. The share of plastics in the composition of vehicles has considerably increased, and today ranges from 14 to 18% of the total weight of new passenger cars. Only 19% of plastics or 0.2 million tons per year from ELVs is currently going to recycling and 0.1 million tons are effectively recycled, while around 0.8 million tons of plastic waste per year either ends up in landfills (40%) or is sent to waste-to-energy facilities (41%).
目前，达到使用寿命的车辆并未在最佳状态下进行管理。大约6 。欧盟每年收集100 万辆 ELV ，相当于6 。 900万 吨废物 ，其中黑色金属占 66%（400 万吨），有色金属占 11%（ 0.700 万吨），玻璃占 2%（0.100万吨） ，玻璃占14 % （ 100万吨）。 ) 混合塑料 ．尽管自 2000 年以来在达到 ELV 指令规定的 85% 回收/再利用目标方面取得了重大进展，但很大一部分材料，特别是汽车粉碎机残留物 (ASR)被送往垃圾填埋场或焚烧。塑料在车辆成分中所占的比例已大幅增加，目前占新乘用车总重量的 14% 至 18%。 只有 19% 的塑料或 0 .目前，每年来自报废汽车的200 万吨将被回收，10万吨将被回收 得到有效回收，而每年大约 80 万吨塑料废物要么最终进入垃圾填埋场 (40%)，要么被送往垃圾发电设施 (41%)。
The increased use of certain materials in new vehicles since the introduction of the ELV Directive poses challenges, in particular the integration of carbon-fibre- and, most of all, glass-fibre-reinforced plastics as lightweight materials that cannot currently be recycled easily. The widespread use of electronics in new vehicles creates additional difficulties. They contain important concentrations of CRMs, including REEs, which are currently not recycled at the end-of-life . Finally, while the recycling rates of metals like steel (88%) or aluminium (95%) from ELVs are high, the quality of the scrap is often too low, notably due to contamination with other materials during the shredding process. For steel this is typically due to high levels of copper content in ELV scrap and for aluminium due to insufficient sorting of alloys respectively containing zinc, copper, silicon and magnesium alloying elements accumulating in cast aluminium. This prevents higher scrap utilisation rates in the production of new high-grade products and the scrap is downcycled for other purposes.
新车中某些材料的使用增加 由于ELV指令的引入带来了挑战，特别是碳纤维和最重要的是玻璃纤维增强塑料的集成。 轻质材料 目前无法轻易回收。 电子设备在新车中的广泛使用创造了额外的 困难。它们含有重要浓度的 CRM ，包括 REE ，目前在报废时不进行回收 。最后，虽然报废汽车中钢（88%）或铝（95%）等金属的回收率很高， 废料的质量往往太低，特别是由于在粉碎过程中受到其他材料的污染。 对于钢来说，这通常是由于ELV废料中的铜含量较高，而对于铝来说，则是由于对分别含有锌、铜、硅和镁合金元素的合金分类不充分而在铸铝中积累。 这可以防止 生产新的高档产品时废料利用率更高，并且废料被降级循环用于其他目的。
The share of parts and components from ELVs which are re-used or remanufactured remains low. The suboptimal management of waste from ELVs represents a loss of resources for the industry in the EU, either because waste is not recycled back into the economy (especially for plastics or glass) or because the quality of the scrap is often too low (especially for steel and aluminium) for direct use by the industry in the EU.
报废汽车中重复使用或再制造的零部件比例仍然很低。对报废汽车废物的次优管理意味着欧盟该行业的资源损失，要么是因为废物没有被回收回经济（尤其是塑料或玻璃），要么是因为废料的质量往往太低（尤其是对于塑料或玻璃）钢和铝）供欧盟工业直接使用。
2.2.2What are the problem drivers?
问题驱动因素是什么？
The potential for higher quantity and quality of materials from ELVs to be re-used, remanufactured and recycled remains underexploited, due to the following regulatory and market failures:
由于以下监管和市场失灵，报废汽车中重复使用、再制造和回收的材料数量和质量的潜力仍未得到充分开发：
Market failures 市场失灵
It is currently not profitable to recycle from ELVs materials such as plastics and glass or precious metals from electronic components. Economies of scale and incentives to promote better quality of scrap are lacking. Authorised Treatment Facilities (ATFs) are mostly SMEs which make their business in the commercialisation of the most valuable spare parts removed from ELVs and the sale of depolluted ELVs to shredders. The market for other spare parts remains limited, as the cost for their dismantling is high and many ATFs are not equipped to reach out to a wider range of customers for instance on digital marketplaces. After ATFs, ELVs are transferred to shredders where, in most Member States, there is no sophisticated technology in place to sort, separate and recover various materials contained in ELVs into clean fractions, notably high-quality steel and aluminium scraps and plastics suitable for mechanical recycling. Investments in “post shredding technologies” (PST) are capital intensive and they remain underdeveloped across the EU.
目前回收塑料和玻璃等报废汽车材料并不有利可图 或者 来自电子元件的贵金属。 缺乏规模经济和提高废钢质量的激励措施。授权处理设施（ ATF ）大多是中小企业，其业务是将报废汽车上最有价值的备件商业化，并将无污染的报废汽车出售给粉碎机。其他备件的市场仍然有限，因为拆卸成本很高，而且许多 ATF不具备接触更广泛客户的能力 例如在数字市场上。 经过 ATF 后， ELV被转移到粉碎机 在大多数成员国中，没有先进的技术来 对 ELV 中包含的各种材料进行分类、分离和回收，使其成为干净的部分，特别是适合机械回收的高质量钢和铝废料以及塑料。 “后粉碎技术”（PST）的投资是资本密集型的，它们 整个欧盟仍然不发达。
Regulatory failure 监管失灵
The definition of “recycling” in the ELV Directive includes “backfilling” and is broader than other definitions applied to other waste streams, pursuant to the Waste Framework Directive. As a result, in some Member States, considerable amounts of wastes from ELVs, especially inert materials, glass particles, mixed plastics, rubbers, fibres and textiles are backfilled and accounted as recycled. The methodology to calculate that the recycling/re-use targets are met is not sufficient to provide clear evidence that only waste which enters recycling is counted towards the achievement of the targets . The ELV and 3R type-approval Directives do not sufficiently incentivise vehicle manufacturers to provide dismantling information on components and materials that would facilitate ATFs, garages and repair shops to identify, locate and dismantle valuable spare parts and components. As an example, the lack of sufficient information on CRMs contained in vehicles do not ease their early-stage disassembly and sorting in the authorised treatment facilities. The provisions on this point in Article 8 of the ELV Directive, and their implementation by the vehicle manufacturers, are often seen by the dismantling sector as too limited, notably as the information might not be free of charge and not user-friendly. There is no incentive either in the current legal framework for economic operators to increase the re-use and remanufacturing rates of parts from used vehicles or ELVs.
根据废物框架指令， ELV 指令中“回收”的定义包括“回填” ，并且比适用于其他废物流的其他定义更广泛。因此，在一些成员国，大量来自报废汽车的废物，特别是惰性材料、玻璃颗粒、混合塑料、橡胶、纤维和纺织品被回填并被视为回收利用。计算满足回收/再利用目标的方法不足以提供明确的证据，表明只有进入回收的废物才计入目标的实现 。 ELV 和 3R型式批准指令没有充分激励车辆制造商提供有关零部件和材料的拆卸信息，而这些信息将有助于 ATF、车库和维修店识别、定位和拆卸有价值的备件和部件。例如，缺乏有关车辆中所含 CRM 的足够信息并不能简化其在授权处理设施中的早期拆卸和分类工作。 拆解行业常常认为《报废汽车指令》第 8 条中关于这一点的规定以及汽车制造商的实施过于有限，特别是因为这些信息可能不是免费的且不方便用户使用。目前的法律框架也没有激励经济运营商提高二手车或报废汽车零部件的再利用和再制造率。
Regarding financial responsibility, the ELV Directive does not specify that car manufacturers should contribute financially to the costs linked to the dismantling, re-use, remanufacturing and recycling of materials and components from ELVs. This contrasts with other sectors, such as batteries, electric and electronic equipment and packaging, where “extended producer responsibility” (EPR) schemes explicitly include the financing by producers of the waste management phase of their products. In March 2022, the Commission carried out inspections at the premises of automotive companies and associations of such companies, based on concerns that several of them may have violated antitrust rules and colluded to agree not to provide any financial support to the dismantling and recycling sector. The investigations on this case are ongoing .
关于财务责任， ELV指令并未规定汽车制造商应为ELV材料和零部件的拆卸、再利用、再制造和回收相关成本提供财务资助。 这与电池、电气电子设备和包装等其他行业形成鲜明对比，这些行业的“生产者延伸责任”（EPR）计划明确包括生产商为其产品的废物管理阶段提供的融资。 2022年3月，欧盟委员会对汽车公司及其协会的经营场所进行了检查，担心其中一些汽车公司可能违反反垄断规则，并串通同意不向拆解和回收行业提供任何财政支持。此案的调查正在进行中 。
2.3Problem area 3: ‘Missing vehicles’ cause environmental impacts
问题领域3 ： “车辆失踪”造成环境影响
2.3.1What is the problem? 问题是什么？
While around 6.1 million ELVs are reported to be treated according to the ELV Directive every year, it is estimated that around 32% of de-registered vehicles, i.e., approximately 3.4 million units per year, are of unknown whereabouts (so-called “missing vehicles”) and 1 million units (10%) are exported as used vehicles. Despite numerous studies on this problem , it remains challenging to estimate the proportion of these vehicles gone missing due to administrative failures, illegal dismantling in the EU or illegal export outside the EU. In any case, the treatment of ELVs and the recovery of materials from these ELVs is not in accordance with the requirements and causes environmental damages, such as oil spillage, unsound treatment of refrigerants or improper removal of hazardous substances and of components for higher quality of recycling. This represents unfair competition and economic losses for authorised treatment facilities, which have to abide by EU rules. It further means a loss of secondary resources which are important for reducing industry’s environmental footprint through the use of recyclates instead of primary resources. Illegal dismantling and export of ELVs are also feeding criminal networks.
据报道，每年约有 6.1百万辆报废汽车根据报废汽车指令进行处理，但估计约有 3.2 %的注销车辆，即每年约3.4百万辆，下落不明（所谓的“失踪车辆”）和100万辆（10%）作为二手车出口。尽管对这个问题进行了大量研究 ，但估计由于行政失误、欧盟境内非法拆解或欧盟以外非法出口而丢失的这些车辆的比例仍然具有挑战性。无论如何，报废车辆的处理以及从这些报废车辆中回收材料并不在 不符合要求并造成环境破坏， 例如漏油、制冷剂处理不当或有害物质和组件去除不当以提高回收质量。 这对必须遵守欧盟规则的授权处理设施来说意味着不公平竞争和经济损失。它还意味着二次资源的损失，而二次资源对于通过使用回收物代替初级资源来减少工业环境足迹非常重要。非法拆解和出口报废汽车也助长了犯罪网络。
The export of used vehicles also raises important environmental and public health challenges. While the export of ELVs from the EU to non-OECD countries are considered as hazardous waste and thus banned, this is not the case for used vehicles that have not (clearly) reached the waste stage. Although these vehicles are not formally waste, they are exported to third countries are often close to end of service stage, meaning that they cannot be used for the primary purpose they were conceived, in a fully safe manner. The EU is the biggest exporter of used vehicles worldwide. In 2020, the number of used vehicles exported from the EU to third countries amounted to 870,000 vehicles at a value of � 3.85 billion. The most important destinations are Africa, Eastern Europe, Central Asia and the Middle East. Used vehicles exported from the EU contribute to affordable access to mobility in third countries, where they are used longer than in the EU. However, as documented in a recent study on the quality of used vehicles carried out by the Dutch Ministry of Infrastructure and Water Management, a significant part (more than 60%) of used vehicles exported to African countries do not meet Euro 4/IV emissions standard, are older than 15 years and do not have a valid roadworthiness certificate. The roadworthiness status proves that the vehicle is in a technically and environmentally sound condition to use it . Therefore, it is an essential factor determining the appropriateness and full functionality of a vehicle to be safely exploited during its service phase. According to the Correspondents Guidelines No 9 “Shipments of Waste Vehicles” , failure to pass a periodic roadworthiness test for more than 2 years may be considered as one of the indicators to suspect that the vehicle is not functional anymore, it is technically irreparable, and thus should be considered as an end-of-life vehicle. There are also indications that a considerable portion of exported vehicles undergo illegal alterations, like the removal of air bags and exhaust filters. They present a serious risk of polluting the environment and for road safety. According to WHO, road accidents cause the death of 1.25 million people and injure 20-50 million people annually. Despite having only 54% of the global vehicle fleet, low and middle-income countries account for 90% of these fatalities. The African continent, which is the main destination of used vehicles exported from the EU, has the highest road traffic fatality rates, with 246,000 deaths annually, and this figure is expected to rise to 514,000 in 2030, representing an increase of 112%. In order to address these problems, and as documented by the UN Environmental Programme , a growing number of countries and regional organisations committed to restrict the import of used vehicles, based on their age, compliance with air pollutant emission limits (Euro standards) or roadworthiness criteria.
二手车出口还带来了重要的环境和公共卫生挑战。虽然从欧盟向非经合组织国家出口报废汽车被视为危险废物而被禁止，但对于尚未（明显）达到废物阶段的二手车而言，情况并非如此。尽管这些车辆并不是正式的废物，但它们出口到第三国时通常已接近服务阶段，这意味着它们无法以完全安全的方式用于其设想的主要目的。欧盟是全球最大的二手车出口国。 2020年，欧盟向第三国出口的二手车数量达870 , 000辆。 价值38.5亿欧元。最重要的目的地 是非洲、东欧、中亚和中东。 从欧盟出口的二手车有助于提供负担得起的出行服务 在第三国，它们的使用时间比欧盟更长。然而，正如最近的一项研究记录的那样 荷兰基础设施和水资源管理部对二手车质量进行的调查显示，出口到非洲国家的二手车中有很大一部分（超过60%）不符合欧4/IV排放标准，车龄超过15年且没有有效的道路适航证书。 适航状态证明车辆在技术和环境上均处于良好的使用状态 。因此，它是决定车辆在其服务阶段安全使用的适当性和全部功能的重要因素。 根据《通讯员指南》第 9 号“报废车辆运输” ，超过 2 年未能通过定期道路适航性测试可被视为怀疑车辆不再具有功能的指标之一，在技术上是无法修复的。 ，因此应被视为报废车辆。还有迹象表明，相当一部分出口车辆进行了非法改装，例如拆除安全气囊和排气过滤器。它们对污染环境和道路安全构成严重风险。据世界卫生组织称，道路交通事故每年造成 125 万人死亡、20-5000 万人受伤。尽管低收入和中等收入国家的车辆数量仅占全球的 54%，但其中 90% 是由低收入和中等收入国家造成的。非洲大陆是主要目的地 从欧盟出口的二手车，道路交通死亡率最高，每年死亡24.6万人，预计2030年这一数字将上升至51.4万人，增幅112%。 为了解决这些问题，正如联合国环境规划署所记录的那样，越来越多的国家和区域组织 承诺 限制进口 二手车，根据其车龄、是否符合空气污染物排放限值（欧洲标准）或适航性标准。
2.3.2What are the problem drivers?
问题驱动因素是什么？
The drivers for this problem are a mix of regulatory and market failures resulting in (i) a lack of traceability (ii) insufficient enforcement and (iii) the absence of considerations linked to roadworthiness and environmental protection when used vehicles are exported from the EU.
这一问题的驱动因素是监管和市场失灵，导致（i）缺乏可追溯性（ii）执法不力以及（iii）从欧盟出口二手车时缺乏与适航性和环境保护相关的考虑。
Market failures 市场失灵
There are economic incentives for insurance companies, dealers and private owners of ELVs to sell them on online market places or directly to non-authorised treatment facilities or export them in contravention of EU rules: they will obtain higher prices than if they have to deliver them to authorised treatment facilities, which have to abide by the requirements of the ELV Directive for the treatment of these vehicles and are subject to social security, employment and other fiscal charges (unlike the informal sector).
保险公司、经销商和报废汽车私人所有者有经济激励措施，可以在网上市场上出售报废汽车，或直接出售给未经授权的处理设施，或违反欧盟规则出口报废汽车：他们将获得比交付报废汽车更高的价格授权处理机构必须遵守 ELV 指令对这些车辆处理的要求，并需缴纳社会保障、就业和其他财政费用（与非正规部门不同）。
The steady demand in developing countries is an important driver for the export of used vehicles outside the EU, associated with the high prices that exporters of such vehicles can obtain compared to what they could gain with selling them in the EU. There are also factors that can make it difficult to sell certain types of used vehicles in the EU, such as emission taxes and restrictions on access to urban centres. This can make it more attractive for exporters to sell these vehicles in developing countries where such restrictions might not exist. Overall, the demand for used vehicles in developing countries is a significant factor in the global trade in used vehicles and is likely to remain so in the future. The global fleet of LDVs is set to at least double by 2050. Some 90% of this growth will take place in non-OECD countries which import a large number of used vehicles.
发展中国家的稳定需求是欧盟以外二手车出口的重要推动力，这与此类车辆出口商获得的价格高于在欧盟销售的价格有关。还有一些因素可能导致某些类型的二手车在欧盟销售变得困难，例如排放税和进入城市中心的限制。这可以使出口商在可能不存在此类限制的发展中国家销售这些车辆更具吸引力。总体而言，发展中国家对二手车的需求是全球二手车贸易的一个重要因素，并且未来可能仍然如此。到 2050 年，全球 LDV 保有量将至少增加一倍。其中约 90% 的增长将发生在进口大量二手车的非经合组织国家。
Regulatory failures 监管失误
The ELV Directive and the EU legislation on registration documents and roadworthiness do not contain sufficient provisions to track a vehicle until it reaches the end-of-life. Especially, the obligation to record and report ELVs, upon issuance of a certificate of destruction (COD), is not clearly attributed to stakeholders and public authorities. The difficulty in exchanging information on the registration and de-registration of vehicles contained in the vehicle registers of the different Member States is a key obstacle to the problem of unknown whereabouts.
ELV 指令和欧盟关于登记文件和适航性的立法没有包含足够的条款来跟踪车辆直至其报废。特别是，在颁发销毁证书（COD）时记录和报告 ELV 的义务并没有明确归咎于利益相关者和公共当局。交换不同成员国车辆登记册中车辆登记和注销信息的困难是解决行踪不明问题的一个关键障碍。
The absence of clear and legally binding criteria on the distinction between used vehicles and ELVs also makes enforcement of the requirements of the ELV Directive very challenging. Specific guidelines were developed to assist enforcement and customs officials in implementing the rules on the export of ELVs, and especially to distinguish between ELVs and used cars. These guidelines are however non-binding and are combined with a lack of enforcement capacity. The illegal sector widely exploits this grey area, notably to export illegally ELVs, which are waste and shall be subject to treatment under the EU waste legislation, however they are presented as used vehicles, for which no trade restrictions apply. Even economic actors in the formal sector regularly auction total loss vehicles without checking their final destinations.
由于缺乏区分二手车和报废汽车的明确且具有法律约束力的标准，也使得执行报废汽车指令的要求非常困难。具体指南 制定这些规则是为了协助执法和海关官员执行报废汽车出口规则，特别是区分报废汽车和二手车。然而，这些指导方针不具有约束力，并且缺乏执行能力。 非法部门广泛利用这一灰色地带，特别是非法出口报废汽车，这些报废汽车属于废物，应根据欧盟废物立法进行处理，但它们如何处理 存在编辑 作为二手车，不存在贸易限制。即使是正规部门的经济参与者 定期拍卖全损车辆，而不检查其最终目的地。
Moreover, the absence of a requirement to export from the EU only roadworthy vehicles allows exports of used vehicles even for those not authorised to be driven on EU roads due to lack of compliance with safety or environmental rules. The enforcement of the mandatory roadworthiness status of a vehicle is an essential part of the EU regime designed to ensure that vehicles are kept in a safe and environmentally acceptable condition during their use. Directive 2014/45/EU contains a long list of minimum elements which have to be tested, in order for a vehicle to obtain a roadworthiness certificate. Every vehicle that is at least 4 years old circulating on EU roads has to have a valid roadworthiness certificate. As per Article 5 of Directive 2014/45/EU, cars and vans must be tested at least every two years after the age of 4, while heavy-duty vehicles, including their trailers must undergo inspections every year. In accordance with the EU legislation, each Member State shall recognise the roadworthiness certificate issued by tother Member State. While these requirements are a condition for a vehicle to be used on EU roads, they are currently not relevant when used vehicles are exported from the EU to third countries. In addition, there are also no requirements that exporters of used vehicles and competent authorities of EU Member States check that used vehicles comply with the conditions set out by importing countries for the import of such vehicles.
此外，没有要求从欧盟仅出口适合道路行驶的车辆 允许出口二手车 即使对于那些 由于不遵守安全或环境规则，不得在欧盟道路上行驶。强制执行车辆的适航状态 是欧盟制度的重要组成部分，旨在确保车辆在使用过程中保持安全且环境可接受的状态。 指令 2014/45/EU 包含一长串 为了使车辆获得适航证书，必须进行测试的最低要素。 每辆在欧盟道路上行驶至少 4 年的车辆都必须拥有有效的适航证书。根据 2014/45/EU 指令第 5 条，汽车和货车在 4 岁之后必须至少每两年进行一次测试，而重型车辆（包括其拖车）必须每年接受检查。 根据欧盟立法，各成员国应承认其他成员国颁发的适航证书。 虽然这些要求是车辆在欧盟道路上使用的条件，但目前当二手车从欧盟出口到第三国时，这些要求并不相关。此外，也没有要求二手车出口商和欧盟成员国主管当局检查二手车是否符合进口国为进口此类车辆规定的条件。
There are no specific provisions in the ELV Directive requiring the Member States to carry out inspections or take enforcement actions to ensure that its provisions are properly implemented, or to establish penalties against breaches of the requirements set out in the Directive.
ELV指令中没有具体规定要求成员国进行检查或采取执法行动以确保其规定得到正确实施，或对违反指令规定的要求制定处罚措施。
2.4Problem area 4: Lack of EU level playing field to improve circularity in the design, production and end-of-life treatment of lorries, buses and motorbikes
问题四：欧盟缺乏公平的竞争环境以改善 卡车、公共汽车和摩托车的设计、生产和报废处理的循环性
2.4.1What is the problem? 问题是什么？
The ELV and 3R type-approval Directives apply to passenger vehicles (M1), as well as to light commercial vehicles (N1) . Around 85 % of 323 million vehicles registered in the EU fall within the scope of ELV Directive . 15% of registered vehicles are therefore not covered, representing around 52 million vehicles (motorcycles (L3e-L7e), lorries and buses) . By mass, this represents 33% of registered vehicles, or 191 million tons. The average sum of materials from motorcycles), busses and lorries that became waste in 2019 can be estimated to amount to more than 4.13 million tons . L1 and L2 including e-bikes and mopeds, although included in the LMT definition under the Battery Regulation, are not considered for the scope extension here . The reason is that they are smaller than motorcycles, are not included in the vehicle registrations in certain member states and are typically collected via bicycle and scooter dealers compared to large motorcycles.
ELV和 3R型式核准指令适用于乘用车 (M1)以及 轻型商用车(N1) .在欧盟注册的 3.23 亿辆汽车中，约 85% 属于 ELV 指令的范围。 因此， 15% 的注册车辆不包括在内，即约 5200 万辆车辆（摩托车 ( L3e-L7e ) 、卡车和公共汽车） 。按质量计算，这占已登记车辆的 3.3 % ，即 1.91亿吨。 2019 年，摩托车、公共汽车和卡车产生的废弃物平均总量估计超过 413万吨 。 L1 和 L2 包括电动自行车和轻便摩托车，虽然包含在电池法规下的 LMT 定义中，但不考虑此处的范围扩展 。 原因是它们比摩托车小，不包含在某些成员国的车辆登记中，并且通常通过自行车和踏板车收集 经销商与大型摩托车相比。
There is no comprehensive information on the treatment of end-of-life motorcycles, lorries and buses. The information gathered for this impact assessment shows that there is an important market for used spare parts dismantled from end-of-life motorcycles and lorries, and that the treatment of the vehicles outside the scope of the current legislation also has specific features:
目前还没有关于报废摩托车、卡车和公共汽车处理的全面信息。本次影响评估收集的信息表明，从报废摩托车和卡车上拆解的旧零部件有一个重要的市场，并且对现行立法范围之外的车辆的处理也有具体特点：
·End-of-Life motorcycles are often treated by small operators in the EU;
生命终结 摩托车通常由欧盟的小型经营者处理；
·End-of-life lorries have a longer lifetime than M1-N1 vehicles, are exported in large number (up to 75%) outside the EU when reaching a certain age and, when dismantled in the EU, are usually treated in facilities which are either specialised in their treatment, or also treat end-of-life passenger cars;
报废卡车的使用寿命比 M1-N1 车辆更长，达到一定车龄后会大量（高达 75%）出口到欧盟以外地区 并且，在欧盟拆除时，通常在专门处理其处理的设施中进行处理，或者也处理报废客车；
·A non-negligible share of used busses (around 33%) are exported outside the EU, and their dismantling raises specific challenges dues to a lower share of metals and higher share of textile and glass compared to other vehicles.
二手巴士中有不可忽视的份额（约 33%）出口到欧盟以外的地区，与其他车辆相比，由于金属份额较低，纺织品和玻璃份额较高，因此它们的拆解提出了特殊的挑战。
The vehicles excluded from the ELV and 3R type-approval Directives are currently not subject to any specific requirement when it comes to eco-design and their waste phase. The consequences of this exclusion are the following:
排除在 ELV 和 3R 型式核准指令之外的车辆目前在生态设计及其废物处理方面不受任何具体要求的约束。这种排除的后果如下：
1.No guarantee on the environmentally sound management of the waste stemming from end-of-life vehicles outside the scope of the legislation;
不保证对立法范围之外的报废车辆产生的废物进行无害环境管理；
2.No legal incentive for the re-use or recycling of large volume of parts, components and materials (steel, iron, aluminium, copper, CRMs, plastics, glass…) stemming from such waste;
对于此类废物产生的大量零件、组件和材料（钢、铁、铝、铜、 CRM 、塑料、玻璃……）的再利用或回收没有法律激励；
3.No legal incentive to increase the design for circularity of the vehicles in question;
没有法律激励来增加相关车辆的循环设计；
4.Risk of a fragmentation of the EU market as individual Member States take individual measures to address the end-of-life stage of the vehicles concerned.
由于各个成员国采取各自的措施来解决相关车辆的报废阶段，因此欧盟市场存在分裂的风险。
The data collected for this impact assessment shows that at least seven Member States have adopted various types of legal provisions governing the end-of-life stage of lorries, buses or motorbikes. Many of them have especially established a requirement that these vehicles should be delivered to an ATF at end-of-life and require that their dismantling complies with specific obligations, especially on depollution. This poses the risk of fragmenting the EU market, as economic actors willing to escape national rules could decide to get their vehicles dismantled in another EU Member State with lower or no requirements.
本次影响评估收集的数据显示，至少有七个成员国已通过各种类型的法律规定来管理卡车、公共汽车或摩托车的报废阶段。其中许多机构特别提出了这样的要求：这些车辆应在报废时交付给 ATF，并要求其拆解遵守特定义务，特别是去污染义务。这带来了欧盟市场分裂的风险，因为愿意逃避国家规则的经济参与者可能会决定在另一个要求较低或没有要求的欧盟成员国拆解车辆。
Overall, the integration of circularity in the business model of producers of vehicles outside the scope of the ELV and 3R type-approval Directives largely relies on voluntary actions.
总体而言，在 ELV 和 3R 型式核准指令范围之外的车辆生产商的商业模式中整合循环性在很大程度上依赖于自愿行动。
2.4.2Problem drivers
问题驱动因素
Regulatory failures 监管失误
The main driver for the problem outlined above is the exclusion of powered two- and three wheelers, lorries and buses from the scope of the ELV and 3R type-approval Directives. More than twenty years after adoption of the ELV Directive, this has led to a situation where there is no transparency on the degree of circularity of the sectors concerned and that they are not incentivised to go beyond a “business as usual” scenario. The fact that a few Member States have started to set out national regulations covering the end-of-life stage of vehicles not in the scope of the EU legislation is a sign that the current limited scope is considered as sub-optimal.
上述问题的主要原因是将电动两轮和三轮车、卡车和公共汽车排除在 ELV 和 3R 型式认证指令范围之外。 ELV指令通过二十多年后，这导致了相关部门的循环程度不透明，并且没有动力超越“一切照旧”的情况。事实上，一些成员国已开始制定涵盖不在欧盟立法范围内的车辆报废阶段的国家法规，这一事实表明当前的有限范围被认为是次优的。
2.5Overview of problems and drivers
问题和驱动因素概述
Figure 1 below presents an overview of the main problems this initiative aims to address, their drivers and consequences, in line with what is presented in Sections 2.1 to 2.4.
下图 1 概述了该举措旨在解决的主要问题、其驱动因素和后果，与第 2.1 至 2.4 节中的内容一致。
Figure 1 - Problems, drivers and consequences
图 1 - 问题、驱动因素和后果
2.6Who is affected and how?
谁受到影响以及如何受到影响？
The stakeholders which are primarily affected by the problems described in this section are those involved in the whole supply chain for the design, production and waste management of vehicles. This includes vehicle manufacturers, importers, suppliers of spare parts for the automotive industry, dismantlers (which are mostly SMEs), shredding/recycling companies, industries relying on scraps as feedstock for their production (notably in the steel, aluminium, copper and plastics sectors), exporters of used vehicles, insurance companies (who own and sell a large share of ELVs), workers, consumers, non-EU stakeholders like third-country producers exporting vehicles to the EU and importers of used vehicles from the EU, competent authorities in charge of the implementation of the ELV and type-approval legislation. More information on how these stakeholders are affected by the initiative can be found in Annex 3.
主要受本节所述问题影响的利益相关者是涉及车辆设计、生产和废物管理整个供应链的利益相关者。这包括汽车制造商、进口商、汽车行业备件供应商、拆解商（主要是中小企业）、粉碎/回收公司、依靠废料作为生产原料的行业（特别是钢铁、铝、铜和塑料行业） ）、二手车出口商、保险公司（拥有并销售大部分报废汽车）、工人、消费者、非欧盟利益相关者（例如向欧盟出口车辆的第三国生产商以及来自欧盟的二手车进口商）欧盟，负责实施 ELV 和型式认证立法的主管机构。有关这些利益相关者如何受到该倡议影响的更多信息，请参阅附件 3。
3Why should the EU act?
欧盟为何要采取行动？
3.1Legal basis 法律依据
The legislative proposal is based on Article 114 of the Treaty on the Functioning of the European Union (TFEU), which is to be used for measures that aim to establish or ensure the functioning of the internal market. This is essential as the proposal is designed to set out requirements which govern the placing on the EU market of motor vehicles.
该立法提案基于《欧盟运作条约》(TFEU) 第 114 条，该条将用于旨在建立或确保内部市场运作的措施。这是至关重要的，因为该提案旨在制定管理欧盟机动车辆市场投放的要求。
The proposal tackles a number of key problems related to the single market. These include: i) an uneven playing field for vehicles placed on the market; ii) barriers to the functioning of recycling markets and improvement in economies of scale; iii) uneven implementation of the ELV Directive, since applicable rules are subject to interpretation; iv) lack of attention to quality and value retention in reuse and recycling; v) the persistent problem of ‘missing vehicles’ and lack of clarity to distinguish ELVs from used vehicles in the case of export and (vi) the need for a stable and fully harmonised regulatory framework, in particular related to uneven implementation of the polluter pays principle across Member States.
该提案解决了与单一市场相关的一些关键问题。其中包括： i) 市场上车辆的竞争环境不公平； ii) 回收市场运作和规模经济改善的障碍； iii) ELV 指令的实施不平衡，因为适用的规则需要解释； iv) 在再利用和回收过程中缺乏对质量和价值保留的关注； v) 持续存在的“车辆失踪”问题以及在出口时缺乏区分报废汽车和二手车的明确性；以及 (vi) 需要一个稳定且完全统一的监管框架，特别是与污染者付费实施不均衡有关成员国的原则。
Harmonised rules are necessary to ensure that all goods placed on the EU market comply with similar conditions. Article 114 TFEU is the legal basis of the overall regulatory framework on type-approval of motor vehicles, including the 3R type-approval Directive, whereas the ELV Directive has an environmental legal basis (Article 192 TFEU). At the time of adoption of the ELV Directive, the choice of an environmental legal basis was justified as the Directive did not place any direct obligations on any economic operators, in particular no obligations linked to the placing on the market of vehicles, and as it essentially set out measures to be adopted by the Member States, targeting the end-of-life stage of a vehicle.
需要制定统一的规则，以确保投放到欧盟市场的所有商品都符合类似的条件。 TFEU 第 114 条是机动车辆型式核准总体监管框架（包括 3R 型式核准指令）的法律基础，而 ELV 指令则具有环境法律基础（TFEU 第 192 条）。在通过 ELV 指令时，选择环境法律依据是合理的，因为该指令没有对任何经济运营商施加任何直接义务，特别是没有与车辆投放市场相关的义务，并且因为主要规定了成员国针对车辆报废阶段采取的措施。
The policy options will lead to further harmonisation of: product requirements for vehicles placed on the Union market, in particular related to i) harmonised requirements for the inclusion of recycled content for plastics, steel and CRMs; ii) harmonised and improved materials declarations on the presence and locations of hazardous substances, the levels of recycled content for a range of materials including CRMS, and iii) improved requirement on information exchanges facilitating reuse and recycling. The proposal will also set requirements for ensuring a well-functioning market for secondary raw materials while preventing and reducing the environmental impacts from the production and recycling of vehicles.
政策选择将导致进一步统一： 欧盟市场上车辆的产品要求，特别是与以下方面相关的要求： 塑料、钢铁和 CRM 中回收成分的统一要求； ii) 统一和改进了有关有害物质的存在和位置、包括 CRMS 在内的一系列材料的回收含量水平的材料声明，以及 iii) 改进了促进再利用和回收的信息交换要求。该提案还将提出要求，确保二级原材料市场运转良好，同时防止和减少车辆生产和回收对环境的影响。
The new legislation will modernise the existing requirements relating to the placing on the market of vehicles on the EU market, which currently are included in the 3R type-approval Directive, and those requirements will be merged with the rules applicable to the end-of-life stage of the vehicle. The new legislation will furthermore include a number of new provisions aimed at closing the material loop in products. With this in mind, it is appropriate that the new legislation is based on Article 114 TFEU, thus allowing for both ensuring a smooth functioning of the internal market and a high level of environmental protection.
新立法将对与欧盟市场上的车辆投放市场相关的现有要求进行现代化改造，这些要求目前已包含在 3R 型式批准指令中，并且这些要求将与适用于欧盟市场终止的规则合并。车辆的生命阶段。新立法还将包括一些旨在闭合产品材料循环的新规定。考虑到这一点，新立法以TFEU第114条为基础是适当的，这样既可以确保内部市场的平稳运行，又可以确保高水平的环境保护。
The choice of Article 114 of the TFEU as a legal basis allows to build environmental-related requirements as the core elements of conditions on the type-approval and thereby the placing on the EU market of vehicles. It follows other examples of legislative proposals tabled by the Commission recently, aiming at covering in one single instrument sustainability/circularity requirements applying to the whole lifecycle of products, such as the proposal for a Batteries Regulation , the proposal for a Regulation on Eco-design for Sustainable Products and the proposal for a Regulation on Packaging and Packaging Waste .
选择 TF EU第 114 条作为法律依据，可以将环境相关要求作为型式批准条件的核心要素，从而将车辆投放到欧盟市场。它遵循了委员会最近提出的立法提案的其他示例，旨在通过单一文书涵盖适用于产品整个生命周期的可持续性/循环性要求，例如电池法规的提案、法规的提案可持续产品的生态设计 以及包装和包装废物法规提案 。
3.2 Nature of the legal instrument
法律文书的性质
The evaluation of the ELV Directive and 3R type-approval Directive identified the generic nature of their provisions as one of their main shortcomings. Many of these provisions were found to be too general, not setting sufficiently clear requirements and not measurable. This led to diverging interpretation among the Member States (for example on the calculation of recycling targets), to a lack of progress (for example on design for recycling) or could not be properly monitored (for example the provisions in the 3R type-approval on the verification by Member States that vehicle producers adequately demonstrate that new vehicle types comply with the requirements on re-usability, recyclability and recoverability). This is hampering the functioning of the EU single market and not resulting in a better protection of the environment.
对 ELV 指令和 3R 型式核准指令的评估发现，其规定的通用性是其主要缺点之一。其中许多规定被认为过于笼统，没有提出足够明确的要求，而且不可衡量。这导致成员国之间存在不同的解释（例如在回收目标的计算方面）、缺乏进展（例如在回收设计方面）或无法得到适当的监控（例如 3R 型式认证中的规定）成员国验证车辆生产商充分证明新车型符合可重复使用性、可回收性和可回收性的要求）。这阻碍了欧盟单一市场的运作，并且没有带来更好的环境保护。
In addition, the co-existence of two separate legal acts (ELV Directive and 3R type-approval Directive) brings with it the risk that their respective provisions are not synchronised. The provisions of both Directives are intrinsically linked, as the 3R type-approval Directive needs to mirror the provisions of the ELV Directive. The merger of the two existing Directives into a single Regulation represents the most efficient solution to ensure this synchronisation. It will provide the necessary legal certainty, simplify the current regulatory landscape by gathering all requirements into a single act and contribute to a stronger EU market integration. A Regulation will ensure that the obligations are implemented at the same time and in the same manner in all 27 EU Member States in a harmonised way. Compared to a Directive, the choice of Regulation also reduces the administrative costs linked to the transposition process into national legislation and allows new EU requirements to apply earlier. The choice of a Regulation is consistent with the rest of the type-approval regulatory framework, where Directives have been turned into Regulations as part of the measures adopted at the EU level in the aftermath of the “Dieselgate” emissions scandal.
此外，两个单独的法律行为（ELV指令和3R型式核准指令）的共存带来了各自规定不同步的风险。这两个指令的规定具有内在联系，因为 3R 型式认证指令需要反映 ELV 指令的规定。将两个现有指令合并为一个法规是确保同步的最有效解决方案。它将提供必要的法律确定性，通过将所有要求集中到单一法案中来简化当前的监管环境，并有助于加强欧盟市场一体化。一项法规将确保所有 27 个欧盟成员国以统一的方式同时以相同的方式履行这些义务。与指令相比，法规的选择还降低了与转换为国家立法过程相关的管理成本，并允许更早应用新的欧盟要求。法规的选择与型式批准监管框架的其余部分一致，其中指令已转变为法规，作为“柴油门”排放丑闻后欧盟采取的措施的一部分。
3.3Subsidiarity: necessity and added value of EU action
辅助性：欧盟行动的必要性和附加值
To ensure a harmonised and well-functioning internal market across all EU Member States and enable a smooth transition of the automotive sector to the circular economy, in line with the ambition of the European Green Deal, it is essential to put in place a common set of rules at the EU level, with clear requirements and obligations addressed to both Member States and economic operators. Otherwise, the risk is to fragment the EU market and make progress on circular economy dependent on voluntary actions by economic actors or individual Member States. EU action is necessary to meet all the objectives of this initiative.
为了确保所有欧盟成员国内部市场协调一致且运转良好，并使汽车行业顺利过渡到循环经济，符合欧洲绿色协议的雄心，必须制定一套共同的标准欧盟层面的规则，对成员国和经济运营商都有明确的要求和义务。否则，风险就是欧盟市场碎片化，循环经济的进展依赖于经济参与者或个别成员国的自愿行动。为了实现该倡议的所有目标，欧盟必须采取行动。
The EU automotive sector benefits greatly from the internal market. As indicated above, type-approval rules streamline the conditions linked to the placing on the EU market as adopted at EU level. Without active EU level regulatory intervention, only small-scale and local incentives to design and produce vehicles in a way which limits the use of primary materials and increase the use of secondary materials are expected, as there are no legally binding provisions on the design for circularity of such vehicles today.
欧盟汽车行业从内部市场中受益匪浅。如上所述，型式批准规则简化了欧盟层面所采用的与欧盟市场投放相关的条件。如果没有欧盟层面的积极监管干预，预计只会采取小规模和地方性的激励措施，以限制初级材料的使用并增加次级材料的使用的方式设计和生产车辆，因为在设计方面没有具有法律约束力的规定。如今此类车辆的循环性。
Harmonisation of requirements would facilitate the development of modern and environmentally sound infrastructure for the treatment for all vehicles in the EU, support innovation and address the implementation problems related to the different interpretations of existing legislation. It would also allow setting a clear reporting and monitoring mechanism, resulting in transparency and data comparability across the sector.
统一要求将促进欧盟所有车辆处理的现代且无害环境的基础设施的发展，支持创新并解决与现有立法的不同解释相关的实施问题。它还将允许建立明确的报告和监测机制，从而实现整个部门的透明度和数据可比性。
The difficulties related to the “missing vehicles” are common to all Member States. The cross-border dimension of the problem is one of its main features and requires an EU response. There were different attempts by some Member States to address the problem, which have not proven effective. The difficulty in exchanging information on the registration of vehicles between vehicle registers of the different Member States requires a harmonised solution. The same goes for the export of used vehicles from the EU, which can only be governed at the EU level in view of the EU common rules on customs and external trade.
与“车辆失踪”相关的困难是所有成员国所共有的。该问题的跨境层面是其主要特征之一，需要欧盟做出回应。一些会员国为解决这一问题做出了不同的尝试，但事实证明这些尝试并不有效。不同成员国的车辆登记处之间交换车辆登记信息存在困难，需要一个统一的解决方案。从欧盟出口二手车也是如此，鉴于欧盟海关和对外贸易的共同规则，只能在欧盟层面进行监管。
Finally, the treatment of vehicles not covered by the ELV Directive has been regulated differently by the Member States. The study supporting the evaluation of the EU rules on end-of-life vehicles revealed that only few Member States have established a consistent legal framework for the treatment of these vehicles at the end-of-life, whereas in others it is not clear how they are treated and what consequences to the environment are caused when the treatment is carried under sub-optimal conditions. Maintaining nationally fragmented regulatory frameworks in the EU would leave more than 45 million vehicles currently on EU roads at higher risk of encountering illegal dismantling activities, environmentally unsound treatment causing an uneven playing field between economic operators and significant potential loss of valuable secondary raw materials from the ELVs.
最后，对不属于本条例涵盖范围内的车辆的处理 各成员国对ELV 指令进行了不同的监管。支持评估欧盟报废车辆规则的研究 据透露，只有少数成员国建立了处理这些车辆的一致法律框架 在生命临终时，而在其他情况下，尚不清楚他们如何受到治疗，以及在次优条件下进行治疗时会对环境造成什么后果。 维持国家分散的监管框架 欧盟目前在欧盟道路上行驶的超过4500万辆汽车面临着非法拆解活动、不利于环境的处理的高风险，导致经济运营商之间的竞争环境不公平，并可能造成重大的潜在损失。 来自报废车辆的二次原材料。
The objectives of the revision of the EU rules on end-of-life vehicles cannot be sufficiently achieved by the Member States acting individually but can rather, by reason of the scale and effects of the measures, be better achieved at Union level.
欧盟报废车辆规则修订的目标无法仅靠成员国单独行动来充分实现，但由于措施的规模和效果，在欧盟层面可以更好地实现。
4Objectives: What is to be achieved?
目标：要实现什么目标？
4.1General objectives
总体目标
The overall objective of this initiative is to improve the functioning of the EU internal market by reducing the negative environmental impacts linked to the design, production, service life and end-of-life treatment of vehicles and contributing to the sustainability of the automotive and recycling sectors.
该倡议的总体目标是通过减少与车辆设计、生产、使用寿命和报废处理相关的负面环境影响来改善欧盟内部市场的运作，并促进汽车和回收的可持续性部门。
4.2Specific objectives 具体目标
In order to address the problems described in section 2, the initiative seeks to address the following five specific objectives:
为了解决第 2 节中描述的问题，该倡议力求实现以下五个具体目标：
1.‘Design circular’: Improve circularity at the design phase of vehicles, to facilitate and increase the removal, reuse, remanufacturing and recycling of materials, parts and components contained in vehicles, so that vehicle producers use more materials and technologies which do not hamper the removal of re-usable parts and components, use more materials which are easy to recycle and dismantlers are provided with information allowing them to increase and improve the removal, re-use and recycling of parts, components and materials from ELVs.
'设计通告' ： 提高车辆设计阶段的循环性， 以促进和增加 对车辆所含材料、零部件进行拆除、再利用、再制造和回收，使汽车生产企业更多地使用不妨碍可再利用零部件拆除的材料和技术，更多地使用易于回收和拆解的材料。获得的信息使他们能够增加和改进报废汽车零部件和材料的去除、再利用和回收。
2.‘Use recycled content: Significantly increase the use of recycled materials (especially plastics, steel, aluminium and CRMs) in the production of vehicles, thereby incentivising recycling, reducing strategic dependencies of raw materials for the automotive industry and supporting the decarbonisation of the EU industry.
'使用回收内容： 显着增加回收材料的使用 （特别是塑料、钢、铝和 CRM s )在车辆的生产中，从而 激励回收、减少 汽车工业及配套原材料的战略依赖 欧盟工业脱碳。
3.‘Treat better’: Significantly increase the quantity and quality of materials (especially plastics, steel, aluminium and CRMs) re-used, remanufactured and recycled from ELVs, thereby reducing the environmental footprint linked to the management of the waste generated by the automotive industry, supporting the creation of a dynamic market for secondary materials in the EU and facilitating the incorporation of more reusable parts into used vehicles extending their lifespan at moderate costs for end-users.
“更好地对待” ： 显着提高报废汽车再利用、再制造和回收材料（尤其是塑料、钢、铝和CRM ）的数量和质量，从而减少与汽车行业产生的废物管理相关的环境足迹，支持创造欧盟的再生材料市场充满活力，并促进将更多可重复使用的零件纳入二手车中，以适中的成本为最终用户延长其使用寿命。
4.‘Collect more’: Significantly increase the collection of ELVs in the EU and ensure roadworthiness of used vehicles exported from the EU, so that the number of “missing vehicles” and the EU external pollution footprint and road safety risks associated with the export of non-roadworthy used vehicles outside the EU are reduced.
“收集更多” ： 显著地 增加欧盟报废汽车的收集，确保从欧盟出口的二手车的适航性，从而减少“失踪车辆”的数量以及与出口非适航二手车相关的欧盟外部污染足迹和道路安全风险欧盟以外的车辆减少。
5.‘Cover more vehicles’: Increase circularity in the design, production and end-of-life treatment of vehicles (lorries, buses, trailers and L3e-L7e category vehicles ) which are currently outside the scope of the ELV and 3R type-approval legislation and ensure that they are treated properly.
“覆盖更多车辆” ： 提高目前不在 ELV和3R 型式认证立法范围内的车辆（卡车、公共汽车、拖车和L3e-L7e类车辆 ）设计、生产和报废处理的循环性并确保他们得到适当的对待。
5What are the available policy options?
有哪些可用的政策选择？
5.1What is the baseline from which options are assessed?
评估选项的基线是什么？
The automotive sector is currently undergoing a massive transformation in its design and production patterns, triggered by the shift to (heavier) electric vehicles, increasing use of advanced and lightweight materials and the growing number of electronic components in vehicles. The main share of the environmental footprint of the automotive sector will shift from the use phase to the materials production and end-of-life phase. Electrification will increase the mass in vehicles in general and of non-ferrous metals in particular. The trend to put on the market larger and heavier vehicles (like SUVs) is expected to continue, which translates into an increasing use of primary materials and its associated carbon footprint, which can offset the environmental gains linked to the phasing out of combustion engine. For aluminium for instance, current ELVs contain around 100 kg of predominantly cast alloys, whereas average new vehicles contain 180 kg and BEVs more than 320 kg of aluminium per vehicle, predominantly wrought alloys . For global production, a four-fold increase in aluminium demand is expected towards 2050. The limitations inherent to both the ELV and the 3R type-approval Directives (generic provisions, limited monitoring and enforcement) would remain, and prevent real changes towards making the design and production of all vehicles placed on the EU market more circular.
由于向（重型）电动汽车的转变、先进轻质材料的使用增加以及汽车中电子元件数量的增加，汽车行业目前正在经历设计和生产模式的巨大转变。 汽车行业环境足迹的主要部分将从使用阶段转向材料生产和报废阶段。电气化将增加一般车辆和有色金属车辆的质量 特别是金属。市场上更大、更重的车辆（如 SUV ）的趋势预计将持续下去，这意味着初级材料的使用及其相关的碳足迹的增加，这可以抵消与逐步淘汰内燃机相关的环境收益。 以铝材为例，目前的ELV每辆车含有约 100 公斤的铝，主要是铸造合金，而平均新车每辆车含有180 公斤的铝，纯电动汽车每辆车含有超过 320 公斤的铝，主要是锻造合金 。 就全球生产而言，到 2050 年，铝需求预计将增长四倍 。 ELV 和 3R 型式认证指令固有的限制（通用规定、有限的监控和执行）仍然存在，并且阻碍了欧盟市场上所有车辆的设计和生产更加循环化的真正变革。
Novel components, advanced materials and more complex (and lighter) vehicle designs will further increase the reliance of the sector on CRMs. Electric drivetrains will significantly increase the share of electric drive motors in the EU fleet, either being induction motors or permanent magnet motors containing rare earth elements such as neodymium and dysprosium for their construction . Dysprosium demand will double by 2030 to six times higher by 2050; praseodymium will increase by 50% in 2030 and double by 2050 ; for neodymium an eleven-fold increase by 2032 is expected . Increasing numbers of electronic components shifts the presence of platinum-group metals from catalysts to multiple parts distributed over the vehicles. The use share of magnesium, another CRM used for lightweight parts and in aluminium alloys, is expected to increase significantly, with an annual growth of 9.5% from 2020 to 2025 .
新颖的组件、先进的材料和更复杂（且更轻） 车辆设计 将进一步 增加该行业对CRM的依赖。 电力传动系统将显着增加欧盟机队中电力驱动电机的份额，无论是感应电机还是永磁电机其结构中都含有稀土元素，例如钕和镝 。到2030年，镝需求量将翻一番，到2050年将增加六倍；镨的用量将在 2030 年增加 50%，到 2050 年将增加一倍 ；预计到 2032 年，钕的产量将增加 11 倍 。电子元件数量的增加将铂族金属的存在从催化剂转移到分布在车辆上的多个部件。镁（另一种用于轻质零件和铝合金的CRM ）的使用份额预计将大幅增加，2020 年至 2025 年年增长率为 9.5% 。
The uptake of recycled materials like plastics, steel and aluminium would be largely left to voluntary initiatives by individual economic actors. Plastics materials in vehicles is expected to represent around 200 kg on average per light-duty vehicle (13% of the total weight of an average EV). Currently, the level of (post-consumer) recycled plastics in cars is limited to 2.5% and little progress on this is expected without regulatory intervention in the next years, so that the automotive sector would remain a major user of virgin plastics across the EU industries .
塑料、钢铁和铝等再生材料的使用将主要由个体经济参与者自愿采取行动。 车辆用塑料材料 预计每辆轻型汽车平均重量约为 200 公斤（占平均电动汽车总重量的 13%）。目前，汽车中（消费后）再生塑料的含量仅限于 2.5% ，如果未来几年没有监管干预，预计这方面的进展甚微，因此汽车行业仍将是整个欧盟原生塑料的主要用户工业 .
The problems linked to the waste stage of the life cycle of vehicles will remain. Under a baseline scenario, around 10 million passenger cars and vans would become ELVs in 2035, containing 7.6 million tons of steel (and cast iron), 1.3 million tons of aluminium, 175 thousand tons of copper and brass, 250 thousand tons of glass and 1.6 million tons of plastics. The dismantling and recycling sector would continue to focus on materials and parts which are profitable, and, in the absence of incentives or regulatory requirements, the quantity of recyclates from materials which are difficult to remove or recycle (especially plastics, glass, CRMs, textiles, composite materials) will not increase. Without incentives, the quality of recyclates would not improve either, hampering their uptake in new production and ultimately preventing the design and production of vehicles to become more circular. Electric vehicles are expected to represent up to 35 % of ELVs by 2035 . The costs per vehicle for dismantling batteries and e-drive motors are high and require sizeable investments in new skills and equipment (e.g., handling and storage of batteries). Most CRMs in EVs risk therefore to continue to be lost during the recycling processes or downcycled due to lack of economies of scale and lack of recycling and further refining capacity. This is likely to be the case for rare earths magnet materials diluted in the ferrous ELV stream or for other CRMs like magnesium or silicon to be found in mixed unsorted ELV steel and aluminium fractions.
与车辆生命周期的废弃阶段相关的问题仍然存在。在基线情景下，到 2035 年，约 1000 万辆客车和货车将成为报废汽车，其中包含 760万吨钢（和铸铁）、130万吨铝、17.5 万吨铜和黄铜、25 万吨玻璃和160万吨塑料。拆解和回收行业将继续关注有利可图的材料和零件，并且， 在没有激励措施的情况下 或监管要求，从材料中回收的数量 难以去除或回收的物质（特别是塑料、玻璃、CRM、纺织品、复合材料）不会增加。如果没有激励措施，回收材料的质量也不会提高，从而阻碍其在新生产中的应用，并最终阻碍车辆的设计和生产变得更加循环。 预计到 2035 年，电动汽车将占 ELV 的 35% 。每辆车拆解电池和电驱动电机的成本很高 并且需要对新技能和设备进行大量投资（例如，电池的处理和存储）。电动汽车中的大多数 CRM 因此，由于缺乏规模经济以及缺乏回收和进一步精炼能力，因此存在在回收过程中继续损失或降级回收的风险。对于在含铁 ELV 流中稀释的稀土磁体材料来说，可能就是这种情况 或者其他 CRM，例如在混合未分选的 ELV钢和铝碎片中发现的镁或硅。
A lack of new policy intervention would result in considerable losses of resources, including of CRMs, with significant impacts on the environment and the EU economy and a missed opportunity to put the automotive sector on a path to circularity, at a moment where the shift to electrification is driving profound changes in its business and production models.
缺乏新的政策干预将导致包括 CRM 在内的大量资源损失，对环境和欧盟经济产生重大影响，并错失让汽车行业走上循环之路的机会。电气化正在推动其业务和生产模式发生深刻变化。
Finally, a side effect to the shift to EVs might be the development of the market for second-hand vehicles, which are more affordable than new EVs. This could in turn boost the demand for used spare parts and provide incentives for the whole automotive supply chain to increase re-use and remanufacturing.
最后，转向电动汽车的一个副作用可能是二手车市场的发展，二手车比新电动车更便宜。这反过来又会增加对二手备件的需求，并激励整个汽车供应链增加再利用和再制造。
The problem of missing vehicles was identified in 2010 and has not been successfully addressed since then, despite a series of soft law initiatives and individual measures taken by some Member States. Without policy intervention addressing the drivers of this problem, it is anticipated that the problems with illegal and informal activities and loss of resources will continue at similar levels. Despite efforts by some Member States, it is expected that the number of missing vehicles will amount to approximately 3.2 million in 2035. By 2035, it is estimated that over one million of old, used, non-roadworthy vehicles would be exported annually from the EU to third countries, mostly in Africa, non-EU central Europe and central Asia, exposing populations in destination countries to air pollution and road safety problems. It could be that the implementation of new import requirements by receiving countries leads to a reduction in the volume of exported used vehicles from the EU; in the absence of international harmonised standards on this point and in view of limited enforcement capacities in importing countries to control shipments of used vehicles, this reduction is expected to be of a small magnitude.
车辆失踪问题于2010 年被发现，尽管一些成员国采取了一系列软法律举措和个别措施，但此后一直没有成功解决。如果政策干预不解决这一问题的驱动因素，预计非法和非正规活动以及资源损失的问题将继续以类似的程度存在。尽管一些成员国做出了努力，但预计到 2035 年，失踪车辆数量将达到约 320 万辆。到 2035 年，估计每年将有超过 100 万辆旧的、二手的、不适合道路行驶的车辆出口。欧盟至第三国，主要位于非洲、非欧盟中欧和中亚，使目的地国民众面临空气污染和道路安全问题。接收国实施新的进口要求可能会导致欧盟二手车出口量减少；由于在这一点上缺乏统一的国际标准，并且鉴于进口国控制二手车运输的执法能力有限，预计这一减少幅度将很小。
Finally, keeping a large amount of road vehicles outside the scope of the ELV and 3R type-approval legislation would mean that the design, production and end-of-life treatment of these vehicles would continue to operate on a ‘business as usual’ scenario with limited integration of circularity considerations, no guarantee that the vehicles are managed in a sustainable manner when they reach the end of their life, and losses of resources not re-used or recycled. In 2030, the number of end-of life motorcycles would amount to approximately 1.6 million units, the number of end-of-life lorries to approximately 265,000 units and the number of end-of-life buses to approximately 30,000 units . This represents 5 million tons of materials by 2030. These vehicles (especially lorries and buses) will use a growing quantity of CRMs, in order to comply with the latest CO2 emission performance and air emission standards (requiring for example technologies for exhaust gas control, leading to more copper, platinum and palladium), but also due to the electrification or hybridisation of some models (requiring lithium batteries and the use of permanent magnets containing rare earth elements in e-drive motors) and the shift of other models to hydrogen-powered technologies (with the associated use of fuel cells for which platinum plays an essential role as a catalyst element) . Voluntary actions by some economic operators might slightly increase the contribution of these sectors to the circular economy, but there would be no leverage at the EU level to use this potential to its full extent. It is likely that Member States would increasingly adopt different measures applying to these vehicles , posing a risk of fragmentation in the internal market.
最后，将大量道路车辆排除在 ELV 和 3R型式批准立法范围之外意味着这些车辆的设计、生产和报废处理将继续“一切照旧”场景与 有限的 整合循环性考虑因素，无法保证车辆在达到其使用寿命时以可持续的方式进行管理，以及未重新使用或回收的资源损失。到 2030 年，报废摩托车数量将达到约1, 600 万辆，报废卡车数量将达到约 265 , 000 辆，报废公共汽车数量将达到约 1, 600 万辆。大约 30 , 000 单位 .这代表 500万吨 到2030 年材料。 这些车辆（特别是卡车和公共汽车）将使用 CRM的数量不断增加，以符合最新的要求 CO 2排放性能和空气排放标准 （例如要求 废气控制技术，从而产生更多的铜、铂和钯）， 但也由于电气化或混合动力 一些车型的升级（需要锂电池以及在电动马达中使用含有稀土元素的永磁体）以及其他车型向氢动力技术的转变（伴随着燃料电池的使用，而铂在其中发挥着至关重要的作用）作为催化剂元素） 。一些经济运营商的自愿行动可能会略微增加这些部门对循环经济的贡献，但在欧盟层面上没有杠杆来充分利用这一潜力。成员国可能会越来越多地对这些车辆采取不同的措施 ，从而带来分散的风险。 在内部市场。
The export of used lorries and buses to third countries could decrease as a result of the implementation of the Euro VI standard which necessitates that heavy-duty vehicles put on the EU market after 2013 are equipped with advanced aftertreatment technologies which require the use of high-quality fuels and reagents, especially for diesel-powered vehicles (i.e. diesel exhaust fluid or AdBlue) which may not be widely available in a number of importing countries. If it materialises, this decrease would lead to a corresponding increase in the number of vehicles becoming waste in the EU, but would still not guarantee that the exported used vehicles are roadworthy upon export. It should be noted that the impact of the implementation of Euro VI norms in the EU on the level of export of used vehicles is likely to be much higher for lorries than for M1-N1 vehicles: the practical totality used lorries exported from the EU are diesel vehicles which, when equipped to comply with Euro VI norms, may not function properly in countries which do not have the same the fuel standards and cannot supply these lorries with the required technologies and urea. The impact is less clear on the export of used M1-N1 vehicles as they can continue to be driven with lower fuel quality (albeit being much more pollutant than compliant vehicles).
由于欧六标准的实施，二手卡车和客车向第三国的出口可能会减少，该标准要求2013年以后投放到欧盟市场的重型车辆必须配备先进的后处理技术，这些技术需要使用高- 优质燃料和试剂，特别是柴油动力车辆（即柴油机尾气处理液或 AdBlue），在许多进口国家可能无法广泛获得。如果这一情况成为现实，这种减少将导致欧盟废弃车辆数量相应增加，但仍不能保证出口的二手车在出口时适合道路行驶。值得注意的是，欧盟实施欧六标准对二手车出口水平的影响对于卡车而言可能远高于M1-N1车辆：欧盟出口的二手卡车实际总量为柴油车辆在配备符合欧六标准时，可能无法在没有相同燃料标准的国家正常运行，并且无法为这些卡车提供所需的技术和尿素。对于二手 M1-N1 车辆出口的影响不太明显，因为它们可以继续以较低的燃油质量行驶（尽管比合规车辆产生的污染物要多得多）。
Overall, the problems described in section 2 will increase in severity in the future. Without simultaneous regulatory intervention in all above areas at the same time, the automotive sector will increasingly depend on supply of primary raw materials, including CRMs, with a significant environmental footprint at extraction and processing stages.
总体而言，第 2 节中描述的问题将来会更加严重。如果不能同时对上述所有领域进行监管干预，汽车行业将越来越依赖初级原材料（包括 CRM ）的供应，在提取和加工阶段会产生巨大的环境足迹。
5.2Description of the policy options
政策选项说明
As displayed in Figure 2, this impact assessment presents and analyses policy options designed to attain each of the five specific objectives described in Section 4.2. For each of these specific objectives, the impact assessment analyses three policy options (A, B and C), which are specifically addressing the objective in question, except for Policy options 5A to 5C which contain supporting measures for the attainment of different objectives and therefore serve to attain several of them .
如图2所示，影响评估提出并分析了政策选项 旨在 达到 第 4.2 节中描述的五个具体目标中的每一个。对于每一个具体目标，影响评估分析了三个政策选项（A、B 和 C） ，它们专门针对相关目标，但政策选项 5A 至 5C除外，它们包含实现不同目标的支持措施，因此努力实现其中的几个 。
Figure 2 - Policy options and specific objectives
图 2 - 政策选择和具体目标
1.Policy options 1A, 1B and 1C are designed to meet specific objective 1 - ‘Design circular’;
政策选项1 A 、1B 和 1C 旨在满足特定目标 1 - “设计通告” ；
2.Policy options 2A, 2B and 2C are designed to meet specific objective 2 - ‘Use recycled content’ and include requirements for car manufacturers to incorporate minimum amounts of recycled materials in new vehicles;
政策选项2 A 、2B 和 2C 旨在满足特定目标 2 - “使用回收内容” 并包括要求汽车制造商在新车中加入最少量的回收材料；
3.Policy options 3A, 3B and 3C are designed to meet specific objective 3 - ‘Treat better’ and aim to improve the management of waste from ELVs and to support the market for re-used and remanufactured parts;
政策选择 3A ， 3B 和 3C旨在满足特定目标3 - “更好地对待” ，旨在改善报废汽车废物的管理并支持再利用和再制造零件的市场；
4.Policy options 4A, 4B and 4C are designed to meet specific objective 4 - ‘Collect more’ and aim at higher collection rates of ELVs;
政策选项s 4 A， 4B和4C是 旨在实现特定目标4 - “收集更多” 并以提高报废汽车回收率为目标；
5.Policy options 5A, 5B and 5C provide appropriate financial and organisational incentives to support the implementation of the other policy options;
政策选项5 A 、5B 和 5C 提供适当的财政和组织激励措施，以支持其他政策选择的实施；
6.Policy options 6A, 6B and 6C are designed to meet specific objective 5 ‘Cover more vehicles’ and improve circularity for the vehicles currently outside the scope of the ELV and 3R type-approval legislation.
政策选择 6A 、6B和6C 旨在满足特定目标5 “覆盖更多车辆” 并提高目前不在 ELV 和 3R 型式认证立法范围内的车辆的循环利用。
The options are based on a comprehensive list of 52 potential policy measures listed in Table 1, which are extracted from the evaluations of the existing legislation, and input from Member States and stakeholders as described in more detail in Annex 2. They also take account of the suggestions provided in the Fit for Future Platform (F4F) opinion, which can be found in Annex 5 . A detailed description of each measure presented below can be found in Annex 7.2 for selected measures and Annex 7.3 for discarded measures, as well as references to the underlying information in the supporting study. Table 1 includes discarded measures (marked with an X) for which the reasoning is provided in Section 5.3, planned entry-into-force dates in the second last columns and whether measures are included in the final preferred option as well be substantiated later in Section 8.1 to avoid repetition of the same table.
选项有 基于表 1 中列出的52 项潜在政策措施的综合清单，这些措施摘自对现有立法的评估以及成员国和利益相关者的意见，附件 2中有更详细的描述。他们还考虑了适应未来平台（F4F）意见中提供的建议，该意见见附件 5 。每项措施的详细说明 下面列出的选定措施见附件7.2 ，废弃措施见附件 7.3，以及支持研究中基本信息的参考。 表1包括废弃的措施（用 X 标记），其理由在第 5.3 节中提供， 倒数第二列中的计划生效日期以及措施是否包含在最终首选方案中，稍后将在第 8.1 节中予以证实，以避免重复同一个表格。
Table 1 Overview of all measures considered
表 1 所考虑的所有措施的概述
|
Policy Options 政策选择 |
# |
Measures 措施
(all implementing dates are specified as +x yrs from entry-into-force)
（所有实施日期均指定为生效后 x 年） |
EIF* 外部影响因子* |
Pref.* 首选* |
|
PO1 –
Design Circular 设计通告 |
1A |
M1 - Ensure that new 3RTA rules provide for a proper implementation of circularity requirements for new vehicle types
M1 - 确保新的 3RTA 规则能够正确实施新车型的循环要求
M2 - Empowerment for the Commission to develop a refined methodology to determine compliance with 3R-requirements
M2 -授权委员会制定完善的方法来确定是否符合 3R 要求
M3 - Provision of basic dismantling information to ELV treatment operators
M3 - 向报废车辆处理运营商提供基本拆解信息
M4a - Declaration on substances of concern verified by 3R type-approval authorities
M4a - 经 3R 型式核准机构验证的关注物质声明
M5a - Restrictions of substances under the revised ELV Directive (analysed separately in Annex 9)
M5a - 修订版 ELV 指令下的物质限制（在附件 9 中单独分析） |
+1
+3
+3
+3
+1 |
Y
Y
Y
N
N |
|
|
1B |
Includes measures M1,M2,M3 of PO1A.
包括 PO1A 的措施 M1、M2、M3。
M4b - Mandatory declaration on recycled content of plastics, steel, aluminium
M4b - 塑料、钢、铝回收含量的强制声明
M5b - Restrictions of substances under REACH and other existing legislation (analysed separately in Annex 9)
M5b - REACH 和其他现有立法中的物质限制（在附件 9 中单独分析）
M6 - Obligation for vehicle manufacturers to develop circularity strategies
M6 - 汽车制造商有义务制定循环战略
M7 - Design requirements for new vehicles to facilitate the removal of components
M7 - 新车的设计要求，以方便拆卸部件 |
+5
+8
+3
+6 |
Y
N
Y
Y |
|
|
1C |
Includes measures M1-M3, M6,M7 of PO1A and PO1B.
包括 PO1A 和 PO1B 的措施 M1-M3、M6、M7。
M4c - Mandatory declaration on recycled content for materials, other than plastics, including CRMs, steel, aluminium
M4c - 除塑料之外的材料（包括 CRM、钢、铝）回收成分的强制声明
M5c - Hybrid approach: maintenance of current restrictions under ELV with new restrictions under REACH (analysed separately in Annex 9)
M5c - 混合方法：维持 ELV 下的当前限制，并添加 REACH 下的新限制（在附件 9 中单独分析）
M8 - Establishment of a digital Circularity Vehicle Passport
M8——建立数字化循环车辆护照 |
+5
+8
+7 |
Y
Y
Y |
|
Discarded PO1 废弃的 PO1 |
M34 - Voluntary pledges campaign to increase circularity
M34 - 加强循环的自愿承诺运动
M35 - Preparation of non-binding guidelines to improve circularity
M35 - 制定非约束性指南以提高循环性
M36 - Obligatory due diligence requirements for materials used in vehicles
M36 - 对车辆所用材料的强制性尽职调查要求 |
|
X
X
X |
|
PO2-
Use Recycled Content 使用回收内容 |
2A |
M9a - Mandatory recycled content targets for plastic used in vehicles - 6% recycled plastics content by 2031, 10% by 2035 at fleet-level, of which 25% of recycled material from closed loop production, calculation and verification rules at +2 yrs
M9a - 车辆用塑料的强制性回收含量目标 - 到 2031 年，车队级回收塑料含量达到 6%，到 2035 年达到 10%，其中 25% 的回收材料来自 2 年以上的闭环生产、计算和验证规则
M10a – Empower the Commission to set a mandatory recycled content target for steel, including calculation and verification rules at +3 yrs, based on a dedicated feasibility study, application to newly type approved vehicles at +7 yrs
M10a – 授权委员会根据专门的可行性研究，在+7年时应用于新类型批准的车辆，制定强制性的钢铁回收含量目标，包括+3年的计算和验证规则 |
+6
+7
|
N
Y |
|
|
2B |
M9b - Recycled plastics content: 25% in 2031 for newly type-approved vehicles only, of which 25% from closed loop production, calculation and verification rules
M9b - 再生塑料含量：2031年仅适用于新型式认证车辆的25%，其中25%来自闭环生产、计算和验证规则
M10b - Steel recycled content: 20% in newly type-approved vehicles, calculation and verification rules
M10b-钢材回收含量：新型式核准车辆中20%，计算和验证规则 |
+6
+7 |
Y
N |
|
|
2C |
M9c - Recycled plastics content: 30% in 2031 for newly type-approved vehicle only, of which 25% from closed loop production, calculation and verification rules
M9c - 再生塑料含量：2031年仅适用于新型式认证车辆的30%，其中25%来自闭环生产、计算和验证规则
M10c - Steel recycled content: 30% in newly type-approved vehicles, of which 15% from closed loop, calculation and verification rules
M10c - 钢材回收含量：新型式核准车辆中30%，其中15%来自闭环、计算和验证规则
M11- Empower the Commission to set a mandatory recycled content targets for other materials (aluminium alloys, CRM), feasibility study +3 yrs, target levels, calculation and verification rules +5 yrs, application to newly type approved vehicles >7 yrs
M11- 授权委员会为其他材料（铝合金、CRM）制定强制性回收含量目标，可行性研究 +3 年，目标水平、计算和验证规则 +5 年，应用于新型批准车辆 >7 年 |
+6
+7
>7 |
N
N
Y |
|
Discarded PO2 废弃PO2 |
M37 - Higher than 30% of recycled content target for plastic of in 2031
M37 - 2031 年塑料回收含量目标高于 30%
M38 - Recycled content targets for copper
M38 - 铜的回收含量目标
M39 - Recycled content targets for glass
M39 - 玻璃的回收含量目标
M40 - Recycled content targets for rubber/ tyres
M40 - 橡胶/轮胎的回收含量目标 |
|
X
X
X
X |
|
PO3-
Treat Better 更好地对待 |
3A |
M12- Aligning the definition of recycling (at EIF) and aligning the calculation methodology for recycling rates (+3 yrs) with other waste legislation
M12- 调整回收的定义（在 EIF），并使回收率（+3 年）的计算方法与其他废物法规保持一致
M13a - Mandatory removal of certain parts/components prior to shredding to encourage their recycling or re-use, ‘list A’
M13a - 在粉碎之前强制移除某些零件/组件，以鼓励其回收或再利用，“列表 A”
M14a - New definition of ‘remanufacturing’ (at EIF) and new monitoring requirements (+3 yrs) for (preparing for) re-use/ remanufacturing
M14a - “再制造”的新定义（在 EIF）以及针对（准备）再利用/再制造的新监控要求（+3 年）
M16a - Ban on the landfilling of automotive waste residues from shredding operations
M16a - 禁止填埋汽车破碎作业产生的废渣 |
+3
+3
+3
+3 |
Y
Y
Y
Y |
|
|
3B |
Includes all measures of PO3A (cumulative)
包括 PO3A 的所有测量值（累计）
M13b - Mandatory removal of longer list of components, including those that contain a high concentration of valuable metals or CRMs, ‘list B’
M13b - 强制去除更长的成分列表，包括那些含有高浓度有价金属或 CRM 的成分，“列表 B”
M14b – Market support for the use of spare parts
M14b – 备件使用的市场支持
M15b – Recycling targets for plastics – 30% at 5 yrs EIF. Calc rules +2 yrs EIF
M15b – 塑料回收目标 – 5 年 EIF 时为 30%。计算规则 +2 年 EIF
M16b – Ban on mixed shredding of ELVs with WEEE and packaging waste
M16b – 禁止将 ELV 与 WEEE 和包装废物混合粉碎 |
+3
+3
+5
+3 |
Y
Y
Y
Y |
|
|
3C |
Includes all measures of PO3A and PO3B (cumulative)
包括 PO3A 和 PO3B 的所有测量值（累计）
M13c – Mandatory removal of additional components, ‘list C’
M13c – 强制删除附加组件，“列表 C”
M15c – Glass – 70% recycling as container glass quality or equivalent.
M15c – 玻璃 – 70% 作为容器玻璃质量或同等质量回收。
M16c – Setting requirements on Post Shredder Technologies (PST) to improve the quantity and quality of metal scrap recovered from ELVs
M16c – 对后撕碎机技术 (PST) 提出要求，以提高从报废汽车中回收的金属废料的数量和质量 |
+5
+5
+5 |
N
N
N |
|
Discarded PO3 废弃的PO3 |
M41 – setting specific recycling targets for metals
M41——设定金属的具体回收目标
M42 – setting specific recycling targets for non-metal materials
M42——为非金属材料设定具体回收目标 |
|
X
X |
|
PO4 –
PO4 –
Collect More 收集更多 |
4A |
M17a – Reporting by Member States on “missing vehicles”, vehicle registrations, the import and export of used vehicles, incentives to encourage delivery to an ATF and penalties
M17a – 成员国报告“失踪车辆”、车辆登记、二手车进出口、鼓励向 ATF 交付车辆的激励措施和处罚
M18 - Obligations for dismantlers /recyclers to check and report on ELVs/ CoDs
M18 - 拆解商/回收商检查和报告 ELV/CoD 的义务
M19a - Setting minimum requirements for sector inspections and enforcement action (including non-binding Correspondents Guidelines No9)
M19a - 设定部门检查和执法行动的最低要求（包括不具约束力的通讯员指南第 9 号） |
+3
+3
+1 |
N
Y
Y |
|
|
4B |
M17b - Setting fines for the ELV sector if an ELV is sold to illegal dismantlers and for dealers (and electronic platforms) dealing with dismantled (used) spare parts from non-authorised facilities.
M17b - 如果报废汽车出售给非法拆解商，以及处理来自非授权设施的拆解（二手）备件的经销商（和电子平台），则对报废汽车行业设置罚款。
M19b - Clearer definition of ELVs to ensure that there is a better distinction between used vehicles and ELVs (binding CG9)
M19b - 对 ELV 进行更清晰的定义，以确保二手车和 ELV 之间有更好的区分（绑定 CG9）
M20 - Improving the information contained in national vehicle registries and making them interoperable
M20 - 改进国家车辆登记中包含的信息并使其具有互操作性 |
+3
EIF 增强型IF
+5 |
Y
Y
Y |
|
|
4C |
M19c - Provide or making available information on vehicle identification and roadworthiness to customs authorities (VIN)
M19c - 向海关当局提供或提供有关车辆识别和适航性的信息 (VIN)
M21 - Export requirements for used vehicles linked to roadworthiness
M21 - 与适航性相关的二手车出口要求 |
+4
+7 |
Y
Y |
|
|
4D |
Includes measures M17b,M18,M19a-c,M20,M21of PO4A, PO4B and PO4C (cumulative)
包括 PO4A、PO4B 和 PO4C 的措施 M17b、M18、M19a-c、M20、M21（累计） |
+3 |
Y |
|
Discarded PO4 废弃PO4 |
M43 - Establish a mandatory collection target of ELVs based on the reporting obligations on the national vehicle market
M43 - 根据全国汽车市场的报告义务，建立报废汽车的强制收集目标
M44 - Voluntary campaigns on export of ELVs incl. waste shipment correspondents’ guidelines No9 on distinction ELVs and second-hand vehicles
M44 - 出口报废汽车（包括汽车）的自愿运动废物运输通讯员指南第9号关于区分报废汽车和二手车
M45 – Establishing a central EU vehicle registration database
M45 – 建立欧盟中央车辆登记数据库
M46 - Exchange of Member States on the implementation of incentives supporting effectiveness of the Certificate of Destruction (CoD)
M46 - 成员国就实施支持销毁证书（CoD）有效性的激励措施进行交流
M47 - Support / software interfaces to international notification system
M47 - 国际通知系统的支持/软件接口
M47a – Setting threshold for age and emission for the export of all used vehicles from the EU to third countries
M47a – 设定从欧盟向第三国出口所有二手车的车龄和排放阈值 |
|
X
X
X
X
X
X |
|
PO5 –
EPR |
5A |
M22 - Requirement for the Member States to establish collective or individual EPR schemes, incl. monitoring compliance costs and minimum financial obligations
M22 - 要求成员国建立集体或个人 EPR 计划，包括。监控合规成本和最低财务义务
M23 - Reporting obligations for producers
M23 - 生产者的报告义务 |
+3
+3 |
Y
Y |
|
|
5B |
Includes measures M22, M23 of PO5A (cumulative)
包括 PO5A 的措施 M22、M23（累计）
M24 - Harmonised modulation of EPR fees
M24 - EPR 费用的统一调整
M25 - Transfer of the EPR fees/ guarantees (cross-border EPR)
M25 - EPR 费用/担保的转移（跨境 EPR） |
+5
+3 |
Y
Y |
|
|
5C |
Includes measures M22-M25 of PO5A and PO5B (cumulative)
包括 PO5A 和 PO5B 的措施 M22-M25（累计）
M26 – Setting up national deposit refund schemes
M26 – 建立国家存款返还计划
M27 - Harmonised GPP criteria (voluntary)
M27 - 协调 GPP 标准（自愿） |
+5
+5 |
N
N |
|
Discarded PO5 废弃PO5 |
M48 - Establishment of an EU wide EPR scheme
M48 - 建立欧盟范围内的 EPR 计划
M49 - European-wide deposit refund scheme supervised by a single European body
M49 - 由欧洲单一机构监管的全欧洲押金退款计划
M50 - Collection of vehicles at holder’s premises and abandoned vehicles free of charge for the last holder
M50 - 在持有人所在地收集车辆并为最后一个持有人免费收集废弃车辆 |
|
X
X
X |
|
PO6 –
Cover more vehicles 覆盖更多车辆 |
6A |
M28 - Provision of information to dismantlers and recyclers
M28 - 向拆解商和回收商提供信息 |
+5 |
Y |
|
|
6B |
Includes measure M28 of PO6A (cumulative)
包括 PO6A 的 M28 措施（累计）
M30a - Mandatory treatment of end-of-life L3e-L7e-category vehicles, lorries (N2,N3) and buses (M2,M3) and trailers (O) at ATFs + CoD
M30a - 在 ATF + CoD 强制处理报废 L3e-L7e 类车辆、卡车 (N2、N3) 和公共汽车 (M2、M3) 以及拖车 (O)
M30b - Export requirements for used vehicles linked to roadworthiness for lorries (N2,N3) and buses (M2,M3) and trailers (O)
M30b - 与卡车（N2、N3）、公共汽车（M2、M3）和拖车（O）适航性相关的二手车出口要求
M31b - Minimum EPR requirements for end-of-life L3e-L7e category, lorries (N2,N3) and buses (M2,M3) and trailers (O)
M31b - 报废 L3e-L7e 类别、卡车 (N2、N3) 和公共汽车 (M2、M3) 以及拖车 (O) 的最低 EPR 要求
M32 - Review clause on the regulatory extension of 3RTA scope to new vehicles
M32 - 关于将 3RTA 范围扩大到新车的监管条款的审查条款 |
+5
+5
+5
+8 |
Y
Y
Y
Y |
|
|
6C |
Includes measures M28,M30a-b,M31b of PO6A and PO6B (cumulative)
包括 PO6A 和 PO6B 的措施 M28、M30a-b、M31b（累计）
M31c - Full application of EPR and advanced economic incentives
M31c - 充分应用 EPR 和先进的经济激励措施
M33 - Full scope application of the new 3RTA and end-of-life treatment requirements to additional vehicle categories
M33 - 新 3RTA 和报废处理要求全面适用于其他车辆类别 |
>7
>7 |
N
N |
|
Discarded PO6 废弃的PO6 |
M51 - Extension of new requirements to special purpose, multistage vehicles and vehicles produced in small series
M51 - 将新要求扩展到特殊用途、多级车辆和小批量生产的车辆
M52 - A full regulatory 3RTA scope extension to all vehicle categories
M52 - 全面监管 3RTA 范围扩展到所有车辆类别 |
|
X
X |
* Entry-into-force of the Regulation; Pref. is preferred option, see Section 8.1
* 该条例生效；首选。是首选选项，请参阅第 8.1 节
** Included in the preferred option, Y = YES, N = NO, See Section 8.1, X = Discarded, See Section 5.3
** 包含在首选选项中，Y = 是，N = 否，请参阅第 8.1 节，X = 已丢弃，请参阅第 5.3 节
5.2.1Policy Options 1A, 1B and 1C (related to specific objective 1 ‘design circular’)
政策选择 1 A、1B 和 1C （与具体目标 1“设计通告”相关）
PO1A, PO1B and PO1C are designed to meet the specific objective 1 ‘Design Circular’, with an increasing level of ambition. These options are cumulative (i.e., PO1B = PO1A + additional measures; PO1C = PO1B + additional measures).
PO1A 、 PO1B和PO1C旨在满足特定目标 1 “设计通告” ， 随着野心的增加。这些选项是累积的（即，PO1B = PO1A + 附加措施；PO1C = PO1B + 附加措施）。
“PO1A - Better compliance verification” includes first the adaptation of 3R type-approval process to the new Framework Regulation on type approval and market surveillance , including the possibility to perform conformity of production and market surveillance tests. It includes the possibility to recall vehicles, withdraw type-approval certificates and sanction manufacturers in case of non-compliance (M1). It includes an empowerment for the Commission, within 3 years, to review the calculation methodology on how vehicles manufacturers should demonstrate compliance with their obligations on recyclability and re-usability of new vehicles. This could be done through supporting a change to the current ISO standard on this point, or through the development of standards at EU level, and would be preceded by an impact assessment. (M2). PO1A also requires manufacturers to provide treatment operators and consumers, through existing platforms, with detailed and user-friendly repair, reuse and safe dismantling instructions (M3) and the location of the parts/components in their vehicles containing CRMs . See Annex 7.2.1 for more details.
“ PO1A -更好的合规性验证” 首先包括根据新框架法规调整 3R型式审批流程 关于型式批准和市场监督 ，包括进行生产合规性和市场监督测试的可能性。它包括召回车辆、撤销型式批准证书和制裁制造商的可能性。 不合规情况(M1) 。 它包括一个n 委员会的授权， 3年内， 审查 关于车辆制造商应如何证明其遵守新车可回收性和可重复使用性义务的计算方法。这可以 可以通过支持对这一点上的现行 ISO标准进行更改，或通过在欧盟层面制定标准来完成，并且在此之前进行影响评估。 （M2） 。 PO1A 还要求制造商通过现有平台向处理运营商和消费者提供详细且用户友好的维修、再利用和安全拆卸说明 (M3) 以及包含 CRM 的车辆中零件/组件的位置 。 更多详情请参见附件 7.2.1。
“PO1B – Circularity strategy” contains the measures in PO1A, with additional requirements for vehicle manufacturers to develop a specific circularity strategy for each new vehicle which is type-approved (“type-specific strategy”). The strategy would foster cooperation between vehicle manufacturers and actors in the dismantling and recycling sectors. The objective of this “type-specific strategy” would be for vehicle manufacturers to demonstrate how they will follow-up on their obligations to ensure that the requirements on re-usability, recyclability and recoverability for this vehicle are met, with a particular focus on materials such as CRMs, for which no recycling technology is currently available at commercial scale or that need to be removed prior to shredding. The findings from the strategy should be used to inform the recycling/dismantling sector, as well as by the vehicle manufacturer to improve the circular design of future vehicles. This strategy should contain a nontechnical summary which should be publicly available. To provide transparency and allow for monitoring of the progress made by the sector toward circularity, the Commission will establish regular reports on circularity in the automotive sector, drawing notably from these strategies (M6). In addition to these measures, PO1B includes provisions on design for dismantling and recycling, especially a requirement that batteries, electric drive motors from EVs and other CRM-containing parts/components are designed in such a way that professional dismantlers can remove them safely without excessive costs (M7). This also includes an empowerment for the Commission to develop standards or specific requirements on the design for dismantling and recycling of selected parts or components from vehicles, especially those made of plastics or containing CRMs, to be adopted within 6 years after the adoption of the new legislation. Additionally, vehicle manufacturers are requested to provide evidence of the share of recycled content (plastics and steel, but also aluminium and copper) used in each vehicle type as relevant and necessary for the attainment of the objectives of the future legislation (M4b). Finally, PO1B clarifies that all new restrictions of substances in vehicles, due to reasons related primarily to their chemical safety, will be carried out under REACH or, for the specific case of substances in batteries used in vehicles, under the new Batteries Regulation . It addresses the call to ensure a legal coherence, as highlighted in F4F opinion . Under this policy option the existing restrictions on lead, mercury, hexavalent chromium and cadmium in vehicles, as well as their specific exceptions in Annex II, remain with enhanced provisions under the new ELV Regulation with a planned reassessment, at 8 years, of their potential full take-up by REACH (M5). See Annex 7.2.1 for more details.
“ PO1B – 循环战略”包含PO1A中的措施，并附加了以下要求： 汽车制造商为每辆经过类型批准的新车制定特定的循环策略（“特定类型策略” ） 。 这 该战略将促进汽车制造商与拆解和回收行业参与者之间的合作。这样做的目的是 “特定类型策略”将让汽车制造商展示他们将如何履行其义务，以确保满足该车辆的可重复使用性、可回收性和可回收性要求，特别关注诸如CRM等材料。 , 目前还没有商业规模的回收技术，或者需要在粉碎前去除。 该战略的调查结果 应用于通知回收/拆解部门以及车辆制造商以改进未来车辆的循环设计。该策略应包含应公开的非技术性摘要。 为了提高透明度并监督该行业在循环方面取得的进展，委员会将根据这些战略制定关于汽车行业循环的定期报告。 （M6） 。 除了这些措施外， PO1B还包括有关拆解和回收设计的规定，特别是要求电动汽车的电池、电动驱动电机和其他含有CRM的零部件的设计方式应使专业拆解人员能够安全地拆卸它们，而无需过度使用。成本（M7）。 这还包括一个n 赋权 委员会制定有关车辆选定零部件（尤其是塑料制成或含有 CRM 的零部件）拆卸和回收设计的标准或具体要求，并在新立法通过后6年内采用。此外， 要求车辆制造商提供证据 回收内容的比例 （塑料和钢，还有铝和铜）用于每种车辆类型 对于实现未来立法的目标是相关且必要的 (M 4 b) 。 最后， PO1B 澄清了所有新的车辆物质限制，由于主要与其化学安全相关的原因， 将根据 REACH 进行 或者，对于车辆使用的电池中的物质的具体情况，根据新的电池法规 。它响应了确保法律合法化的号召 连贯性，如F4F 中强调的 意见 . 根据这一政策选择，现有对车辆中铅、汞、六价铬和镉的限制以及附件二中的具体例外情况，仍保留在新的EL V法规下的增强条款中，并计划在 8年内进行重新评估， REACH (M5)可能全面采用它们。更多详情请参见附件 7.2.1。
PO1C: Circularity Vehicle Passport for circular vehicles: PO1C builds on PO1B and includes in addition the requirement that each vehicle needs to be accompanied by a digital Circularity Vehicle Passport (M8), containing information provided by the manufacturer on the composition of vehicles and its components, relevant for repair, maintenance, dismantling, re-use, remanufacturing and recycling as a single entry for consumers and treatment operators. This development responds to the suggestion of the F4F opinion and is fully consistent with the corresponding provisions that are included in the proposal for Battery Regulation (battery passport) , the ESPR proposal (product passport ) and the proposal for the Euro 7 standard (Environmental Vehicle Passport ). As part of the digital information, recycled content levels for all should be declared allowing for verification of manufacturer’s claims (M4c) to monitor actual decarbonisation results as explained in 5.2.2 and Annex 7.2.2 in more detail. The Commission would be tasked to develop the technical features of this passport within 7 years from entry into force of the new legislation, ensuring further consistency with other similar initiatives under development in the ESPR framework and the Euro7 regulation. See Annex 7.2.1 for more details.
PO1C: 循环车 圆形车辆护照： PO1C 建立在PO1B之上并且 另外还包括每辆车都需要附有数字循环车辆护照的要求 (M8) ，包含ing 制造商提供的有关车辆及其部件的成分的信息，与维修、保养、拆卸、再使用、再制造相关 并将回收作为消费者和处理运营商的单一条目。 这一发展 响应F4F意见的建议，与电池法规提案（电池护照） 、 ESPR提案（产品护照 ）和欧7标准提案（环保车辆）中的相应条款完全一致 护照 ） 。 作为数字信息的一部分， 应声明所有的回收含量水平，以便验证制造商的声明（M 4c ），以监测实际的脱碳结果，如 5.2.2 和附件 7.2.2 中更详细地解释的那样。该委员会的任务是在新立法生效后7年内开发该护照的技术特征，确保与 ESPR 框架和 Euro7 法规中正在制定的其他类似举措进一步保持一致。更多详情请参见附件 7.2.1。
5.2.2Policy Options 2A, 2B and 2C (related to specific objective 2 ‘use recycled content’)
政策选项2 A 、2B 和 2C（与具体目标 2“使用回收材料”相关）
PO2A, PO2B and PO2C target the specific objective 2 ‘use recycled content’, with an increasing level of ambition. These options are alternative and not cumulative.
PO2A 、 PO2B和PO2C以具体目标 2 “使用回收材料”为目标，并且雄心勃勃。这些选项是替代性的，而不是累积性的。
In view of the low recycling and recycled rates of plastics from ELVs, these options would have a focus on recycled content for plastics, but also address recycled content for metals (steel, aluminium, CRMs). Only recyclates from post-consumer waste would be eligible to be accounted for the targets presented below. Increasing pre-consumer (or post-industrial) recycled content does not contribute as much to decarbonisation and scrap quality improvement as post-consumer recycled content. Due to lower costs and higher quality of pre-consumer content, the likelihood it is recycled is much higher than for post-consumer and basically part of the baseline as manufacturers are increasingly incorporating more. The proposed targets would only apply to new M1 and N1 vehicle types entering the EU market and excluding L3e-L7e category vehicles, lorries, buses and trailers not covered by the current ELV Directive. A specific methodology for the calculation and verification of recycled content for plastics would also be established, similar to what is implemented or in development in other legislative proposals . This is especially relevant to distinguish the differences in average carbon footprint of post- versus pre-consumer waste and to establish a harmonised and consistent mass-balance approach for fair accounting of recycled content volumes. In the case of plastics, this is required to address future developments in chemical recycling . This does not jeopardise setting a target level as it incentivises mechanical treatment first. With chemical recycling maturing, there is possibly upwards potential in the future when chemical recycling is more mature to deal more polluted and mechanically difficult to recycle plastics as specified in the JRC study. See Annex 7.2.1 for more details.
鉴于 ELV 中塑料的回收率和回收率较低，这些选项将重点关注塑料的回收成分，但也涉及金属（钢、铝、CRM ）的回收成分。只有消费后废物的回收物才有资格计入下文提出的目标。 增加前消费（或后工业） 回收材料对脱碳和废料质量改善的贡献不如消费后回收材料那么大。由于消费前内容的成本更低、质量更高， 它被回收的可能性比消费后的要高得多，并且基本上是基线的一部分，因为制造商越来越多地整合更多。拟议目标仅适用于进入欧盟市场的新 M1 和 N1 车辆类型 ，不包括当前 ELV 指令未涵盖的L3e-L7e类别车辆、卡车、公共汽车和拖车。 还将建立计算和验证塑料回收含量的具体方法，类似于其他立法提案中已实施或正在开发的方法 。这对于区分消费后废物与消费前废物的平均碳足迹的差异以及建立统一且一致的质量平衡方法以公平核算回收内容量尤其相关。就塑料而言，这是解决化学回收未来发展的需要 。这并不妨碍设定目标水平，因为它首先激励机械治疗。随着化学回收的成熟，当化学回收更加成熟来处理污染更严重且机械难以回收的塑料（如 JRC 研究中指定）时，未来可能具有上升潜力。更多详情请参见附件 7.2.1。
PO2A includes a requirement for recycled content targets for plastics in new vehicles of at least 6% of the overall plastics contained in the vehicle fleet by 2031, and 10% by 2035 (M9a) , of which 25% of recyclates originates from closed loop recycling from ELVs. PO2A includes an empowerment allowing the Commission to lay down a future target for recycled content for steel for newly type approved vehicles 3 years after entry into force of the Regulation, based on a dedicated feasibility study particularly focusing on the determining an appropriate target level. The study will investigate i) the current and forecasted availability of steel recycled from post-consumer sources of steel waste; ii) the current share of post-consumer waste in various steel semi-products and intermediates used in vehicles; iii) the potential uptake of post-consumer recycled steel by manufacturers in vehicles to be type-approved in the future; and iv) the relative demand of the automotive sector in comparison to the demand for post-consumer steel waste of other sectors. The necessary calculation and verification rules should be laid down at the same time. Actual targets would start to apply 7 years after entry into force of the Regulation (M10a). Under PO2A, no other mandatory recycled content targets for other materials would be set, but a mandatory declaration regarding the share of recycled materials embedded in new vehicle types at type-approval stage (see M4b for the declaration to this point).
PO2A要求新车的塑料回收含量目标到2031 年至少占车队塑料总量的6 % ，到 2035 年达到 10% (M9a) ，其中25%的回收物来自闭环 报废汽车回收。 PO2A包括n 赋权 允许委员会在该法规生效3年后，根据专门的 可行性研究特别注重确定适当的目标水平。 该研究将调查 i) 从消费后钢铁废料中回收钢铁的当前和预测的可用性； ii) 目前汽车用各种钢铁半成品和中间体中消费后废物的比例； iii) 制造商在未来进行型式认证的车辆中可能采用消费后再生钢； iv )汽车行业与其他行业消费后废钢需求相比的相对需求。 必要的计算和验证规则应同时制定。实际目标将在法规 (M10a) 生效7 年后开始适用。根据PO2A ，不会对其他材料设定其他强制性回收含量目标，但会在型式核准阶段对新车类型中嵌入的回收材料比例进行强制性声明（参见 M4b 中的声明）。
PO2B includes mandatory recycled content targets for plastics in newly type-approved vehicles of 25%, of which 25% from closed loop (M9b). This would represent an annual growth of 30% until 2031 compared to the average baseline in 2022 . The target for plastic would apply from 6 years after into force of the Regulation. PO2B would set a mandatory recycled content target for steel at 20% for newly type approved vehicles in the Regulation with the target to be achieved 7 years after entry into force. A review clause is foreseen in case supply and demand of steel is rapidly increasing or decreasing as material choices may be subject to change (M10b).
PO2B 包括 新型式核准车辆中塑料的强制性回收含量目标为 25 % ，其中 25%来自闭环( M9b ) 。这意味着到 203 1与 202 2 的平均基线相比，年增长率将达到30% 。塑料目标将从该法规生效 6 年后适用。 PO2B会设置 该法规对新型号核准车辆的钢材强制回收含量目标为 20%，该目标将在生效 7 年后实现。如果由于材料选择可能发生变化，钢材的供需迅速增加或减少，预计将出台一项审查条款 (M10b)。
PO2C includes mandatory recycled content targets for plastics in newly type-approved vehicles of 30% of recycled content of which 25% from closed loop (M9c). PO2C would further include a recycled content target for steel of 30% for newly type approved vehicles, including a 15% closed loop percentage (M10c). In addition, the Commission would be (i) tasked to assess the desirability, feasibility and impacts of setting out recycled content targets in new vehicles for other materials, especially aluminium alloys, copper and CRMs such as rare earth elements or magnesium (M11), and (ii), based on a feasibility study, empowered to set out recycled content targets for the materials in question. The study shall investigate both technical limitations in supply and demand similar to the feasibility study for steel and focus additionally at the wider economic viability, technical and scientific progress, including changes in the availability of recycling technologies concerning the type of materials recycled; their material specific recycling rates and investigate the risk of disproportionate negative impacts on the affordability of vehicles containing these other materials derived from post-consumer recycled content. This feasibility study is planned 3 years after entry into force.
PO2C 包括新型式核准车辆中塑料的强制性回收含量目标，即30% 的回收含量，其中 25% 来自闭环 (M9c) 。 PO2C将进一步包括钢铁的回收含量目标 3新型批准车辆为 0% ，包括 15% 闭环百分比 （M10 c ）。此外，委员会的任务是 (i)评估在新车中为其他材料制定回收含量目标的可取性、可行性和影响，特别是铝合金、铜和CRM ，例如稀土元素或镁(M11) ，以及 (ii) 根据可行性研究，有权制定相关材料的回收含量目标。 该研究应调查供应和需求方面的技术限制，类似于钢铁的可行性研究，并另外关注更广泛的经济可行性、技术和科学进步，包括与回收材料类型相关的回收技术可用性的变化；其材料的具体回收率，并调查对含有来自消费后回收成分的其他材料的车辆的承受能力造成不成比例的负面影响的风险。这项可行性研究计划在生效后三年进行。
5.2.3Policy Options 3A, 3B and 3C (related to specific objective 3 ‘treat better”)
政策选项3 A 、3B 和 3C（与具体目标 3“更好地对待”相关）
PO3A, PO3B and PO3C target the specific objective 3 ‘Treat better’, with increasing levels of ambition. These options are cumulative.
PO3A 、 PO3B和PO3C以具体目标 3 “更好地对待”为目标，目标水平不断提高。这些选项是累积的。
PO3A modernises the current provisions of the ELV Directive to improve clarity and enhance the quality of the treatment of waste. The first element is aligning the ELV Directive with the more recent and stricter definition of recycling used in other sectoral waste legislation (M12) which explicitly excludes backfilling . A clearer methodology for the calculation of recycling rates would also be established, similar to what is implemented or in development in EU law and ensuring that what is accounted as “recycled” only includes materials which are effectively recycled and not just collected for recycling. As a supporting element, a ban on the landfilling of the residues from shredding operations (“automotive shredder residue” or ASR) would be included (M16a) to ensure increased metal and plastics recovery and use of remaining non-inert materials for energy recovery. The option would also clarify the obligation (currently unclear in the ELV Directive) that some parts and components are to be removed prior to the shredding phase, as to facilitate high quality recycling or re-use (M13a). Finally, to support reuse and remanufacturing of spare parts, a definition of remanufacturing (including conditions for warranty) would be introduced in the new legislation, as well as clearer instructions for reporting on the level of re-use and remanufacturing from ELVs (M14a). All these measures follow the suggestions provided in the F4F opinion focussing on retrieving higher volume and quality of secondary materials from the automotive sector . See Annex 7.2.3 for more details.
PO3A对 ELV指令的现行规定进行了现代化改造，以提高清晰度并增强 废物处理的质量。 第一个要素是使 ELV 指令与其他部门废物立法( M12 )中使用的更新且更严格的回收定义保持一致，其中明确排除回填 。还将制定更明确的回收率计算方法，类似于欧盟法律中已实施或正在制定的方法，并确保被视为“回收”的材料仅包括有效回收的材料，而不仅仅是收集用于回收的材料。 作为支持因素，禁止填埋破碎作业的残留物。 （ “汽车粉碎机残留物”或 ASR ）将被包括在内（M16a） ，以确保增加金属和 塑料回收和利用 剩余的非惰性材料用于能量回收。 该选项还将 阐明 义务（目前ELV指令中尚不清楚） 那 一些 零部件 将在粉碎阶段之前去除，以促进高质量回收或再利用（M1 3 a ） 。 最后，为了支持备件的再利用和再制造，新立法中将引入再制造的定义（包括保修条件） ，以及关于再利用水平报告的更明确的说明 以及报废汽车再制造（ M14a ） 。所有这些措施都遵循F4F意见中提出的建议，重点是恢复 汽车行业二次材料的数量和质量更高 。 更多详情请参见附件 7.2.3。
PO3B: This Policy Option contains the measures in PO3A and, in addition, new enhanced measures to promote the re-use and recycling of relevant metals, plastics and certain CRMs. The list of parts/components to be removed prior to shredding (mentioned in P03A) would be extended with parts and components with high concentrations of valuable materials or CRMs (M13b) . A derogation to this removal requirement would apply if evidence can be provided by the dismantlers that the materials/parts/components will be separated with the same efficiency as manual dismantling/ semi-automated disassembly by post shredding technologies (PST). For monitoring purposes, Member States are to report on established and used capacities of PST plants. The option also foresees that incentives should be put in place to support the market for re-used and remanufactured parts, building on legislation and best practices in some Member States (M14b). To improve warranty conditions of used spare parts, information on their origin should be made mandatory as a condition for their sales (i.e., through the provision of the VIN number of the ELV the parts come from).
PO3B ：该政策选项包含以下措施 PO 3 A并且此外， 新的强化措施促进相关金属、塑料和某些CRM的再利用和回收。粉碎前要移除的零部件清单（ P03A中提到的）将扩展为含有高浓度有价值材料或 CRM的零部件 （ M13b ） ． 如果拆除者可以提供证据，则可以减损此拆除要求 通过后粉碎技术(PST) ，材料/零件/组件的分离效率与手动拆卸/半自动拆卸相同。 出于监测目的，成员国应报告 PST 工厂已建立和已使用的能力。该方案还预见到，应在一些成员国 ( M14b )的立法和最佳实践的基础上，采取激励措施来支持再利用和再制造零件的市场。为了改善二手备件的保修条件，应强制提供其原产地信息作为其销售条件（即，通过提供零件来源的 ELV 的 VIN 号码）。
To boost plastic recycling and ensure a sufficient supply of recyclates to meet the demand for recycled plastics in vehicles (see PO2), a specific plastic recycling target of 30% by 2031 would be established (M15b). To ensure improved quality of steel and aluminium scraps from ELVs, a ban on the mixing of ELV scraps with WEEE scraps (such as white goods and refrigerators) and packaging waste (such as aluminium cans) would be established for shredders (M16b), reducing (copper) impurities and improving traceability notably for the closed loop share of automotive plastics recycling . See Annex 7.2.3 for more details.
为了促进塑料回收并确保有足够的回收材料供应以满足车辆对再生塑料的需求（见 PO2） ， 具体塑料回收目标 到2031 年将达到30% （ M15b）。为确保提高报废汽车中的钢和铝废料的质量，禁止将报废汽车废料与WEEE废料（例如白 商品和冰箱） 包装废物（如铝罐）将设立粉碎机 ( M16b) ，减少 （铜）杂质和 改善 可追溯性，尤其是汽车塑料回收闭环份额 。 更多详情请参见附件 7.2.3。
PO3C contains the measures in PO3B and, in addition, specifically targets higher quality of recycling for specific materials. Additional components and novel lightweight materials would be added to the list of parts/components to be removed prior to shredding (M13c) . For glass, a material specific recycling target of 70% would be set, accompanied with quality criteria to ensure that only recyclates to container glass or equivalent quality are accounted towards the recycling target (M15c). The Commission would be required within 5 years to develop specific and additional requirements to improve the efficiency of post-shredder treatment (PST) operations by setting minimum quality standards (M16c). This may be needed in case novel sorting technologies for aluminium, magnesium or CRMs are insufficient. See Annex 7.2.3 for more details.
PO 3 C 包含PO3B中的措施 此外，还专门针对特定材料的更高质量的回收。额外的部件和新颖的轻质材料将被添加到要在粉碎( M13c ) 之前移除的零件/部件的列表中。 对于玻璃，将设定 70% 的特定材料回收目标，并附有质量标准，以确保仅回收容器玻璃或同等质量的材料才计入回收目标( M15c )。 委员会将被要求在 5 年内制定具体和额外的要求，通过设定最低质量标准 (M16c) 来提高粉碎机后处理 (PST) 操作的效率。如果铝、镁或 CRM的新型分选技术不够充分，则可能需要这样做。 更多详情请参见附件 7.2.3。
5.2.4Policy Options 4A, 4B, 4C and 4D (related to specific objective 4 ‘collect more’)
政策选项4 A 、4B 、 4C和 4D （与具体目标4 “收集更多”相关）
PO4A, PO4B and PO4C target the specific objective 4 ‘Collect more’, with different policy strategies and scope. PO4D is a cumulative combination of both the collection and export measures under PO4A, PO4B and PO4C. See Annex 7.2.4 for more details.
PO4A 、 PO4B和PO4C针对具体目标 4 “收集更多” ，具有不同的政策策略和范围。 PO4D是PO4A 、 PO4B和PO4C下征收和出口措施的累积组合。更多详情请参见附件 7.2.4。
PO4A focuses on enhanced reporting and enforcement of existing rules. Member States are required to keep better track of their national vehicle fleets and ELVs by mandatory annual reporting on the number vehicles registered, de-registered, treated as ELVs and shipped outside the Member State of registration (M17a) . To facilitate better traceability, a new obligation would be established for dismantlers to issue a certificate of destruction (CoD) for each ELV treated and report it digitally to the competent authorities of their Member State, and for shredders to only accept ELVs with a corresponding CoD and then to notify final destruction to the same competent authorities (M18). This is in line with the suggestions from the F4F platform which stressed that the delivery and registration of CoD need to be improved . Member States are encouraged to exchange best practices on the use of incentives to achieve higher ELV collection numbers . To strengthen enforcement, there is a definition of minimum requirements for sector inspections and enforcement actions (M19a). Finally, reporting on sanctions applied by the Member States with respect to violations of the rules set out in the future legislation is added to the national reporting requirements (M17a).
PO 4 A 专注于 加强现有规则的报告和执行。成员国需要 通过强制年度报告注册、注销、作为 ELV 处理以及运往注册成员国之外的车辆数量，更好地跟踪其国家车队和 ELV （ M17a ） ．为了促进更好的可追溯性，将制定一项新义务 拆解商为每辆处理过的报废汽车颁发销毁证书（CoD），并以数字方式向其成员国的主管当局报告，粉碎商只接受具有相应 CoD的报废汽车，然后向同一主管当局通知最终销毁情况（ M18）。这与F4F平台的建议是一致的，F4F平台强调COD的交付和注册需要改进 。 鼓励成员国交流利用激励措施的最佳实践，以实现更高的报废汽车收集数量 。为了加强执法，定义了部门检查和执法行动的最低要求（ M19a ） 。最后，国家报告要求（ M17a）中增加了关于成员国针对违反未来立法中规定的规则而实施的制裁的报告。
PO4B provides new measures designed to improve exchange of information between Member States on missing vehicles and to foster harmonised enforcement. With regard to the exchange of information between Member States, PO4B consists in provisions to ensure that Member States (i) provide additional information in their national vehicles registers on elements which are necessary to track de-registered vehicles and ELVs and (ii) provide access through digital means to their national registers to all other Member State competent authorities to improve traceability (M20) . This would allow for better control of the vehicle status and strengthen the ability of enforcement authorities to carry out more stringent checks on compliance, as stressed in the F4F opinion . These provisions could be added either in Directive 1999/37/EC on the registration documents for vehicles or in the new legislation on 3R type-approval and ELV. For the export of vehicles, the definition of ELVs will be clarified by introducing mandatory criteria which will make it easier to distinguish waste vehicles from used vehicles (M19b) and hence avoid that ELVs are exported as used vehicles. It corresponds with the suggestion of the F4F opinion, acknowledging the illegal export of vehicles outside of the EU being one of the major issues with regard to the implementation of the ELV Directive . Finally, Member States would be required to establish appropriate sanctions for breaches of the legislation, in case of selling ELVs to illegal dismantlers, illegal export, illegal sales of used spare parts (M17b).
PO 4 B 提供 旨在改善会员国之间信息交流的新措施 查明失踪车辆并促进统一执法。关于成员国之间的信息交换，PO4B 的规定确保成员国(i)在其国家车辆登记册中提供额外信息 跟踪注销车辆和 ELV 所需的要素以及 (ii)通过数字方式向所有其他成员国主管当局提供对其国家登记册的访问，以提高可追溯性 (M20) 。正如 F4F 意见所强调的那样，这将有助于更好地控制车辆状态，并增强执法机构对合规性进行更严格检查的能力。 这些规定可以添加到有关车辆登记文件的指令 1999/37/EC 中，也可以添加到有关3R型式认证和ELV 的新立法中。对于车辆出口，将通过引入强制性标准来澄清报废汽车的定义，这将更容易区分废旧车辆和二手车（M19b） 从而避免报废汽车作为二手车出口。符合F4F的建议 意见，承认 向欧盟以外非法出口车辆是实施 ELV 的主要问题之一 指令 。 最后，成员国需要建立 对违反法律的行为给予适当的制裁， 向非法拆解商出售报废汽车、非法出口、非法销售旧零部件的情况（M17b ） 。
PO4C: Under this option, new provisions would be established with regard to the export of used vehicles outside the EU. First, exporters would be required to make available to customs the vehicle identification number (VIN)and the information on the validity of the roadworthiness status of used vehicles (M19c). Secondly, only those used vehicles which are verified to be roadworthy would be authorised to be exported to non-EU countries. In addition, the future legislation would foresee development of a complementary control mechanism to check how the EU vehicles comply with the rules on imports of used vehicles imposed by third countries regarding the environment and road safety. (M21).
PO 4 C ：在此选项下， 将制定有关二手车出口的新规定 欧盟以外。首先，出口商需要提供 向海关提供车辆识别码(VIN)和有关适航状态有效性的信息 二手车（M19c）。其次，只有那些经过验证适合上路的二手车 将被授权出口到非欧盟国家。此外，未来的立法将预见制定补充控制机制，以检查欧盟车辆如何遵守第三国关于环境和道路安全的二手车进口规则。 （M21）。
PO4D: Under this option, all measures (M17 to M21, see Table 1) from PO4A, PO4B and PO4C are combined to most effectively achieve the objective ‘Collect more’. The combination thus includes incentives and / or penalties to make use of CoDs, improvement of registration and deregistration procedures, better statistics / monitoring on vehicle stock and import / export and the fight against illegal export of ELVs and environment, health and safety problems in the receiving countries.
PO4D：在此选项下， PO4A、PO4B 和 PO4C 的所有措施（M17 至 M21，参见表 1）相结合，以最有效地实现“收集更多”的目标。因此，该组合包括对使用 CoD 的激励和/或处罚、改进登记和注销程序、更好地统计/监测车辆库存和进出口以及打击报废汽车的非法出口以及环境、健康和安全问题。接收国。
5.2.5Policy Options 5A, 5B and 5C (related to specific objectives 1 to 4)
政策选项5 A 、5B 和 5C （与具体目标 1 至 4 相关）
PO5A, PO5B and PO5C aim at establishing economic incentives and organisational arrangements contributing to meeting the first four specific objectives of the initiative to ensure proper implementation. They are cumulative.
PO5A、PO5B 和 PO5C 旨在建立经济激励和组织安排，有助于实现该倡议的前四个具体目标，以确保正确实施。它们是累积的。
PO5A requires Member States to establish specific Extended Producer Responsibility (EPR) schemes for vehicles , aligned with the minimum requirements applicable to other sectoral waste streams, as specified in the Waste Framework Directive . This means that Member States would require vehicles manufacturers to bear financial and organisational responsibility for the management of the waste stage of the vehicle life cycle, including sorting and treatment operations, in addition to cost coverage which is already part of the requirements of the current ELV Directive. The F4F opinion particularly recommended to focus on proper implementation of polluter pays principle through addressing the mandatory treatment operations that are not economically viable . Member States would have to establish such schemes, or extend the scope of existing ones, to ensure that vehicle manufacturers provide for advanced measures to guarantee that legal requirements for collection and treatment of ELVs are achieved (M22). When it comes to collection of ELVs, this would include digitalisation of reporting of ELVs collected and treated in ATFs and shredders, and dedicated awareness-raising campaigns designed to improving the collection of ELVs. When it comes to treatment, vehicle manufacturers will be made responsible for the costs related to the difference between revenues generated by the sale of parts/components/materials resulting from the dismantling/recycling processes and the costs linked to their mandatory dismantling and recycling and other treatment requirements that are net cost negative (M23). Producer responsibility may be organised collectively or individually, while setting uniform conditions for the modulation of the financial contributions to avoid distortion of the internal market and to limit administrative burden, where necessary. See Annex 7.2.5 for more details.
PO 5 A要求 成员国设立 特定的延伸生产者责任 车辆（EPR）计划，符合适用于以下车辆的最低要求 废物框架指令中指定的其他部门废物流。这意味着成员国将要求 车辆 制造商承担车辆生命周期废物阶段管理的财务和组织责任，包括分类和处理操作，以及成本覆盖，这已经是当前ELV指令要求的一部分。 F4F意见特别建议通过解决经济上不可行的强制处理行动，重点关注污染者付费原则的正确实施 。 成员国必须建立此类计划，或扩大现有计划的范围，以 确保车辆制造商提供先进的措施，以保证收集和处理的法律要求 达到了ELV （ M22 ） 。当谈到报废汽车的收集时，这将包括在 ATF 和碎纸机中收集和处理的报废汽车的数字化报告，以及旨在改进报废汽车收集的专门提高认识活动。 在处理方面，汽车制造商 将被追究责任 为了成本 与拆卸/回收过程产生的零部件/材料销售收入与强制拆卸和回收以及其他净成本为负的处理要求相关的成本之间的差异有关 （M23）。生产者责任可以集体或单独组织，同时设定 财政捐助调整的统一条件，以避免内部市场扭曲，并在必要时限制行政负担。更多详情请参见附件 7.2.5。
PO5B: Policy option 5B complements the obligation for Member States to establish EPR schemes for ELV with harmonised requirements designed to ensure a uniform and fair implementation across the EU single market. To avoid that Member States apply diverging methodologies relating to the responsibilities of the vehicle manufacturers, harmonised criteria for the modulation of fees to be paid by vehicle manufacturers would be set, based on circularity features, such as the weight of a vehicle, the dismantling time for key parts/components like batteries, the expected level of recyclability/re-usability, the share of materials preventing high-quality recycling process and the level of recycled content (for metal, plastics and CRM) (M24). These elements comply with the recommendations of the F4F recalling that including recyclability and durability criteria in vehicle design can facilitate dismantling and lift implementation burden from ATFs . Taking into account the large volume of used cars shipped within the EU and the need for fair cost allocation between economic actors in different Member States, specific requirements are put in place to make sure that vehicle manufacturers contribute to the costs of dismantling and recycling of vehicles which become ELVs in a Member State different from the Member State where it was first registered (“cross-border EPR”) (M25). See Annex 7.2.5 for more details.
PO 5 B ：政策选项5 B补充了成员国为ELV制定EPR 计划的义务，其统一要求旨在确保统一和公平的实施 整个欧盟单一市场。 为了避免成员国在车辆制造商的责任方面采用不同的方法，需要协调一致 将设定汽车制造商支付费用的调整标准， 基于 循环特征，例如车辆的重量、电池等关键零部件的拆卸时间、可回收性/可重复使用性的预期水平、阻碍高质量回收过程的材料比例 以及回收成分的水平 （适用于金属、塑料和CRM ） （ M24 ） 。 这些元素符合F4F的建议，即在车辆设计中纳入可回收性和耐用性标准可以促进拆卸并减轻 ATF 的实施负担。考虑到欧盟境内运输的大量二手车以及不同成员国经济参与者之间公平成本分配的需要，制定了具体要求以确保汽车制造商承担拆解和回收成本。在与首次注册的成员国不同的成员国成为ELV的车辆（“跨境 EPR ”） (M25)。更多详情请参见附件 7.2.5。
PO5C includes advanced economic incentives to increase the collection of ELVs and promote the market for vehicles manufactured in a circular manner. It gives the discretion for the Member States to establish “deposit return schemes” based on the common EU wide criteria, whereby a lump sum of money is given to the last owner of an ELV upon its delivery to an ATFs (M26). This measure reflects the suggestion of F4F platform . The second component of this option is the possibility to establish harmonised Green Public Procurement (GPP) criteria for the purchase of all vehicles, based on circularity criteria described for PO5B, and consistent with the Clean Vehicles Directive (M27). See Annex 7.2.5 for more details.
PO 5 C包括先进的经济激励措施，以增加收集 弱电车 促进汽车循环制造市场。它赋予成员国自由裁量权 “押金返还计划” 基于欧盟范围内的共同标准，即在将ELV交付给 ATF ( M26 )时，向最后一位 ELV所有者支付一笔款项。 这一举措体现了F4F平台的建议。 该选项的第二个组成部分是可能性 建立 协调的 绿色公共采购（GPP ） 购买所有车辆的标准， 基于PO 5B描述的循环标准，并符合清洁车辆指令 ( M27)。更多详情请参见附件 7.2.5。
5.2.6Policy Options 6A, 6B and 6C (related to specific objective 5 ‘cover more vehicles’)
政策选项6 A 、6B 和 6C（与具体目标5 “覆盖更多车辆”相关）
PO6A, PO6B and PO6C target the specific objective 6 ‘Cover more vehicles’ with an increasing level of ambition. These options are cumulative.
PO6A、PO6B 和 PO6C针对具体目标 6 “覆盖更多车辆” 不断增强的野心。这些选项是累积的。
PO6A includes a limited extension of the scope of the new legislation to additional categories of vehicles including L3e-L7e-category vehicles, buses (M2,M3), lorries (N2,N3) and trailers (O) . The manufacturers of these vehicles would be required to provide information to dismantlers and recyclers, through existing or new platforms, to facilitate depollution, dismantling and recycling of these vehicles (M28). This shall include at the minimum information on the location of substances of concern, of CRMs as well as instructions on dismantling. These requirements would not be applicable to special purpose vehicles, multistage and vehicles produced in small series. See Annex 7.2.6 for more details.
磷酸盐6A 包括有限的 范围的扩大 新立法涉及更多类别的车辆，包括 L3e-L7e类车辆、公共汽车（M2、M3） 、卡车 (N2，N3)和拖车(O) 。这些车辆的制造商将被要求通过现有或新的平台向拆解商和回收商提供信息， 便于去污、拆解和回收 这些车辆（ M28 ） 。这至少应包括有关受关注物质位置的信息， CRM 以及拆卸说明。这些要求不会 适用于专用车辆、多级车辆和小批量生产的车辆。 更多详情请参见附件 7.2.6。
PO6B consists of a broader extension of the scope of the new legislation. In addition to the requirements set out in PO6A, it includes a mandatory requirement that end-of-life L3e-L7e category vehicles (which includes motorcycles), lorries, buses and trailers are treated in an ATF, with their dismantling accompanied by a CoD similar to PO4A (M30a). To complement this measure and ensure traceability of used vehicles, used lorries and buses should be subject to similar requirements as for passenger cars with regard to export related requirements based on roadworthiness (M30b). Manufacturers of lorries and buses should also be requested to assume the responsibility for the collection and reporting obligations set for these vehicles (basic EPR scheme) (M31). Finally, a review clause for a phased-in future scope extension is included when more information is available (M32). See Annex 7.2.6 for more details.
PO6B包括新立法范围的更广泛扩展。除了 PO6A 中规定的要求外，它还包括一项强制性要求，即报废的 L3e-L7e 类车辆（包括摩托车）、卡车、公共汽车和拖车应在 ATF 中进行处理，并在拆解时附上 CoD类似于 PO4A (M30a)。为了补充这一措施并确保二手车的可追溯性，二手卡车和公共汽车应遵守与乘用车类似的基于道路适航性的出口相关要求（M30b）。还应要求卡车和公共汽车制造商承担为这些车辆规定的收集和报告义务的责任（基本 EPR 计划） （M31）。最后，当有更多信息可用时，将包括分阶段未来范围扩展的审查条款 (M32)。更多详情请参见附件 7.2.6。
PO6C: Policy sub-Option 6C includes a full scope extension, with all requirements for M1 and N1 vehicles equally applying to the additional vehicles categories as well in the medium term. This implies full application of the modernised 3R type approval procedure and requirements on reusability, recyclability and recoverability as specified in PO1A-C, the recycled content requirements of PO2A-C, the advanced waste treatment requirements of PO3A-C (M33) and finally, the establishment of EPR schemes, including compliance cost offsetting and the other minimum EPR requirements as under PO5A-C, for L3e-L7e category vehicles, lorries, buses and trailers (M34). See Annex 7.2.6 for more details.
PO6C：政策子选项 6C 包括全面范围扩展，M1 和 N1 车辆的所有要求在中期同样适用于其他车辆类别。这意味着 全面应用现代化的3R型式审批程序以及PO1A-C中规定的可重复使用性、可回收性和可回收性要求、PO2A-C的回收含量要求、PO3A-C（M33）的高级废物处理要求，并最终建立的 EPR 计划，包括针对 L3e-L7e 类别车辆、卡车、公共汽车和拖车 (M34) 的合规成本抵消和 PO5A-C 下的其他最低 EPR 要求。更多详情请参见附件 7.2.6。
5.3Measures discarded at an early stage
早期被放弃的措施
These measures were screened to identify those that should be retained for further analysis. Annex 7.3 provides a detailed list of individual discarded measures and the rationale behind their screening out from further consideration. A short summary of discarded measures per intervention area and the reasons for discarding are presented here:
对这些措施进行了筛选，以确定那些应保留以供进一步分析的措施。附件 7.3 提供了单个废弃措施的详细清单以及将其排除以供进一步考虑的理由。这里列出了每个干预区域废弃措施的简短摘要以及废弃的原因：
Design circular (specific objective 1): A range of voluntary measures, non-binding guidelines and pledges by manufacturers to increase circularity are discarded due to low effectiveness and higher results expected from the circularity strategy measure under PO1B. Setting obligatory due diligence requirements for materials used in vehicles is discarded as being covered under the Corporate Sustainability Due Diligence Directive (CSDD) . Setting overall carbon footprint requirements for the entire vehicle is not included, but this problem is addressed through direct measures in Policy Option 2. See Annex 7.3.1 for more details.
设计圆形 （具体目标1 ） ： 由于PO1B 下的循环战略措施的有效性低和预期结果较高，一系列自愿措施、非约束性指南和制造商提高循环性的承诺被放弃。对车辆所用材料设定强制性尽职调查要求已被企业可持续发展尽职调查指令 (CSDD) 所涵盖。不包括为整车设定总体碳足迹要求，但该问题通过政策选项 2中的直接措施得到解决。 更多详情请参见附件 7.3.1。
Use recycled content (specific objective 2): Setting levels of plastics recycled content above 30% in 2031 is discarded as they are not attainable without serious supply – demand misbalances and disproportionate costs. Setting at this point in time recycled content targets for glass, rubber, CRMs and other metals (such as copper and aluminium) is also discarded, in view of other measures under PO3. However, the possibility to set such targets at a later stage is foreseen in case market failures would not be sufficiently addressed (M11). See Annex 7.3.2 for more details.
使用回收材料（具体目标 2）：到 2031 年将塑料回收材料含量设定在 30%以上的水平将被放弃，因为如果没有严重的供需失衡和不成比例的成本，就无法实现这一目标。鉴于 PO3 下的其他措施，此时设定的玻璃、橡胶、CRM 和其他金属（如铜和铝）的回收含量目标也被放弃。然而，预计在稍后阶段设定此类目标的可能性，以防市场失灵问题得不到充分解决（M11）。更多详情请参见附件 7.3.2。
Treat better (specific objective 3): Setting material-specific recycling rates for steel, aluminium or copper was discarded since the recycling rates are already high (steel, aluminium) and the main concerns are related more to scrap qualities. Here, other measures such as mandatory removal of parts and improving sorting and waste treatment are more effective and indirectly improve copper recycling rates. The same counts for other materials like glass, plastics and specific components such as electronics. Setting recycling targets for CRM was also discarded at this stage, but recycling should be considerably enhanced through other measures, especially relating to the design of new vehicles (obligation to declare location and dismantling information for CRM), improved waste treatment (obligation to remove parts and components containing CRM to ensure their recovery) and EPR schemes (fee modulation taking into consideration amount of CRM and recycled CRM in new vehicles). See Annex 7.3.3 for more details.
更好地对待（具体目标 3）：设置针对钢、铝或铜的特定材料回收率已被放弃，因为回收率已经很高（钢、铝），而且主要问题更多地与废料质量相关。在这里，强制拆除零件、改进分类和废物处理等其他措施更为有效，并间接提高了铜的回收率。对于玻璃、塑料等其他材料和电子产品等特定部件来说，同样如此。为 CRM 设定回收目标也在此阶段被放弃，但应通过其他措施大大加强回收，特别是与新车设计（有义务申报 CRM 的位置和拆解信息）、改进废物处理（有义务拆除零件）以及含有 CRM 的组件以确保其回收）和 EPR 计划（费用调整考虑到新车中 CRM 和回收 CRM 的数量）。更多详情请参见附件 7.3.3。
Collect more (specific objective 4): A range of voluntary measures are discarded due to low expectations on their effectiveness, important feasibility challenges, subsidiarity reasons or legal obstacles, including the setting of an EU-wide Deposit Refund Scheme (DRS), which would require strict rules for registration and deregistration and be sensitive to fraud. Setting collection targets at Member State level is discarded as other measures are expected to be more directly effective. As an alternative to the requirement for the exporters to non-EU countries to provide the information on the roadworthiness status of the used vehicles, another measure was considered, according to which a maximum age of the vehicle or a minimum EU emission standard would be established for the export of all used vehicles from the EU to third countries. However, such regulatory approach was not followed, as it could have a disproportionate effect of banning all the export of used vehicles, in manner which would not allow to take into account the specific import requirements for the used vehicles, when these are officially applied by the import countries. Instead, it was decided to base the export of used vehicles on the requirement to have a valid ‘roadworthiness’ status in accordance with Directive 2014/45/EU. The assessment showed that this approach is the most effective as it allows to prove whether these vehicles comply with the EU stringent environmental and safety standards. Moreover, such approach would ensure that the vehicles which are exported with the aim to continue their service in third countries, are not of lower quality than those which are authorised to be on the EU public roads See Annex 7.3.4 for more details.
收集更多（具体目标 4）：由于对其有效性的期望较低、存在重要的可行性挑战、辅助性原因或法律障碍，一系列自愿措施被放弃，包括制定欧盟范围内的存款退款计划（DRS），该计划将要求严格的注册和注销规则，并对欺诈行为保持敏感。由于其他措施预计会更直接有效，因此放弃在成员国层面设定征收目标。作为要求非欧盟国家出口商提供二手车适航状况信息的替代方案，考虑了另一种措施，根据该措施制定车辆的最大车龄或欧盟最低排放标准用于将所有二手车从欧盟出口到第三国。然而，这种监管方法并未得到遵循，因为它可能会产生禁止所有二手车出口的不成比例的效果，而在正式实施这些要求时，将无法考虑二手车的具体进口要求。进口国家。相反，决定根据 2014/45/EU 指令的有效“适航性”状态要求来出口二手车。评估表明，这种方法是最有效的，因为它可以证明这些车辆是否符合欧盟严格的环境和安全标准。此外，这种方法将确保旨在继续在第三国使用的出口车辆的质量不低于授权在欧盟公共道路上行驶的车辆的质量，请参阅附件 7.3.4 了解更多详情。
Provide appropriate financial and organisational incentives (specific objectives 1-4): Mandatory collection of vehicles at holder’s premises and collection of abandoned vehicles free of charge are discarded as cost-ineffective and not stimulating vehicle owners to hand in vehicles at designated facilities. The option that vehicle manufacturers could set up EU-wide EPR schemes (rather than at national level) was discarded due to (i) subsidiarity constraints, as the organisation of the waste management systems, the relations between waste operators, the vehicle registers and the management of EPR schemes are currently operated at national level (ii) concerns that it would not be politically acceptable by Member States and (iii) lack of EU staff and funds available to set up the required EU instance to manage such a scheme. For more information see the description of this discarded measure M48 in Annex 7.3.5. However, vehicle manufacturers would still have the option to set up individual schemes within the national schemes put in place by Member States (M22). In addition, the Member States would need to make sure that the “cross-border” dimension of the problem (i.e. large number of vehicles dismantled in a Member State different from the one where they were put on the market for the first time) is properly addressed (M25). This would make it easier for vehicle manufacturers to develop an EU-wide approach for their extended responsibility, even when this is based on national EPR schemes. See Annex 7.3.5 for more details.
提供适当的财政和组织激励措施（具体目标 1-4）：放弃在持有人所在地强制收集车辆和免费收集废弃车辆的做法，因为这种做法不符合成本效益，而且不会刺激车主在指定设施交还车辆。由于 (i) 辅助性限制，车辆制造商可以建立欧盟范围内的 EPR 计划（而不是在国家层面）的选择被放弃，因为废物管理系统的组织、废物运营商、车辆登记册和EPR 计划的管理目前在国家层面进行（ii）担心成员国在政治上不可接受，以及（iii）缺乏欧盟工作人员和资金来建立管理此类计划所需的欧盟实例。欲了解更多信息，请参阅附件 7.3.5 中对这一废弃措施 M48 的描述。然而，汽车制造商仍然可以选择在成员国制定的国家计划内制定单独的计划（M22）。此外，成员国需要确保问题的“跨境”层面（即在一个成员国拆解的大量车辆与首次投放市场的车辆不同）正确解决（M25）。这将使汽车制造商更容易制定欧盟范围内的延伸责任方法，即使这是基于国家 EPR 计划。更多详情请参见附件 7.3.5。
Cover more vehicles (specific objective 5): Extension of the vehicle category scope to special purpose vehicles, multistage vehicles and vehicles produced in small series is discarded as, on the basis of available information the measure appears disproportionate. See Annex 7.3.6 for more details.
覆盖更多车辆（具体目标 5）：放弃将车辆类别范围扩大到专用车辆、多级车辆和小批量生产的车辆，因为根据现有信息，该措施似乎不相称。更多详情请参见附件 7.3.6。
6What are the impacts of the policy options?
政策选择有何影响？
6.1Methodological considerations
方法论考虑
The quantification of the impacts of the policy options relies on studies and quantitative models complemented with qualitative assessments for those cases where data is scarce. The information sources include in particular a study by Oeko-Institut which includes a custom-made impact assessment model for the purpose of this revision, a dedicated report by the JRC on recycled plastic in vehicles and a JRC study on CRMs in vehicles . Data on the number and types of vehicles placed on the market are the same as in the Euro 7 impact assessment, complemented by an assessment of the number of vehicles becoming waste, collected and exported annually . The model computes a variety of policy options individually and the effect of combinations of them for the preferred options proportional to the mass flows involved. Detailed information can be found in Annex 4. To improve robustness of the analysis, the estimated impacts and their underlying assumptions were presented in stakeholder workshops and verified by independent experts, the JRC and concerned stakeholders. In the following sections, the individual tables summarise the main environmental and economic impacts for each of the policy options. The impacts presented are for the year 2035 .
政策选择影响的量化依赖于研究和定量模型，并辅以针对数据稀缺情况的定性评估。这 信息来源尤其包括Oeko-Institut 的一项研究 其中包括为此修订目的定制的影响评估模型， JRC关于车辆中再生塑料的专门报告以及JRC关于车辆中 CRM 的研究 。投放市场的车辆数量和类型数据与 在 欧元 7 影响评估，并辅以对每年收集和出口的废弃车辆数量的评估 。该模型单独计算各种政策选项，以及它们的组合对与所涉及的质量流量成比例的首选选项的影响。详细信息见附件4。 为了提高分析的稳健性，在利益相关者研讨会上提出了估计的影响及其基本假设，并由独立专家、联合委员会和相关利益相关者进行了验证。 在以下各节中，各个表格总结了每种政策选择的主要环境和经济影响。所提出的影响是针对 2035 年的 。
For the environmental impacts, avoided greenhouse gas emissions and the amount of materials recovered (at higher quality compared to the baseline) are chosen as the main categories to summarise results. Some of the measures target an improvement in the quality of materials recycled from vehicles and not just an increase in quantity. These different recycling qualities have a financial significance which is captured in the calculation of revenues from recycled material as well environmental benefits which are quantified as far as possible. Data for other years, broken down per vehicle, are available in Annex 8.
对于环境影响，选择避免的温室气体排放和回收的材料量（与基线相比质量更高）作为总结结果的主要类别。其中一些措施的目标是提高车辆回收材料的质量，而不仅仅是增加数量。这些不同的回收质量具有财务意义，在计算回收材料的收入以及尽可能量化的环境效益时体现了这一点。其他年份的数据（按车辆细分）见附件 8。
For economic impacts and how stakeholders are affected, cost and revenue redistributions between operators are taken into account. The main ‘reallocation’ elements are the future value of plastic recyclates from the plastics recycled content, the value of cleaner steel scraps and the revenues derived from dismantled materials at ATFs. The reduced value of dismantled ‘hulks’ is accounted for by reduced payments of shredders to ATFs. Another significant effect relates to the value of vehicles not exported anymore. The impact assessment takes account the effect on prices of vehicles, as additional costs on vehicle manufacturers and other economic operators are ultimately passed on (partially or in full) to consumers.
对于经济影响以及利益相关者如何受到影响，需要考虑运营商之间的成本和收入再分配。主要的“重新分配”要素是来自塑料回收成分的塑料回收物的未来价值、更清洁的废钢的价值以及来自 ATF 拆解材料的收入。被拆除的“废船”价值的减少是由于破碎机向 ATF 支付的费用减少所致。另一个重大影响与不再出口的车辆的价值有关。影响评估考虑了对车辆价格的影响，因为车辆制造商和其他经济运营商的额外成本最终（部分或全部）转嫁给消费者。
In the tables below, when referring to monetary impacts, the minus (-) symbol is used when referring to a cost (a negative monetary impact) and a plus (+) in case of a revenue (a positive monetary impact). All values are presented as net present values. Economic data presented reflects how costs and revenues are expected to be allocated to various stakeholder, including underlying assumptions and sensitivities.
在下表中，当提及货币影响时，在提及成本（负面货币影响）时使用减号（-），在提及收入（正面货币影响）时使用加号（+）。所有值均以净现值形式呈现。提供的经济数据反映了成本和收入预计如何分配给各个利益相关者，包括基本假设和敏感性。
6.2Environmental impacts
环境影响
6.2.1Design circular: Improve reusability, recyclability and recoverability, 3R type-approval
设计循环：提高可重用性、可回收性和可回收性，3R 型式认证
The strength of the 3R type-approval approach is that a vehicle type cannot be placed on the EU market unless it complies with all type approval requirements. The actual benefits of measures to improve recyclability, reusability and recoverability of vehicles are of a mid- or long-term prevention nature when vehicles become waste many years later. It is therefore difficult to quantify the exact environmental benefits and values in the future. Nonetheless, the value of the measures can be compared qualitatively against the current baseline, since past vehicle design choices frequently hinder current recycling possibilities.
3R 型式核准方法的优势在于，除非符合所有型式核准要求，否则车辆类型不能投放欧盟市场。提高车辆的可回收性、可再利用性和可回收性措施的实际好处是在车辆多年后成为废物时具有中长期预防性质。因此，未来很难量化确切的环境效益和价值。尽管如此，这些措施的价值可以与当前基线进行定性比较，因为过去的车辆设计选择经常阻碍当前的回收可能性。
The general reusability and recyclability of vehicles placed on the market following the PO1A - improved 3R type-approval compliance verification requirements are expected to improve the level of reuse and recycling by about 5% in the long term. PO1B - Circularity Strategy (incl. PO1A measures) will have more immediate effect. The design for dismantling requirements and increased cooperation with recyclers will enhance recycling of increasing shares of lightweight, difficult-to-recycle materials in the medium-term. PO1C – Circularity Vehicle Passport (incl. PO1A and PO1B measures) ensures that necessary reuse and dismantling information to address existing information gaps to match supply and demand is delivered using digital technology. Reuse and recycling rates will increase further in the long term due to repairability requirements on the use of digital keys and interchangeable components. The additional mandatory declaration on the use of recycled content for all materials provides better substantiation of related claims to the consumer, supporting greener vehicle purchase decisions and providing an incentive for further decarbonisation achievements in the supply chains. For substance restrictions, the ‘transfer to REACH’ and the ‘hybrid approach’ will have effectively similar impacts given either ELV, under REACH or in a hybrid approach a comprehensive approach to restrict these substances is introduced. More detailed information can be found in Annex 8.1.1.
根据PO1A 改进的 3R 型式核准合规性验证要求，投放市场的车辆的一般可重复使用性和可回收性预计将在长期内将重复使用和回收水平提高约 5%。 PO1B - 循环战略（包括 PO1A 措施）将产生更直接的效果。拆解要求的设计以及与回收商加强合作将在中期内加强对越来越多的轻质、难以回收材料的回收。 PO1C – 循环车辆护照（包括 PO1A 和 PO1B 措施）确保使用数字技术提供必要的再利用和拆卸信息，以解决现有信息差距，从而匹配供需。由于对使用数字钥匙和可互换组件的可修复性要求，从长远来看，再利用和回收率将进一步提高。关于所有材料使用回收成分的附加强制性声明可以更好地向消费者证实相关主张，支持更环保的车辆购买决策，并激励供应链中进一步实现脱碳。对于物质限制，“向 REACH 的转移”和“混合方法”将产生实际上相似的影响，无论是在 REACH 下的 ELV 还是在混合方法中引入了限制这些物质的综合方法。更详细的信息请参见附件 8.1.1。
6.2.2Use recycled content: increase recycling and decarbonise production for selected materials
使用回收内容：增加回收和 选定材料的脱碳生产
PO2A – plastic recycled content targets of 10% in 2035 based on the fleet level create a final demand for recyclates in the automotive industry of 240 ktons in 2035 . PO2B – targets of 25% starting in 2031 for newly type-approved vehicles correspond to an additional demand of recyclates of 713 ktons for 2035. This should boost the recycling of plastics from ELVs, as this means that 53% of ELV plastics recyclates would have to be reintroduced in the automotive sector. PO2C – targets of 30% in 2035 correspond to a demand of recyclates of 872 ktons in 2035 . The target would represent an effective recycling rate of available ELV plastics of 64% which poses a supply – demand imbalance risk. The GHG savings linked to PO2B would be 314 ktons of CO2-eq, and 376 ktons of CO2-eq for PO2C.
PO2A – 塑料回收含量目标 到 2035 年，基于车队水平汽车行业对回收材料的最终需求将达到240 kt 133 。 PO2B – 2 5 %的目标 从2031 年开始，新获得型式认证的车辆相当于n 项额外的回收需求71 3 到2035 年，这将促进 ELV 塑料的回收，因为这意味着53 %的 ELV塑料回收物将不得不重新引入汽车行业。 PO2C – 2035 年30% 的目标相当于87.2万吨回收材料的需求 2035年 . 该目标将意味着现有ELV 塑料的有效回收率为64 % ，这会带来供需不平衡的风险。与PO2B相关的温室气体减排量为31.4万吨CO 2-eq ，并且 37.6万吨 CO 2-当量 PO2C 。
For steel, a recycled content target under PO2B and PO2C provide an additional push to integrate higher quality scrap into new vehicles, assuming such scrap becomes available, with roughly 585 ktons of GHG savings in comparison to the baseline for 2035 and 900 ktons towards 2040 for PO2B. Compared to PO2A, PO2B and PO2C would reduce the demand for natural gas, coal and iron ore and increase the demand for electricity by 2035 as displayed in Table 2. The summary of the main environmental impacts for the PO1 and PO2 affecting the design and production stages are visualised in Table 1. For more information see Annex 8.1.2.
对于钢铁而言， PO2B和PO2C下的回收含量目标进一步推动了将更高质量的废料整合到新车中（假设此类废料可用），与 2035 年的基准相比，可减少约 585 吨温室气体，到 2040 年可减少 900 吨温室气体。 PO2B 。与PO2A相比，到2035年，PO2B和PO2C将减少对天然气、煤炭和铁矿石的需求，增加对电力的需求，如表2所示。 PO1和PO2影响设计和生产的主要环境影响总结表 1 中显示了各个阶段。更多信息请参见附件 8.1.2。
Table 2 Environmental impacts of Recycled Content targets for plastics and steel, 2035
表 2 2035 年塑料和钢铁回收含量目标的环境影响
|
Environmental impacts 环境影响
(in 2035, annual compared to baseline)
（ 2035年，每年 c与基线相比） |
PO2 |
PO2A |
PO2B |
PO2C |
|
Vehicles placed on market (units)
投放市场的车辆 （单位） |
15,025,000 |
|
Recycled content plastics
再生塑料
(JRC study) （日本研究委员会研究） |
PO2 plastics
PO2塑料 |
10% in 'fleet' in 2035
2035 年“机队”占 10% |
25% of newly 新增25%
TA from 2030 2030年起的助教 |
30% of newly TA from 2030
2030 年新助教的 30% |
|
Design and production 设计与生产 |
Baseline 基线 |
(values in addition to baseline)
（除基线之外的值） |
|
Recycled content plastics (kton)
再生塑料 （千吨） |
123 |
+240 |
+713 |
+873 |
|
CO2 savings (kton CO2-eq., plastics RC)
二氧化碳减排量（kton CO2-eq.，塑料 RC） |
46 |
+90 |
+314 |
+376 |
|
Reduced decease incidence PM
减少 PM 死亡率 |
2 |
+4 |
+13 |
+16 |
|
Energy savings (GWh)
节能（吉瓦时） |
1,161 |
+2,264 |
+7,283 |
+8,740 |
|
BOE (million Barrel of Oil equivalent saved)
BOE （节省百万桶石油当量） |
1 |
+1.4 |
+4.5 |
+5.4 |
|
Contribution to the CPA targets
对 CPA 目标的贡献 |
1% |
3% |
8% |
9% |
|
Recycled content steel 再生钢含量 |
PO2 氧分压
steel 钢 |
PO2A |
PO2B |
PO2C |
|
Recycled content steel (kton)
再生钢含量 （千吨） |
1,515 |
0 |
+505 |
+1,212 |
|
CO2 savings (kton CO2-eq., steel RC)
二氧化碳减排量（kton CO2-eq.，钢 RC） |
1,754 |
0 |
+585 |
+1,404 |
|
Reduction in Electricity use (GWh)
减少用电量（GWh） |
-776 |
0 |
-259 |
-621 |
|
Natural gas savings (million m3)
节省天然气（百万立方米） |
45 |
0 |
+15 |
+36 |
|
Hydrogen savings (ton H2)
节省氢气（吨 H2） |
9,185 |
0 |
+3,062 |
+7,348 |
|
Coal savings (kton) 节约煤炭（千吨） |
500 |
0 |
+167 |
+400 |
|
Iron ore savings (kton) 节省铁矿石（千吨） |
1,808 |
0 |
+603 |
+1,446 |
6.2.3Treat better: Improve treatment quality and quantity
更好的治疗：提高治疗质量和数量
All three options under PO3 bring significant environmental benefits from higher quantities and qualities of recycling. For PO3A, the effect of better implementation of the current Annex I of the ELV Directive has a significant positive effect of about 1 million tons of materials recovered at higher quality, corresponding with 1.5 million tons of CO2 savings compared to the baseline. In order of magnitude of GHG savings, improved aluminium and steel recycling contributes the most, followed by the environmental benefits of improved plastics recycling . PO3B (incl. PO3A) and PO3C (incl. PO3B measures) bring even higher benefits. The increased separation of (cast) aluminium components provides significant gains for PO3B of around 3.7 million tons of CO2-eq saved, primarily due to reuse and corresponding aluminium production avoided. Initial assessment for the e-drive motors mandatory removal prior to shredding shows that circa 1 million ELV in 2030 and 5 million ELVs in 2040 will be affected by this provision , respectively, compared to baseline scenario. Copper recovery from e-drive motors would increase by 97% and would decrease contamination of secondary base metals, hence increasing quality. The mandatory removal and separate recycling of e-drive motors would also thrive the permanent magnet recycling value chain and generate new flows of CRMs for further recycling. It is estimated circa 4.2 kton of permanent magnets, including 1.5 kton of REEs, to be available in 2040 for high quality recycling from future EU ELVs. For PO3C, the advanced quality targets provide savings equivalent to 2.9 million tons of CO2-eq.
全部三个 PO3下的选项通过提高回收数量和质量带来显着的环境效益。对于PO3A来说，更好地执行现行ELV指令附件I的效果具有约100万的显着积极影响 以更高质量回收了数吨材料， 相当于150万吨CO 2 与基线相比的节省。按照温室气体减排量的大小，改进铝和钢的回收贡献最大，其次是环境效益。 改进塑料回收 。 PO3B （包括 PO3A）和PO3C （包括 PO3B 措施）带来更高的效益。 （铸）铝成分分离度的提高使PO3B显着提高，约为3。700万吨 CO 2 -当量 节省的主要原因是重复利用和避免了相应的铝生产。对粉碎前强制拆除电驱动电机的初步评估表明，与基准情景相比， 2030 年约 100 万辆报废汽车和 2040 年约 500 万辆报废汽车将分别受到这一规定的影响 。电力驱动电机的铜回收率将增加 97%，并减少二次贱金属的污染，从而提高质量。强制拆除和单独回收电力驱动电机也将繁荣永磁体回收价值链，并产生新的 CRM 流以供进一步回收。估计永磁体的重量约为4.2kt ，其中包括1.5kt 。 稀土元素， 将于 2040 年实现对未来欧盟 ELV 的高质量回收。 对于PO3C ，先进的质量目标可节省相当于290万吨CO 2当量的成本。
The update of the recycling, reuse and remanufacturing definitions proposed in the revision would exclude some recycling processes that yield very-low quality recyclates. A more consistent definition of recycling in particular provides an incentive for the improved recycling of plastics and glass contributing to 600 kton and 200 kton of annual GHG savings respectively. The results are excluding the effect of increased collection from PO4 but already includes the PO5 effect of EPR measures in the last column of Table 3. See Annex 8.1.3 for a detailed assessment per material and other years.
修订中提出的回收、再利用和再制造定义的更新将排除一些产生质量极低的回收品的回收过程。更加一致的回收定义尤其可以激励改善塑料和玻璃的回收，每年分别减少 600 吨和 200 吨温室气体排放。结果不包括 PO4 收集量增加的影响，但已包括表 3 最后一栏 EPR 措施对 PO5 的影响。有关每种材料和其他年份的详细评估，请参阅附件 8.1.3。
Table 3 Environmental impacts of improved treatment quantity and quality, 2035
表 3 改善处理数量和质量的环境影响，2035 年
|
Environmental impacts 环境影响
(in 2035, annual compared to baseline)
（ 2035年，年度与基线相比） |
PO3 |
PO3A |
PO3B |
PO3C |
Amplification (+ EPR)
扩增(+ EPR) |
|
ELVs treated EU (units, legal & illegal)
经欧盟处理的 ELV （单位，合法和非法） |
Baseline 基线 |
9,621,000 |
+2,107,000 |
|
Recycling stage (kton of material)
回收阶段 （材料千吨） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Steel (reused and recycled pre-shredder)
钢材（再利用和回收预破碎机） |
719 |
+812 |
+1,188 |
+1,457 |
+273 |
|
Aluminium (reused and recycled pre-shredder)
铝（再利用和回收预破碎机） |
133 |
+99 |
+365 |
+204 |
+84 |
|
Copper (reused and recycled pre-shredder)
铜（再利用和回收预破碎机） |
11 |
+27 |
+79 |
+54 |
+18 |
|
Glass (recycled pre-shredder, high quality)
玻璃（回收预破碎机，高品质） |
22 |
+4 |
+131 |
+131 |
+30 |
|
Plastics (reused and recycled pre-shredder)
塑料（再利用和回收预破碎机） |
84 |
0 |
+125 |
+138 |
+29 |
|
CRMs (permanent magnet materials)
CRM （永磁材料） |
|
+0.35 |
+0.35 |
+0.35 |
0 |
|
Improved quality (kton of material)
提高质量（千吨材料） |
161 |
+381 |
+1,217 |
+1,313 |
+280 |
|
Recycling stage - GHG savings (kton CO2-eq)
回收阶段- 温室气体减排(kton CO 2 -eq) |
Baseline 基线 |
(values in addition to baseline)
（除基线之外的值） |
|
Steel 钢 |
6,662 |
+597 |
+641 |
+672 |
+147 |
|
Aluminium 铝 |
14,270 |
+693 |
+1,994 |
+1,309 |
+459 |
|
Copper 铜 |
318 |
+69 |
+143 |
+76 |
+33 |
|
Glass 玻璃 |
13 |
+4 |
+126 |
+126 |
+29 |
|
Plastics recycling (allocated to PO3)
塑料回收（分配给PO3） |
929 |
0 |
+758 |
+661 |
+174 |
|
EEE (invertor only)
EEE （仅限逆变器） |
139 |
+15 |
+26 |
+36 |
+6 |
|
GHG savings (kton CO2-eq.)
温室气体减排 (千吨CO 2-当量) |
|
+1,378 |
+3,688 |
+2,880 |
+848 |
6.2.4Collect more: Improve collection quality and quantity
收集更多：提高收集质量和数量
Under policy options PO4A to PO4C, improved collection of ELVs increases the number vehicles treated at ATFs and reduces extra-EU exports, leading to more higher quality recycling the EU. The cumulative PO4D, which combines all measures from PO4A to PO4C, is the most effective as it generates synergies from this combination, which are higher than a simple addition. The resulting summary of environmental impacts shows significant additional material recovery and corresponding GHG savings. PO4B, with improved enforcement and harmonised national registers, significantly reduces the number of vehicles of unknown whereabouts and improves the quality of treatment at ATFs, resulting in 1.5 million tons of CO2-eq from recycling plus 0.1 million tons CO2-eq. from better recovery of air conditioning refrigerants. PO4C, which focusses on export regulatory measures, is expected to save up to 3.2 million tons of CO2-eq from recycling plus 0.2 million tons CO2-eq. from better recovery of air conditioning refrigerants. The CO2 savings take account of the fact that the CO2 emissions generated by the dismantling of old vehicles as waste in the EU and the production of new cars to replace them are offset by the reduction of CO2 emissions achieved when taking into consideration the emissions generated, during their use phase, by newly produced vehicles, compared to much older ones. The highest impacts are achieved with PO4D, a combination of all measures, with savings of 5.6 million tons of CO2-eq. In addition to GHG savings, eliminating the export of non-roadworthy used vehicles from the EU to third countries will decrease the external environmental and heath related costs associated with air pollution as well as with the informal dismantling of vehicles (linked for example to improper treatment of waste oil, tyres, refrigerants from air-conditioning systems and lead-acid batteries, which is a significant source of lead pollution in developing countries ) in the receiving countries. The measure is likely to lead to changes in the overall vehicle fleet imported in receiving countries: the replacement of old used vehicles with more modern ones would lead reduced air pollution and increase road safety. In addition, as the lifetime of modern vehicles is longer than the lifetime of old ones, there would less vehicles becoming waste in the recipient countries . This would therefore reduce the pollution caused by the unsound treatment of ELVs in the countries concerned .This will reduce the EU external pollution footprint and support the development of policies and actions supporting a more sustainable, safer and efficient transport system in these countries. More information is available in Annex 7.2.4 under M21.
根据政策选项PO4A至PO4C ，改善报废汽车的收集，增加了在 ATF 处理的车辆数量，并减少了欧盟以外的出口，从而导致欧盟的回收质量更高。累积PO4D结合了从PO4A到PO4C 的所有措施，是最有效的，因为它从组合中产生协同效应，高于简单相加。由此产生的环境影响摘要显示了显着的额外材料回收和相应的温室气体节省。 PO4B通过加强执法和统一国家登记册，显着减少了去向不明的车辆数量，并提高了 ATF 的处理质量，从而回收了 150 万吨 CO 2当量，另外还减少了 10 万吨 CO2 当量。更好地回收空调制冷剂。 PO4C侧重于出口监管措施，预计可通过回收节省高达320 万吨二氧化碳当量，再加上 20 万吨二氧化碳当量。更好地回收空调制冷剂。 二氧化碳减排量考虑到了以下事实：欧盟将旧车作为废物拆解并生产新车来替代所产生的二氧化碳排放量，可以通过考虑产生的排放量时所实现的二氧化碳排放量减少来抵消。在使用阶段，新生产的车辆与老旧车辆相比。 PO4D （综合所有措施）实现了最大的影响，减少了 560 万吨二氧化碳当量。 除了减少温室气体排放外，取消从欧盟向第三国出口不适合道路行驶的二手车也将减少温室气体排放。 与空气污染相关的外部环境和健康相关成本 以及车辆的非正式拆解（例如与废油、轮胎、空调系统制冷剂的不当处理和 铅酸电池是发展中国家铅污染的重要来源 ) 。该措施可能会导致接收国进口车辆总量发生变化：用更现代化的车辆替换旧旧车辆将减少空气污染并提高道路安全。此外，由于现代车辆的寿命比旧车辆的寿命长，受援国被废弃的车辆会减少 。 因此，这将减少相关国家因报废汽车处理不当而造成的污染 。这将减少欧盟的外部污染足迹，并支持制定政策和行动，支持这些国家建立更可持续、更安全和高效的运输系统。 更多信息请参阅 M21 下的附件 7.2.4。
Table 4 Environmental impacts of improved collection, 2035
表 4 改进收集的环境影响，2035 年
|
Environmental impacts 环境影响
(in 2035, annual compared to baseline)
（2035 年，年度与基线相比） |
PO4 |
PO4A |
PO4B |
PO4C |
PO4D |
Amplification 放大
(+EPR) |
|
Collection stage (units)
收集阶段（单位） |
Baseline 基线 |
(values in addition to baseline)
（除基线之外的值） |
|
ELVs treated in the EU (legal & illegal)
在欧盟处理的 ELV （合法和非法） |
9,620,640 |
+115,624 |
+501,037 |
+1,079,156 |
+1,721,511 |
+321,177 |
|
to ATFs and CoD (reported)
ATF 和 CoD （已报告） |
7,630,563 |
+218,401 |
+796,520 |
+1,374,639 |
+2,916,291 |
+385,413 |
|
treated in the EU (non-reported)
在欧盟接受治疗（未报告） |
1,990,077 |
-102,777 |
-295,483 |
-295,483 |
-1,194,780 |
-359,719 |
|
Export of used vehicles and ELVs
二手车和报废汽车出口 |
3,226,456 |
-115,624 |
-501,037 |
-1,079,156 |
-1,721,511 |
-385,413 |
|
Used vehicles + ELV export reduction
二手车+报废车出口减少 |
0.0% |
3.6% |
16% |
33% |
53% |
+12% |
|
Materials recovered (ktons)
回收材料（千吨） |
8,568 |
+103 |
+446 |
+961 |
+1,533 |
+284 |
|
Steel/ cast iron 钢/铸铁 |
7,084 |
+85 |
+369 |
+795 |
+1,268 |
+43 |
|
Aluminium 铝 |
1,074 |
+13 |
+56 |
+121 |
+192 |
+6 |
|
Copper/Brass 铜/黄铜 |
142 |
+2 |
+7 |
+16 |
+25 |
+11 |
|
Average Plastic 普通塑料 |
268 |
+3 |
+14 |
+30 |
+48 |
+1 |
|
Platinum 铂 |
30 |
+0 |
+2 |
+3 |
+5 |
+0.3 |
|
GHG savings recycling (kton CO2-eq.)
温室气体减排回收 （千吨CO 2 -当量） |
27,850 |
+353 |
+1,513 |
+3,222 |
+5,218 |
+1,132 |
|
GHG savings refrigerants (kton CO2-eq)
温室气体减排制冷剂（kton CO 2 -eq） |
969 |
+30 |
+113 |
+207 |
+408 |
+56 |
6.2.5Provide appropriate financial and organisational incentives to improve collection and waste treatment
提供适当的财政和组织激励措施，以改善废物收集和处理
The assessment of the EPR and economic incentives related measures, described in PO5A, PO5B (incl. PO5A) and PO5C (incl. PO5B), is based on their amplifying effect on the measures for recycling (under PO3A - PO3C) and on collection (under PO4A to PO4C), and previously displayed in the Tables 3 and 4. The amplifying effect of EPR on the compliance level for collection and recycling is calculated and shows an additional 12% reduction in export of non-roadworthy used vehicles and ELVs, or 385,000 fewer vehicles exported, plus an extra 320,000 units brought to ATFs in the EU at end of life. The combined effect is an additional 284 kton of materials and 1.1 million tons of CO2-eq, which includes 56 kton of equivalent CO2 savings from improved refrigerant recovery. More details are available in Annex 8.1.4 and 8.1.5.
PO5A 、 PO5B （包括 PO5A）和PO5C （包括 PO5B）中描述的 EPR 和经济激励相关措施的评估基于其对回收措施（ PO3A - PO3C ）和收集的放大效应 （在PO4A至PO4C下），之前显示在表 3 和表 4 中。计算了 EPR 对收集和回收合规水平的放大效应，并显示非道路二手车和 ELV 的出口额外减少了 12%，或减少 385,000 辆出口车辆，加上在使用寿命结束时向欧盟 ATF 额外输送 320,000 辆车辆。综合效果是额外减少 284 吨材料和 110 万吨 CO 2 -当量，其中包括通过改进制冷剂回收而节省 56 吨当量 CO 2 。更多详情请参见附件 8.1.4 和 8.1.5。
6.2.6Cover more vehicles: Extend the vehicle category scope
覆盖更多车辆：扩大车辆类别范围
The main indicator used to assess the environmental and economic impacts of PO6A, PO6B (incl. PO6A) and PO6C (incl. PO6A and PO6B measures) is the number of additional vehicles which would be treated in ATFs in the EU compared to the baseline, as well as the corresponding materials which would be recovered. For the environmental impact assessment, the GHG savings linked to such recovery is then calculated for L3e-L7e category vehicles, buses (M2, M3) and lorries (N2,N3), but not for trailers due to lack of information. For PO6C, the export reduction effect of a full EPR system (M31c) can be determined as well, however, the full scope extension to 3RTA, recycled content targets cannot be quantified (M33). On that basis, the assessment shows that the environmental benefits of PO6A are modest, as it would result in a limited number of additional lorries, buses and L3e-L7e category vehicles dismantled in ATFs compared to the baseline, and of the corresponding materials recycled or re-used. PO6B would provide higher environmental benefits, including 510 ktons (PO6B) and 660 ktons (PO6C) of material reused or recycled at higher quality. This corresponds with 1,1 million respectively 1.4 million tonnes of CO2eq as GHG savings. This is the result from:
用于评估PO6A 、 PO6B （包括 PO6A）和PO6C （包括 PO6A 和 PO6B 措施）的环境和经济影响的主要指标是与基准相比，在欧盟 ATF 中处理的额外车辆数量，以及将回收的相应材料。对于环境影响评估，计算 L3e-L7e 类车辆、公共汽车（M2、M3）和卡车（N2、N3）与此类回收相关的温室气体节省量，但由于缺乏信息，不计算拖车。对于PO6C来说，完整的 EPR 系统 (M31c) 的出口减少效果也可以确定，但是，3RTA 的全面扩展，回收含量目标无法量化 (M33)。在此基础上，评估表明PO6A的环境效益不大，因为与基线相比，它会导致 ATF 中拆除的额外卡车、公共汽车和 L3e-L7e 类车辆数量有限，以及回收或回收的相应材料的数量有限。重新使用。 PO6B将提供更高的环境效益，包括以更高质量重复使用或回收 510 吨 (PO6B) 和 660 吨 (PO6C) 材料。这相当于温室气体减排量分别为 110 万吨和 140 万吨 CO 2eq 。这是以下结果：
(I) （我）the obligation to treat all lorries, buses and L3e-L7e category vehicles in ATFs, which would reduce increase the number of vehicles treated by ATFs by 39% and reduce those treated by the informal sector in the EU under less environmentally efficient conditions (M30a). This measure would particularly affect L3e-L7e category vehicles;
有义务在 ATF 中处理所有卡车、公共汽车和L3e-L7e类别车辆，这将使ATF处理的车辆数量减少39% ，并减少欧盟非正规部门在环境效率较低的条件下处理的车辆数量（M 30a ) .这项措施将特别影响L3e-L7e类别车辆；
(II) （二）the new requirements on the export of used lorries and busses, which could lead to a drop in export in non-roadworthy vehicles of up to 19% and subsequent treatment of these vehicles in ATFs in the EU (M30b);
对二手卡车和公共汽车出口的新要求可能导致非道路车辆出口下降高达19 % 以及这些车辆在欧盟 ATF 中的后续处理 (M30b) ;
(III) （三）the basic requirements for manufacturers of lorries, buses and L3e-L7e category vehicles to facilitate collection and reporting on end-of-life vehicles (M31).
对卡车、公共汽车和L3e-L7e类车辆制造商的基本要求，以促进报废车辆的收集和报告(M31) 。
The environmental benefits of PO6C are expected to be larger than for PO6B, as PO6C would entail a much broader range of measures affecting the design, type-approval and treatment of lorries, buses and L3e-L7e category vehicles. However, there is insufficient information on parameters (for example on the feasibility to set up recyclability target under the type-approval framework, as well as an overall recycling target for the whole vehicle at end-of-life stage; on current rate and possible increase in the use of recycled materials; on the feasibility to require that a list of “difficult-to-recycle materials” are removed prior to shredding) which are key to calculate the environmental benefits of the measures under PO6C. It is therefore not possible to quantify the additional impacts of M33.
PO6C的环境效益预计将大于PO6B ，因为PO6C将需要采取更广泛的措施，影响卡车、公共汽车和 L3e-L7e 类车辆的设计、型式核准和处理。然而，有关参数的信息不足（例如，在型式核准框架下设定可回收性目标的可行性，以及报废阶段整车的总体回收目标；当前的回收率和可能的回收率）增加回收材料的使用；要求在粉碎之前去除“难以回收材料”清单的可行性），这是计算PO6C措施的环境效益的关键。因此，无法量化 M33 的额外影响。
Table 5 Environmental impacts of the scope extension, 2035
表 5 范围扩展的环境影响，2035 年
|
Environmental impacts 环境影响
(2035, compared to baseline)
（2035 年，与基线相比） |
PO6 |
PO6A |
PO6B |
PO6C* |
|
Scope extension (values in million units)
范围扩展（值以百万为单位） |
Baseline 基线 |
(values in addition to baseline)
（除基线之外的值） |
|
ELVs (L3e-L7e-category vehicles)
ELV （L3e-L7e 类车辆） |
1,624,242 |
|
|
|
|
ELVs (buses, M2,M3)
ELV （巴士、M2、M3） |
32,972 |
|
|
|
|
ELVs (lorries and trailers, N2,N3,O)
ELV （卡车和拖车、N2、N3、O） |
289,992 |
|
|
|
|
ELVs to ATFs (L3e-L7ecategory vehicles)
ELV 至 ATF （L3e-L7e 类别车辆） |
0 |
Not assessed 未评估 |
+487,273 |
+633,454 |
|
ELVs to ATFs (M2,M3)
ELV 至 ATF (M2,M3) |
21,762 |
|
+2,119 |
+2,754 |
|
ELVs to ATFs (N2,N3,O)
ELV 至 ATF (N2,N3,O) |
75,398 |
|
+35,408 |
+46,030 |
|
ELVs non-reported to ATFs (L3e-L7e)
未向 ATF 报告的 ELV (L3e-L7e) |
0 |
Not assessed 未评估 |
30% |
39% |
|
ELV+ used export reduction (M2,M3)
ELV+使用出口减少（M2、M3） |
11,211 |
|
19% |
25% |
|
ELV+ used export reduction (N2,N3,O)
ELV+使用出口减少量（N2、N3、O） |
214,594 |
|
17% |
21% |
|
Materials recovered (ktons of materials)
回收材料（千吨材料） |
(values in addition to baseline)
（除基线之外的值） |
|
Additional reuse (L3e-L7e, ktons)
额外再利用（L3e-L7e，ktons） |
301 |
Not assessed 未评估 |
|
|
|
Additional reuse (M2, M3, ktons)
额外再利用（M2、M3、千吨） |
104 |
|
+31 |
+40 |
|
Additional reuse (N2, N3,O, ktons)
额外再利用（N2、N3、O、ktons） |
553 |
|
+166 |
+216 |
|
Additional recycling (L3e-L7e, ktons)
额外回收（L3e-L7e，千吨） |
191 |
Not assessed 未评估 |
+57 |
+75 |
|
Additional recycling (M2, M3, ktons)
额外回收（M2、M3、千吨） |
127 |
|
+38 |
+49 |
|
Additional recycling (N2, N3,O, ktons)
额外回收（N2、N3、O、千吨） |
720 |
|
+216 |
+281 |
|
Total materials recovered (ktons)
回收材料总量（千吨） |
1,995 |
|
+508 |
+661 |
|
GHG savings (ktons of CO2eq.)
温室气体减排量（千吨二氧化碳当量） |
|
(values in addition to baseline)
（除基线之外的值） |
|
GHG savings (L3e-L7e, ktons CO2eq.)
温室气体减排量（L3e-L7e，千吨二氧化碳当量） |
2,639 |
Not assessed 未评估 |
+126 |
+164 |
|
GHG savings (M2, M3, ktons CO2eq.)
温室气体减排（M2、M3、千吨二氧化碳当量） |
1,235 |
|
+152 |
+178 |
|
GHG savings (N2, N3,O, ktons CO2eq.)
温室气体减排（N2、N3、O、千吨二氧化碳当量） |
2,055 |
|
+841 |
+1,094 |
|
Total GHG savings (ktons of CO2eq.)
温室气体减排总量（千吨二氧化碳当量） |
5,929 |
|
+1,120 |
+1,436 |
*Excluding impacts for the full scope extension of M33. Only impacts of measure M31c (EPR and collection) are assessed.
*不包括对 M33 全面扩展的影响。仅评估 M31c 措施（EPR 和收集）的影响。
6.3Economic impacts
经济影响
6.3.1Design circular: Improve reusability, recyclability and recoverability
设计通告：提高可重复使用性、可回收性和可回收性
The estimated operational costs for modernising the 3R type-approval framework of PO1A, excluding administrative costs, are rather limited and assessed qualitatively. The revisions to the 3R-type-approval calculation will make the process somewhat more complex for OEMs and type-approval authorities. Possible sanctions for non-compliance are not included in these estimates. The expected increase in the rate of reuse of certain components means suppliers of new replacement part see a loss of business, while ATFs and remanufacturers will see an increase. Vehicle owners shall benefit from increased supply of spare parts from improved digital marketplaces and less digital keys hampering repair. With a large number of different parts and values, these revenues are not quantified. The costs of improving recyclability of difficult-to-recycle materials and R&D related to the circularity strategies in PO1B (incl. PO1A) are not assessed in detail, but the envisaged cooperation between recyclers and manufacturers is an important improvement, frequently mentioned by a range of stakeholders. Costs for developing the digital Circularity Vehicle Passport are determined at 2 million EUR annually and thus relatively limited under PO1C (incl. PO1A and PO1B measures). It overlaps with existing and new digital platforms that manufacturers are further expanding. Thus, development costs are already assumed for the baseline. For substances, the ‘restriction under REACH and other existing legislation’ and the ‘hybrid approach’ will have overall similar impacts, with a slightly higher impact in terms of administrative burden given the need for automotive operators to familiarise with REACH and its restriction procedures. They hybrid approach is assessed to be that resulting in the highest ease of implementation. More information can be found in Annex 8.1.1. Administrative costs are presented in Section 6.4 and Annex 8.3.
PO1A 3R 型式认证框架现代化的估计运营成本（不包括管理成本）相当有限，并且是定性评估的。 3R 型式认证计算的修订将使 OEM 和型式认证机构的流程变得更加复杂。这些估计中不包括对违规行为可能实施的制裁。某些部件的重复使用率预计会增加，这意味着新更换部件的供应商会出现业务损失，而 ATF 和再制造商的业务将会增加。车主将受益于改善的数字市场增加的备件供应以及更少的阻碍维修的数字钥匙。由于有大量不同的零件和价值，这些收入 没有被量化。 PO1B （包括 PO1A）中提高难回收材料的可回收性以及与循环战略相关的研发成本并未详细评估，但回收商和制造商之间设想的合作是一项重要的改进，经常被一系列人提及的利益相关者。开发数字循环车辆护照的成本确定为每年 200 万欧元，因此在PO1C （包括 PO1A 和 PO1B 措施）下相对有限。 它与制造商进一步扩展的现有和新数字平台重叠。因此，开发成本已被假定为基线。 对于物质而言，“REACH 和其他现有立法的限制”和“混合方法”将产生总体相似的影响，但考虑到汽车运营商需要熟悉 REACH 及其限制程序，行政负担方面的影响略高。他们的混合方法被评估为最容易实施的方法。更多信息请参见附件 8.1.1。管理费用见第 6.4 节和附件 8.3。
6.3.2Use recycled content: increasing recycling and decarbonising production for selected materials
使用回收成分：增加选定材料的回收和脱碳生产
The costs and revenues for the plastics and steel recycled content targets are summarised in Table 6 . It is assumed the quality of produced recyclates comply with the technical specifications of manufacturers. This requires investments in recycling technology. The total sum of costs and revenues range approximately from 15 to 49 EUR/vehicle in 2035, depending on the sub-options as well as on expected new price setting of recyclates. Costs are relatively high in the short term as manufacturers and suppliers will adapt production, carry out the necessary R&D, testing and validation of the new blends and securing supply from recyclers. For the targets of PO2B and PO2C , in 2035, the measures would cost 740 respectively 1,170 million EUR but generate a net profit for recyclers of 600 respectively 70 million EUR at the same time thus providing an important incentive for secondary markets for raw materials.
表 6142 总结了塑料和钢铁回收含量目标的成本和收入假设 生产的回收物质量符合制造商的技术规格。这需要对回收技术进行投资。总计 到 2035 年，成本和收入总和约为每辆车15至49欧元，具体取决于子选项以及预期的回收材料新价格设定。成本 短期内相对较高，因为制造商和供应商将调整生产，对新混合物进行必要的研发、测试和验证，并确保回收商的供应。对于目标 PO2B PO2C ，到 2035 年，这些措施将花费740 分别为11.7亿欧元，但 分别为回收商带来600的净利润 同时达到7000万欧元，从而为原材料二级市场提供了重要的激励。
Table 6 Economic impacts of recycled content targets for plastics and steel, 2035
表 6 2035 年塑料和钢铁回收含量目标的经济影响
|
Economic impacts 经济影响
(in 2035, annual compared to baseline,
（2035 年，每年与基线相比，
excl. admin costs) 不包括。管理费用） |
PO1 |
PO1A |
PO1B |
PO1C |
|
Vehicles placed on market (units)
投放市场的车辆 （单位） |
Baseline 基线 |
15,025,000 |
|
Design stage 设计阶段 |
|
(values in addition to baseline)
（除基线之外的值） |
|
Operational costs 3RTA (qualitative)
运营成本 3RTA （定性） |
|
(-) |
(--) |
(--) |
|
Hazardous substance declaration (qualitative)
有害物质声明 （定性） |
|
(o) |
(o) |
(o) |
|
Production: Recycled content plastics
生产：再生塑料
(JRC study) （日本研究委员会研究） |
PO2 Plastics
PO2塑料 |
PO2A 磷酸二酯酶
(PoM
（ PoM
6-10%) 6-10% ） |
PO2B
(TA 2030 25%)
(技术援助 2030 25% ) |
PO2C
(TA 2030
( TA 2030
30%) 30% ） |
|
Recycled content plastics (kton)
回收塑料含量（千吨） |
95 |
+240 |
+713 |
+873 |
|
Manufacturer and supplier costs
制造商和供应商成本 |
0 |
-205 |
-392 |
-739 |
|
Recycler investments 回收商投资 |
-4 |
-20 |
-69 |
-83 |
|
Plastics (processing costs)
塑料（加工成本） |
-53 |
-101 |
-284 |
-349 |
|
Plastics (revenues recyclers)
塑料（收入回收商） |
112 |
+216 |
+602 |
+739 |
|
Production Recycled content steel
生产再生钢 |
PO2 氧分压
Steel 钢 |
PO2A |
PO2B (20% in 2035)
PO2B （2035 年为 20%） |
PO2C
(30% in 2035) （2035 年为 30%） |
|
Recycled content quality steel (kton)
回收含量优质钢材 （千吨） |
1,515 |
|
+505 |
+1,212 |
|
Shredder and sampling costs (HQ steel, M EUR)
粉碎机和取样成本（HQ 钢，M 欧元） |
|
|
-4 |
-10 |
|
Steel industry (cost HQ scrap, M EUR)
钢铁行业（总部废钢成本，百万欧元） |
|
|
-33 |
-80 |
|
Manufacturers (premium RC steel, M EUR)
制造商（优质 RC 钢，M 欧元） |
|
|
-33 |
-80 |
|
Shredders (revenues HQ scrap, M EUR)
碎纸机（总部废料收入，百万欧元） |
|
|
+33 |
+80 |
|
Steel industry (reduced processing costs, M EUR)
钢铁行业（降低加工成本，百万欧元） |
|
|
+33 |
+80 |
|
Total costs plastics + steel (all stakeholders)
塑料+钢铁的总成本（所有利益相关者） |
-58 |
-326 |
-816 |
-1,340 |
|
Total revenues plastics + steel (all stakeholders)
塑料+钢铁的总收入（所有利益相关者） |
112 |
+216 |
+668 |
+899 |
For the recycled content target for steel, the necessary shredder costs for improving ELV steel scrap sampling to ensure quality requirements are estimated at 4 million EUR for PO2B and 10 million EUR for PO2C. Further costs for improving quality of treatment, including a ban on mixed treatment and the removal obligations of components are allocated to PO3. On the costs side, the cost potential is estimated at 66 million EUR, assumed to be split between the steel industry and automotive manufacturers. These (avoided) costs do present an increasing purchasing price for steel producers, which could be covered by lower ETS costs, estimated conservatively at 132 EUR resp. 156 EUR/ton CO2eq according to the low scenario of the DG MOVE handbook . The corresponding GHG reduction is presented in Section 6.2.2. See Annex 8.1.2 for more details and assumptions.
对于钢材的回收含量目标，改进ELV废钢取样以确保质量要求所需的破碎机成本为 估计为4 PO2B为100 万欧元， PO2C为100万欧元。 提高处理质量的进一步费用，包括禁止混合处理和去除成分的义务，均分配给PO3 。在成本方面，成本 潜力估计为6600万欧元，假设由钢铁行业和汽车制造商分配。 这些（避免的）成本确实会增加购买量 价格 对于钢铁生产商来说， 哪个 可以由较低的ETS 覆盖 成本，保守估计为132 欧元。根据 DG MOVE 手册的低情景， 156 欧元/吨CO 2eq 。 相应的温室气体 减少量见第 6.2.2 节。更多细节和假设请参见附件8.1.2 。
6.3.3Treat better: Improve treatment quality and quantity
更好的治疗：提高治疗质量和数量
The results of the impact assessment for PO3 are displayed below. The majority of the costs are for the dismantlers and linked to the requirements on removal of parts prior to shredding in PO3A and PO3B (around 350 million EUR), partially compensated by additional revenues from removed materials. Similarly, the recycling definition improvement and ban on the landfilling of the residues from shredding operations of PO3A come with a cost. The costs for removal of CRM relevant components under PO3A are estimated at 65 million EUR by the JRC and further discussed in Annex 15.2 . The cost-effectiveness of dismantling smaller components under PO3C (including PO3A and PO3B measures) is much lower compared to PO3A and PO3B. The ban on mixed treatment of ELV with other scrap types (PO3B) at the same time reduces shredder capacity flexibility leading to extra costs, at the same time, it improves quality of recycling and noticeably the value of ELV steel and aluminium fractions in return. Since this is difficult to quantify and very shredder and Member State specific, the net result is assumed to be cost neutral. It should be noted that the modelling approach focused on manual dismantling does not allow to quantitatively assess the less costly mechanical recycling scenario, for the PO3B and PO3C in those countries that have sufficient PST capacity. The PO3C costs are to be regarded ‘worst-case’.
PO3 的影响评估结果如下所示。大部分成本由拆除者承担，并与 PO3A和PO3B破碎前去除零件的要求 （约3.5亿欧元） ， 部分由移除材料带来的额外收入补偿。同样，回收定义的改进和禁止对破碎作业产生的残留物进行填埋 PO3A需要付费。 JRC 估计PO3A下删除 CRM 相关组件的成本为 6500 万欧元，并在附件 15. 2 中进一步讨论。 PO3C （包括 PO3A）下拆卸较小部件的成本效益 和 PO 3 B 测量值）比PO3A和PO3B低得多。 禁止将 ELV 与其他废料类型( PO3B )混合处理，同时降低了破碎机容量灵活性，导致额外成本，同时，它提高了回收质量，并显着提高了 ELV 钢和铝碎片的价值。返回。 由于这很难量化，而且非常具体且针对成员国，因此假设最终结果是成本中性的。 应该指出的是，建模方法侧重于手动拆除 对于那些拥有足够PST能力的国家的PO3B和PO3C，不允许定量评估成本较低的机械回收方案。 PO3C成本被视为“最坏情况” 。
There is a substantial shift in costs and revenues between stakeholders for all three policy options. The value of removed materials minus dismantling costs will not be a direct net profit to the ATFs, as shredder companies will pay less for dismantled hulks where significant material value is already removed and subsequent lower treatment costs due to for instance the prior removal of glass. In Section 8.2 and in Annex 8.2.3, these ‘propagations’ of reduced costs and revenues are made explicit per stakeholder, material, component and for other years.
对于所有三种政策选择，利益相关者之间的成本和收入都发生了重大变化。拆除材料的价值减去拆除成本不会成为 ATF 的直接净利润，因为破碎机公司将为拆除的船体支付更少的费用，其中大量材料价值已经被拆除，并且由于事先拆除玻璃等原因，随后的处理成本也会降低。在第 8.2 节和附件 8.2.3 中，这些成本和收入减少的“传播”按利益相关者、材料、组件和其他年份进行了明确说明。
Table 7 Economic impacts of improved treatment quantity and quality, 2035
表 7 改善处理数量和质量的经济影响，2035 年
|
Economic impacts 经济影响
(in 2035, annual compared to baseline)
（ 2035年，年度与基线相比） |
PO3A |
PO3B |
PO3C |
Amplification 放大
(+EPR) |
|
Treatment (in million EUR, - =cost, + =revenue)
治疗 （以百万欧元为单位， - =成本， + =收入） |
(values in addition to baseline)
（除基线之外的值） |
|
ATFs ATF |
|
|
|
|
|
|
ATF dismantling costs ATF拆解费用 |
-173 |
-412 |
-401 |
-80 |
|
|
ATF additional revenues ATF 额外收入 |
+34 |
+100 |
+70 |
+21 |
|
|
Shredders/PST operators (excl. RC)
碎纸机/PST 操作员（不包括 RC） |
|
|
|
|
|
|
Shredder costs 碎纸机成本 |
-347 |
-998 |
-686 |
-230 |
|
|
Shredder additional revenues
粉碎额外收入 |
+309 |
+902 |
+634 |
+187 |
|
|
Recycling/ End-processing
回收/最终加工 |
|
|
|
|
|
|
Recyclers costs 回收商成本 |
-140 |
-82 |
-132 |
-1 |
|
|
Recyclers additional revenues
回收商额外收入 |
+68 |
+152 |
+146 |
19 |
|
|
Total costs (all stakeholders)
总成本 （所有利益相关者） |
-660 |
-1,492 |
-1,219 |
-310 |
|
|
Total revenues (all stakeholders)
总收入 （所有利益相关者） |
+412 |
+1,153 |
+851 |
+227 |
|
ATFs and shredders are commonly SME’s, recyclers are regarded large enterprises including plastic recyclers, steel mills and non-ferrous smelters that produce secondary raw materials as ‘commodities’
ATF和破碎机通常是中小企业，回收商被视为大型企业，包括塑料回收商、钢厂和有色冶炼厂，生产二次原材料作为“商品”
6.3.4Collect more: Improve collection quality and quantity
收集更多：提高收集质量和数量
Under policy options PO4A to PO4C and the cumulative PO4D, ATFs will benefit from more ELVs diverted to them from illegal operators in the EU and from the limitations regarding the export of used unroadworthy vehicles. Detailed trade and economic information is available in Annex 8.1.4. Car dealers, in particular those specialised in exports outside the EU, would incur lost profits (up to 414 million EUR for PO4D), as the prices for exporting used vehicles are higher than for selling old used vehicles or ELVs in the EU. ATFs would incur net profits of respectively 24, 82, 125 and 308 million EUR, for PO4A to PO4D. Shredders and recyclers will also have additional turnover and profits from more ELVs treated, however as the profit per ton of depolluted and dismantled vehicle is limited, the net effect is low. With a substantial shift in costs and revenues between stakeholders, again the ‘propagations’ of reduced costs and revenues are made explicit for each stakeholder, material, component and other years in Annex 8.2.4 and summarised per vehicle in Section 8.2.
根据PO4A至PO4C和累积PO4D政策选项，ATF 将受益于更多从欧盟非法运营商转移到他们的 ELV 以及有关二手不适合道路行驶的车辆出口的限制。详细的贸易和经济信息见附件 8.1.4。汽车经销商，特别是那些专门从事欧盟以外出口的汽车经销商，将遭受利润损失（PO4D 高达 4.14 亿欧元），因为出口二手车的价格高于在欧盟销售旧二手车或 ELV 的价格。 PO4A至PO4D的 ATF 净利润分别为 24、82、125 和 3.08 亿欧元。破碎商和回收商也将从更多的报废汽车中获得额外的营业额和利润，但由于每吨净化和拆解车辆的利润有限，净效应较低。随着利益相关者之间成本和收入的重大转变，附件 8.2.4 中对每个利益相关者、材料、部件和其他年份明确了成本和收入减少的“传播”，并在第 8.2 节中对每辆车进行了总结。
Table 8 Economic impacts of improved collection, 2035
表 8 改进收集的经济影响，2035 年
|
Economic impacts 经济影响
(in 2035, annual compared to baseline)
（2035 年，年度与基线相比） |
PO4A |
PO4B |
PO4C |
PO4D |
Amplification 放大
(+EPR) |
|
Collection (in million EUR, - =cost, + =revenue)
收藏 （以百万欧元为单位， - =成本， + =收入） |
(values in addition to baseline)
（除基线之外的值） |
|
Consumers 消费者 |
0 |
0 |
-134 |
-142 |
-17 |
|
|
Car dealers (export requirements)
汽车经销商（出口要求） |
-27 |
-123 |
-282 |
-414 |
-241 |
|
|
ATF profits ATF利润 |
+24 |
+82 |
+125 |
+308 |
+203 |
|
|
Shredder profits 粉碎机利润 |
+2 |
+7 |
+15 |
+24 |
+14 |
|
|
Total costs 总成本 |
-27 |
-123 |
-416 |
-556 |
-257 |
|
|
Total additional revenues
额外收入总额 |
+26 |
+89 |
+140 |
+332 |
+217 |
|
6.3.5Provide appropriate financial and organisational incentives to improve collection and waste treatment
提供适当的财政和组织激励措施，以改善废物收集和处理
The economic and governance elements of ELV-specific EPR schemes under PO5A-C will support better cooperation between manufacturers and recyclers to jointly improve both design and treatment of vehicles. The impact of the EPR and economic incentives related measures is presented as an amplifying effect on the measures to meet the specific objectives 1, 3 and 4. The PO5B (incl. PO5B measures) results are already visualised in previous Tables 2 to 4 and 6 to 8 and clearly show the additional benefits of improved governance and financial incentives. Dependent on the choice of new collection and recycling requirements and their additional costs, EPR schemes and producers (and subsequently consumers) will be required to compensate ATFs and shredders for the additional costs incurred to improve recycling quality and compliance. Compared to the baseline, the estimated additional compliance cost offset per ELV ranges between 3 and 33 EUR per ELV in 2035, dependent on the combination of policy options and member state specific price-setting elements that can affect the economic performances of the ATFs, shredders and recyclers. For more details see Annex 8.2.5.
PO5A-C下的报废汽车特定 EPR 计划的经济和治理要素将支持制造商和回收商之间更好的合作，共同改进车辆的设计和处理。 EPR和经济激励相关措施的影响表现为对实现具体目标 1、3 和 4 的措施的放大效应。PO5B（包括 PO5B 措施）结果已在前面的表 2 至 4 和 6 中直观显示增加到 8，并清楚地显示改善治理和财务激励措施的额外好处。根据新的收集和回收要求的选择及其额外成本，EPR 计划和生产商（以及随后的消费者）将需要补偿 ATF 和碎纸机为提高回收质量和合规性而产生的额外成本。与基线相比，预计到 2035 年，每 ELV 的额外合规成本抵消范围为 3 至 33 欧元，具体取决于政策选项和成员国特定定价因素的组合，这些因素可能会影响 ATF、碎纸机的经济表现和回收商。更多详情参见附件 8.2.5。
6.3.6Cover more vehicles: Extend the vehicle category scope
覆盖更多车辆：扩大车辆类别范围
The information provisions of PO6A would generate moderate costs for manufacturers which would have to provide a set of information to dismantlers and recyclers on the composition of their vehicles and their dismantling. The related administrative costs are specified in Section 7.1. Lorry manufacturers are already used to doing this, so the costs would take form a limited administrative burden, which could be a bit higher for manufacturers of buses and L categories vehicles. This information should on the other hand facilitate and speed up the activities by dismantlers, so reduce their overall costs, although this is difficult to quantify.
PO6A的信息规定将为制造商带来适度的成本，制造商必须向拆解商和回收商提供一组有关其车辆成分及其拆解的信息。相关管理费用在第 7.1 节中详细说明。卡车制造商已经习惯这样做，因此成本将构成有限的管理负担，这对于公共汽车和 L 类车辆制造商来说可能会更高一些。另一方面，这些信息应该促进和加速拆除者的活动，从而降低他们的总体成本，尽管这很难量化。
PO6B (incl. PO6A measures) main economic impacts would be linked to the measures on the export of lorries and buses, with decrease in revenues for (specialised) exporters, but more vehicles to be treated by ATFs in the EU, generating additional turnover for this sector. The requirements to treat lorries, buses and L3e-L7e category vehicles in ATFs would represent extra economic activities for the dismantling sector operating under advanced environmental standards. The costs would take the form of investments to upgrade facilities which currently do not meet the standards to be authorised as a treatment facility. Overall, this impact will more important for operators treating end-of-life L3e-L7e category vehicles, for which the informal sector is more prevalent than for the other types of vehicles. For manufacturers, PO6B would generate limited costs under the form of administrative burden linked to their basic obligations as producers in terms of collection and reporting (Section 7.1).
PO6B （包括 PO6A 措施）的主要经济影响将与卡车和公共汽车出口措施相关，（专业）出口商的收入减少，但更多车辆将由欧盟 ATF 处理，从而产生额外的营业额这个部门。在 ATF 中处理卡车、公共汽车和 L3e-L7e 类车辆的要求将代表在先进环境标准下运营的拆解行业的额外经济活动。这些费用将采取投资的形式来升级目前不符合授权处理设施标准的设施。总体而言，这种影响对于处理报废 L3e-L7e 类别车辆的运营商来说更为重要，因为非正规部门比其他类型的车辆更普遍。对于制造商而言， PO6B将以行政负担的形式产生有限的成本，这与他们作为生产者在收集和报告方面的基本义务相关（第 7.1 节）。
PO6C (incl. PO6A and PO6B measures) would generate important costs for the whole supply chain, in view of the wide changes that it would require for each actor along the supply chains (manufacturers having to ensure at type-approval stage that their vehicles are 85% recyclable and to incorporate recycled plastics; dismantlers having to modernise their practices to ensure removal of parts and materials for re-use and recycling; recyclers having to improve treatment of waste from lorries, buses and L3e-L7e category vehicles (M33)). They cannot fully be quantified however, and only a partial calculation corresponding to measures on EPR and collection is presented below. PO6C would also generate revenues from higher volume and quality of used spare parts and materials sent for recycling. This part of the quantification (M31c) is displayed in Table 9.
PO6C （包括 PO6A 和 PO6B 措施）将为整个供应链产生重要成本，因为它需要供应链上每个参与者进行广泛的改变（制造商必须确保在型式批准阶段，他们的车辆是85%可回收，并纳入回收塑料；拆解商必须现代化其做法，以确保拆除零件和材料以供再利用和回收；回收商必须改进对卡车、公共汽车和垃圾的处理； L3e-L7e 类别车辆 (M33))。然而，它们不能完全量化，下面仅介绍与 EPR 和收集措施相对应的部分计算。 PO6C还将通过更高数量和质量的废旧备件和材料进行回收来产生收入。这部分定量 (M31c) 显示在表 9 中。
Table 9 Economic impacts of the scope extension, 2035
表 9 范围扩大的经济影响，2035 年
|
Economic impacts 经济影响
(2035, compared to baseline)
（2035 年，与基线相比） |
PO6A |
PO6B |
PO6C* |
|
Scope extension (million units)
范围扩展（百万单位） |
|
|
Lost revenues exporters (M EUR)
出口商收入损失（百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
Costs (lost revenue L3e-L7e; M EUR)
成本（收入损失 L3e-L7e；M 欧元） |
not assessed 未评估 |
|
|
|
Costs (lost revenue M2,M3; M EUR)
成本（收入损失 M2、M3；M 欧元） |
|
-2.5 |
-4.4 |
|
Costs (lost revenue N2,N3,O; M EUR)
成本（收入损失 N2,N3,O；M 欧元） |
|
-48 |
-84 |
|
ATFs (M EUR)
ATF （百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
Costs 成本 |
not assessed 未评估 |
-39 |
-53 |
|
Revenues 收入 |
|
+42 |
+55 |
|
Recyclers (M EUR)
回收商（百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
Revenues 收入 |
not assessed 未评估 |
+39 |
+50 |
|
Net value scope extension
净值范围扩大 |
|
-9 |
-36 |
*Excluding impacts for the full scope extension of M33. Only impacts of measure M31c (EPR and collection) are assessed.
*不包括对 M33 全面扩展的影响。仅评估 M31c 措施（EPR 和收集）的影响。
6.4Administrative burden 行政负担
Administrative burden per policy option is included in Section 7.1 in the comparison of options in Tables 10-14. A detailed overview of the administrative burden for all years is provided in Annex 3 per stakeholder affected as well as per measure and split in recurrent and one-off costs and summarised in Annex 8.3 per individual policy option and operator. For PO1C, the 3R calculation and required declaration generally follows existing procedures, with some one-off transition costs totalling 2.57 million EUR. The total recurring administrative burden for the information provision of PO1C is assed at 5.68 million EUR; including the adaptations for the Circularity Vehicle Passport. For plastics recycled content, the certification costs are estimated to be limited to 0.24 million EUR in 2035 for PO2B and thus marginal compared to processing costs. A similar value is expected for the steel recycled content target, following the same approach. The highest costs of roughly 32 million EUR are related to for PO3B and PO3C where ATFs are required to improve reporting over depollution and mandatory removal (roughly 3 EUR/ELV). The recurring costs related to PO4 for collection including EPR in setting up PROs in PO5 range between 35 and 54 million EUR (4 to 6 EUR/ ELV) with an additional one-off cost of 1.35 million EUR. In total, including some administrative costs for the scope extension of PO6, the total recurring administrative costs range between 72 and 106 million EUR (5 and 7 EUR per new vehicle sold) plus 1.4 to 4.0 million of one-off costs.
每个政策选项的管理负担包含在第 7.1 节中表 10-14 选项比较中。附件 3 详细概述了所有年份的行政负担，每个受影响的利益相关者以及每个措施以及经常性成本和一次性成本的划分，并在附件 8.3 中按单个政策选项和运营商进行了总结。对于PO1C来说，3R 计算和所需申报一般遵循现有程序，一些一次性过渡成本总计 257 万欧元。 PO1C信息提供的经常性行政负担总额为 568 万欧元；包括对循环车辆护照的修改。对于塑料回收成分，预计 2035 年PO2B的认证成本将限制在 24 万欧元，因此与加工成本相比微不足道。按照相同的方法，预计钢铁回收含量目标也会有类似的值。最高成本约为 3200 万欧元，与PO3B 和 PO3C相关，其中需要 ATF 改进去污染和强制清除的报告（大约 3 欧元/ELV）。与PO4收集相关的经常性成本（包括在PO5中设立 PRO 的 EPR）范围为 35 至 5400 万欧元（4 至 6 欧元/ELV），另外还有 135 万欧元的一次性成本。 总的来说，包括PO6范围扩展的一些管理费用，经常性管理费用总额在 72 至 1.06 亿欧元之间（每售出一辆新车 5 至 7 欧元），加上 1.4 至 400 万一次性费用。
6.5Social impacts
社会影响
6.5.1Job creation 创造就业机会
An overview of the social impacts is provided in in Section 7.1 in the comparison of options in Tables 9-13. The main impact category is the creation of total jobs, with significant impacts related to the recycled content options with respectively 600, 1,200 and 1,800 jobs for the options PO2A-PO2C for both manufacturers and shredder/PST operators. Second in contribution are the additional jobs related to mandatory removal of components, ranging for 930 jobs for PO3A to over 6,500 jobs for PO3C (including PO3A and PO3B measures) due to long dismantling times of smaller components in case a manual definition of ‘removal’ would be selected. For the collection options PO4A with 330 jobs, PO4B with 1,200 jobs, PO4C with 2,000 jobs and the cumulative PO4D with 4,400 jobs are expected for SMEs. The scope extension implies 700 extra jobs for PO6B (incl. PO6A) versus 830 for PO6C (incl. PO6A and PO6B measures). Other social and health effects relate to the export restrictions. Limiting the export of non-roadworthy vehicles may have a significant effect on local air pollution and increased road safety in developing countries. See Annex 8.4.1 for more details including job creation per policy option and economic operator.
第 7.1 节对表 9-13 中的选项进行了比较，概述了社会影响。主要影响类别是创造总就业机会，与回收内容选项相关的重大影响， PO2A-PO2C选项分别为制造商和碎纸机/PST 运营商创造了 600、1,200 和 1,800 个就业机会。第二个贡献是与强制拆除组件相关的额外工作，从PO3A的 930 个工作岗位到PO3C的 6,500 多个工作岗位（包括 PO3A 和 PO3B 措施），因为较小部件的拆卸时间较长，以防手动定义“拆卸”将被选中。对于收集选项PO4A与 330 个工作岗位， PO4B有 1,200 个工作岗位， PO4C有 预计为中小企业提供2,000 个就业岗位， PO4D累计提供 4,400 个就业岗位。范围扩展意味着PO6B （包括 PO6A）增加了 700 个工作岗位，而PO6C （包括 PO6A 和 PO6B 措施）则增加了 830 个工作岗位。其他社会和健康影响与出口限制有关。限制不适合道路行驶的车辆的出口可能会对发展中国家当地的空气污染和提高道路安全产生重大影响。更多详情请参阅附件 8.4.1，包括根据政策选项和经济运营商创造就业机会。
6.5.2Impacts on SMEs
对中小企业的影响
The measures proposed in this impact assessment are likely to have substantial impacts on a number of SMEs, which are dominating the waste management sector, creating both opportunities and challenges. The economic viability of SMEs in the dismantling sector is already fragile and they will anyway have to face, under the baseline scenario, important challenges linked to the dismantling of EVs (notably for the training of staff and investments and adaptations so as to properly dismantle and store batteries and other EV components). For SMEs in the dismantling sector, measures consisting in increasing the number of parts and components to be removed prior to the shredding phase will generate important extra costs. These costs would be partly offset by additional revenues, notably linked to the sales of used spare parts, which will be considerably encouraged through measures designed to improve the market for such parts, as well as of valuable components (plastics, aluminium, CRMs) for high quality recycling. Taking advantage of the digitalisation process will be critical in empowering the smaller and often family-run companies to reach out to new market players by connecting to online platforms and distant marketplaces at both local and international levels. In addition, the ‘pull-effect’ from the mandatory targets on recycled content for plastics and (in the future) for steel are expected to boost the competitiveness of dismantlers, as they would become the primary supply spots of the wanted high-quality secondary materials. The measures designed to address the problems of “missing vehicles” will also have an important effect for the dismantling sector, as this will result in an important extra volume of ELVs delivered to ATFs, and thereby an increase in their turnover. For the extra costs linked to the proposed measures which cannot be offset through market conditions, the measures proposed on EPR will be key to ensure that vehicle manufacturers provide the necessary financial support to dismantlers so that they maintain their competitiveness and compete with illegal actors.
本次影响评估中提出的措施可能会对许多在废物管理领域占据主导地位的中小企业产生重大影响，既创造了机遇，也带来了挑战。拆解行业中小型企业的经济生存能力已经很脆弱，在基线情景下，他们无论如何都必须面对与电动汽车拆解相关的重要挑战（特别是在员工培训、投资和适应方面，以便正确拆解和改造）。存储电池和其他电动汽车组件）。对于拆解行业的中小企业来说，在破碎阶段之前增加要拆除的零部件数量的措施将产生大量的额外成本。这些成本将被额外的收入所部分抵消，特别是与二手备件的销售相关的收入，通过旨在改善此类零件以及有价值的部件（塑料、铝、CRM）市场的措施将大大鼓励这种收入。高品质回收。利用数字化进程对于使规模较小且往往是家族经营的公司能够通过连接到本地和国际层面的在线平台和远程市场来接触新的市场参与者至关重要。此外，塑料和（未来）钢铁回收含量强制性目标的“拉动效应”预计将提高拆解商的竞争力，因为它们将成为所需的高质量二级材料的主要供应点材料。 旨在解决“失踪车辆”问题的措施也将对拆解行业产生重要影响，因为这将导致大量额外的报废汽车交付给ATF，从而增加其营业额。对于与拟议措施相关的额外成本无法通过市场条件抵消的问题，EPR 拟议措施将是确保汽车制造商向拆解商提供必要财务支持的关键，以便他们保持竞争力并与非法行为者竞争。
For SMEs involved in the sorting, shredding and recycling of ELV waste, the most impactful measures are those (i) on recycled content, which should ensure an increased market share for recycled plastics and steel and boost their competitiveness, as well as (ii) those designed to increase the quality of recyclates and improve the treatment of waste, especially the removal of parts prior to shredding and the requirements on shredding and post-shredding technologies. These measures would require investments, notably for the companies which are currently not operating modern shredding and post shredding technologies. In that case again, the measures proposed on EPR are due to ensure that extra-costs which cannot be offset under normal market conditions should be borne by vehicle manufacturers to support the recycling sector.
对于参与报废汽车分类、破碎和回收的中小企业来说，最有影响力的措施是（i）回收成分，这应确保增加回收塑料和钢铁的市场份额并提高其竞争力，以及（ii）旨在提高回收物质量和改善废物处理的措施，特别是破碎前部件的去除以及破碎和破碎后技术的要求。这些措施需要投资，特别是对于目前尚未运营现代破碎和破碎后技术的公司。在这种情况下，EPR建议的措施是为了确保在正常市场条件下无法抵消的额外成本应由汽车制造商承担，以支持回收行业。
Overall, the proposed measures should support the competitiveness of SMEs in the dismantling and recycling sector through new market opportunities. It is likely though that a number of SMEs might not be able or willing to adapt their business models or invest in the technologies necessary to meet the new requirements, leading them to focus on activities such as repairs or sales of second-hand cars, rather than on the treatment of ELVs. In addition, the measures proposed on the design/production of vehicles, as well as those on EPR, could also encourage vehicle manufacturers to take a greater role in management of ELV waste. This could take the form of contractual arrangements with existing actors in the waste management, or of a more direct intervention through direct investments in this field. As a result, it is likely that the proposed measures could lead to a concentration of actors in the dismantling and recycling sectors and a reduction in the number of SMEs in this field.
总体而言，拟议措施应通过新的市场机会支持拆解和回收行业中小型企业的竞争力。但许多中小企业可能无法或不愿意调整其商业模式或投资满足新要求所需的技术，导致他们专注于维修或二手车销售等活动，而不是比 ELV 的治疗更重要。此外，针对车辆设计/生产以及EPR提出的措施也可以鼓励汽车制造商在报废汽车废物管理方面发挥更大作用。这可以采取与废物管理现有参与者签订合同安排的形式，或者通过对该领域的直接投资进行更直接的干预。因此，拟议的措施可能会导致拆解和回收行业的参与者集中，并减少该领域中小企业的数量。
SMEs exporting used vehicles to third countries would be directly affected by the measures on export foreseen under this initiative. They would incur costs linked to the obligation for them to carry out roadworthiness tests for vehicles which are currently exported after the certificate has expired. In addition, they are likely to see a decrease in revenues linked to a reduction in the export of used vehicles which do not meet the roadworthiness requirement estimated at 51 million EUR (PO6B) respectively 88 million EUR (PO6C). They would then have to sell these vehicles as ELVs to ATFs in the EU, at a lower price than what they could have obtained for exporting them.
向第三国出口二手车的中小企业将直接受到该倡议下预计的出口措施的影响。他们将承担与对证书过期后目前出口的车辆进行适航性测试的义务相关的费用。此外，由于不符合适航性要求的二手车出口减少，他们的收入可能会减少，预计分别为 5100 万欧元（ PO6B ）和 8800 万欧元（ PO6C ）。然后，他们必须以低于出口价格的价格将这些车辆作为 ELV 出售给欧盟的 ATF。
Operators from the informal sector repairing and treating L3e-L7e category vehicles would also be affected as they would have to upgrade their standards and facilities to become officially authorised to treat these vehicles at end-of-life. This would require investments and possibly represent a loss of activities for those which are not able or willing to become an authorised treatment facility. More information on the impacts of proposed measures on SMEs can be found in Annex 13.
维修和处理 L3e-L7e 类车辆的非正规部门运营商也将受到影响，因为他们必须升级其标准和设施，以获得在报废时处理这些车辆的正式授权。这将需要投资，并且对于那些不能或不愿意成为授权处理设施的人来说可能意味着活动损失。有关拟议措施对中小企业影响的更多信息，请参阅附件 13。
6.5.3Contribution to SDGs 对可持续发展目标的贡献
Figure 3 visualises the contribution of the policy options to the SDGs. On the left-hand ‘design and production’ side of the diagram, policy options PO1 and PO2 contribute mostly to sustainable innovations (SDG9), responsible consumption and production with a lower environmental footprint (SDG12) and climate action (SDG13). The collection and recycling options PO3 and PO4 contribute to the same SDGs and to less pollution water and air pollution (SDG14 and SDG15) to a lesser extent. PO5 improves partnerships for the goals (SDG17). See Annex 3.3 for more details.
图 3 直观地展示了政策选项对可持续发展目标的贡献。在图的左侧“设计和生产”侧，政策选项PO1和PO2主要致力于可持续创新 (SDG9)、负责任的消费和生产以及较低的环境足迹 (SDG12) 和气候行动 (SDG13)。 PO3和PO4 的收集和回收方案有助于实现相同的可持续发展目标，但在较小程度上有助于减少水污染和空气污染（SDG14 和 SDG15）。 PO5改善目标 (SDG17) 的伙伴关系。更多详情请参见附件 3.3。
Figure 3 Contribution of the Regulation to the SDGs
图3 法规对可持续发展目标的贡献
7.How do the options compare?
选项比较如何？
7
7.1Summary of impacts and costs/ benefits
影响和成本/效益摘要
Table 10 provides a qualitative overview of the main environmental benefits and administrative costs for the 3RTA policy options for PO1. As indicated in Section 6, the environmental impacts of the options do materialise many years later at end-of-life and are thus not quantified but evaluated qualitatively. A growing incorporation of circularity requirements in the design and production of new vehicles is regarded important to achieve the long-term circularity objectives in the automotive sector, at relatively limited administrative costs as presented below, even for the most comprehensive PO1C (incl. PO1A and PO1B measures). The qualitative evaluation on the reduction of substances of concern is available in Annex 7.1, here the hybrid approach of PO1C offers the best cost – benefit balance.
桌子 图 10定性概述了PO1 3RTA 政策选项的主要环境效益和管理成本。如第 6 节所示，这些方案的环境影响确实会在多年后在使用寿命结束时显现出来，因此不是量化的，而是定性评估的。新车设计和生产中越来越多地纳入循环要求 即使对于最全面的PO1C ，以相对有限的管理成本（如下所示）实现汽车行业的长期循环目标也被认为很重要 （包括 PO1A 和 PO1B 措施） 。附件 7.1提供了有关物质减少的定性评估，其中PO1C的混合方法提供了最佳的成本效益平衡。
Table 10 Comparison and summary of impacts, PO1 - Design Circular, 2035.
表 10 影响比较和总结，PO1 - 设计通告，2035 年。
|
PO1 |
Costs and benefits 成本和收益
(in 2035, compared to baseline, excl. admin)
（ 2035年，与基线相比，不包括管理） |
PO1A |
PO1B |
PO1C |
|
Environmental benefits (qualitative)
环境效益（定性） |
(values in addition to baseline)
（除基线之外的值） |
|
1 |
3RTA - Circularity at design
3RTA - 设计的循环性 |
(+) |
(++) |
(+++) （+++） |
|
1 |
Reduction substances of concern
减少关注物质 |
(0) |
(0/+) |
(+) |
|
Admin burden (3RTA in Million EUR)
管理负担（ 3RTA，单位：百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
1 |
Manufacturers, authorities (recurrent)
制造商、当局（经常性） |
-0.8 |
-3.8 |
-5.6 |
|
1 |
Manufacturers, EC (one-off)
制造商、EC（一次性） |
|
|
-2.6 |
|
Job creation (in FTE)
创造就业机会 （全职工作时间） |
(values in addition to baseline)
（除基线之外的值） |
|
1 |
Manufacturers 3RTA 制造商3RTA |
+5 |
+5 |
+5 |
Since materials production is particularly energy intensive, the related environmental benefits of using recycled content, improving collection and recycling are expressed in GHG savings as the primary environmental impact category for comparison for PO2-PO6 . Table 11 provides an overview of the main environmental benefits and related costs to the recycled content targets for plastics and steel for PO2. For plastics recycled content, the additional costs for PO2C in comparison with PO2B are high against marginal environmental benefits. The steel recycled content target of PO2B provides significant GHG savings against limited additional costs.
自从 材料生产尤其耗能，使用回收材料、改善收集和回收的相关环境效益以温室气体表示 将节约作为PO2- PO6 比较的主要环境影响类别。桌子 图 11概述了塑料和钢铁 PO2回收含量目标的主要环境效益和相关成本。对于塑料回收成分，与边际环境效益相比， PO2C的额外成本高于PO2B 。 PO2 B的钢铁回收含量目标可在有限的额外成本下节省大量温室气体。
Table 11 Comparison and summary of impacts, PO2 - Recycled content, 2035.
表 11 影响比较和总结，PO2 - 回收内容，2035 年。
|
PO2 |
Costs and benefits 成本和收益
(in 2035, compared to baseline, excl. admin)
（ 2035年，与基线相比，不包括管理） |
PO2A |
PO2B |
PO2C |
|
Environmental benefits (in kton of materials)
环境效益（以千吨材料计） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Materials recycled (steel RC)
回收材料（钢 RC） |
0 |
+505 |
+1,212 |
|
2 |
Materials recycled (plastics RC)
回收材料（塑料 RC） |
+240 |
+713 |
+873 |
|
GHG savings (kton of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
GHG savings production (steel RC)
温室气体减排生产（钢 RC） |
0 |
+585 |
+1,404 |
|
2 |
GHG savings production (plastics RC)
温室气体减排生产（塑料 RC） |
+90 |
+314 |
+376 |
|
Costs (M EUR, excl. admin)
费用（百万欧元，不含管理费） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Costs production (steel RC)
生产成本（钢 RC） |
0 |
-71 |
-170 |
|
2 |
Costs production (plastics RC)
生产成本（塑料 RC） |
-326 |
-745 |
-1,171 |
|
Revenues (M EUR, excl. admin)
收入（百万欧元，不含管理费用） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Revenues production (steel RC)
收入产量（钢 RC） |
0 |
+67 |
+160 |
|
2 |
Revenues production (plastics RC)
收入产量（塑料 RC） |
+216 |
+602 |
+739 |
|
Monetised GHG savings (M EUR)
货币化温室气体减排量（百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Avoided CO2 taxation ETS (steel RC)
避免 CO 2税 ETS （钢 RC） |
0 |
+133 |
+318 |
|
2 |
Avoided CO2 taxation ETS (plastics RC)
避免 CO 2税 ETS （塑料 RC） |
+20 |
+71 |
+85 |
|
Admin burden (3RTA in Million EUR)
管理负担（ 3RTA，单位：百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Manufacturers, TA authorities (recurrent)
制造商、技术援助当局（经常性） |
-0.24 |
-0.24 |
-0.33 |
|
Job creation (in FTE)
创造就业机会 （全职工作时间） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Manufacturers 制造商 |
+1,642 |
+3,264 |
+6,529 |
|
2 |
SMEs: ATFs+shredders 中小企业：ATF+碎纸机 |
+598 |
+1,196 |
+1,794 |
For PO3, Table 12 shows the additional amounts recycled at higher quality are comparable for PO3B (incl. PO3A) and PO3C (incl. PO3A and PO3B measures), but the GHG savings are higher for PO3B due to improved aluminium separation as the main factor. The costs for the recycling option PO3A are much lower compared to the environmentally more effective options PO3B (see Annex 8.3 for details). Removal obligation prior to shredding of e-drive motor is estimated to contribute around 100 and 500 jobs in 2030 and 2040, generating specific additional costs at professional dismantler’s level but also generating higher revenues at the value chain level by 2040 .
对于PO3 ，表 图 12显示以较高质量回收的额外量与PO3B相当 （包括 PO3A）和PO3C （包括 PO3A 和 PO3B 措施） ，但由于改善铝分离作为主要因素， PO3B的温室气体减排量更高。与环境更有效的选项PO3B相比，回收选项PO3A的成本要低得多（详情请参阅附件 8.3）。预计在 2030 年和 2040 年，粉碎电力驱动电机之前的拆除义务将创造约100 个和 500 个就业岗位，在专业拆解商层面产生特定的额外成本，但到 2040 年也会在价值链层面产生更高的收入 。
Table 12 Comparison and summary of impacts, PO3 - Treat Better, 2035.
表 12 影响比较和总结，PO3 - 更好地对待，2035 年。
|
PO3 |
Costs and benefits 成本和收益
(in 2035, compared to baseline, excl. admin)
（ 2035年，与基线相比，不包括管理） |
PO3A |
PO3B |
PO3C |
|
Environmental benefits (in kton of materials)
环境效益（以千吨材料计） |
(values in addition to baseline)
（除基线之外的值） |
|
3 |
Materials at higher quality (recycling)
更高质量的材料（回收） |
+942 |
+1,888 |
+1,984 |
|
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
(values in addition to baseline)
（除基线之外的值） |
|
3 |
GHG savings recycling (N1,M1)
温室气体减排回收（N1、M1） |
+1,378 |
+3,688 |
+2,880 |
|
Costs (M EUR, excl. admin)
费用（百万欧元，不含管理费） |
(values in addition to baseline)
（除基线之外的值） |
|
3 |
Costs recycling (N1,M1)
成本回收（N1，M1） |
-660 |
-1,492 |
-1,219 |
|
Revenues (M EUR, excl. admin)
收入（百万欧元，不含管理费用） |
(values in addition to baseline)
（除基线之外的值） |
|
3 |
Revenues higher quality (recycling)
收入更高质量（回收） |
+412 |
+1,153 |
+851 |
|
Monetised GHG savings (M EUR)
货币化温室气体减排量（百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
3 |
Monetised GHG savings at higher quality (recycling)
以更高质量实现温室气体减排货币化（回收） |
+312 |
+836 |
+653 |
|
Admin burden (3RTA in Million EUR)
管理负担（ 3RTA，单位：百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
3,5 |
SMEs, authorities, PROs (recurrent)
中小企业、当局、专业人士（经常性） |
-31.7 |
-31.7 |
-31.8 |
|
Job creation (in FTE)
创造就业机会 （全职工作时间） |
(values in addition to baseline)
（除基线之外的值） |
|
3 |
SMEs: ATFs+shredders 中小企业：ATF+碎纸机 |
+934 |
+6,224 |
+6,504 |
For collection PO4, Table 13 shows the additional amounts collected and recycled and the GHG savings for the four different Policy Options, where PO4D is including cumulatively all measures under PO4A to PO4C. PO4D has the highest GHG savings with higher costs and revenues as well. This result is without the amplifying effect of the implementation of EPR, which adds another significant +2 million tons of GHG savings, +400 million EUR in revenues, +470 million EUR of monetised monetised GHG savings and -750 million EUR additional costs as presented in section 6.2.4. Detailed results are presented in Annex 8.4 and 8.5 for other years, per individual policy option and per stakeholder.
对于收集PO4，表 13 显示了四种不同政策选项收集和回收的额外数量以及温室气体节省量，其中PO4D累计包括PO4A至PO4C下的所有措施。 PO4D 的温室气体减排量最高，但成本和收入也更高。这一结果没有实施 EPR 的放大效应，如所介绍的，EPR 又增加了 200 万吨温室气体减排量、4 亿欧元收入、4.7 亿欧元货币化温室气体减排量和 -7.5 亿欧元额外成本在第 6.2.4 节中。附件 8.4 和 8.5 列出了其他年份按个人政策选项和利益相关者列出的详细结果。
Table 13 Comparison and summary of impacts, PO4 – Collect More, 2035.
表 13 影响比较和总结，PO4 – 收集更多，2035 年。
|
PO4* |
Costs and benefits 成本和收益
(in 2035, compared to baseline, excl. admin)
（2035 年，与基线相比，不包括管理） |
PO4A |
PO4B |
PO4C |
PO4D |
|
Environmental benefits (in kton of materials)
环境效益（以千吨材料计） |
(values in addition to baseline)
（除基线之外的值） |
|
|
4 |
Materials recovered (collection + export)
回收材料（收集+出口） |
+103 |
+446 |
+961 |
+1,533 |
|
4 |
Vehicles collected and treated more
收集和处理更多车辆 |
+116,000 |
+500,000 |
+1,100,000 |
+1,700,000 |
|
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
(values in addition to baseline)
（除基线之外的值） |
|
|
4 |
GHG savings collection + export
温室气体减排收集+导出 |
+353 |
+1,513 |
+3,222 |
+5,218 |
|
Costs (M EUR, excl. admin)
费用（百万欧元，不含管理费） |
(values in addition to baseline)
（除基线之外的值） |
|
|
4 |
Costs collection + export
费用收取+导出 |
-27 |
-123 |
-416 |
-556 |
|
Revenues (M EUR, excl. admin)
收入（百万欧元，不含管理费用） |
(values in addition to baseline)
（除基线之外的值） |
|
|
4 |
Revenues collected + export
征收收入+出口 |
+26 |
+89 |
+140 |
+332 |
|
Monetised GHG savings (M EUR)
货币化温室气体减排量（百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
|
4 |
Monetised GHG savings collected extra (incl. export)
额外收取的货币化温室气体减排量（包括出口） |
+80 |
+343 |
+731 |
+1,183 |
|
Admin burden (3RTA in Million EUR)
管理负担（ 3RTA，单位：百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
|
4,5* |
SMEs, authorities, manufacturers (recurrent)
中小企业、当局、制造商（经常性） |
-35 |
-54 |
-54 |
-54 |
|
4,5* |
Authorities (one-off)
当局（一次性） |
-1.35 |
-1.35 |
-1.35 |
-1.35 |
|
Job creation (in FTE)
创造就业机会 （全职工作时间） |
(values in addition to baseline)
（除基线之外的值） |
|
|
4 |
SMEs: ATFs and shredders 中小企业：ATF 和碎纸机 |
+328 |
+1,195 |
+2,062 |
+4,374 |
|
5* |
Manufacturers, PROs 制造商、专业人士 |
+512 |
+512 |
+512 |
+512 |
* Some administrative burden and job creation include the impacts of EPR elements from PO5.
* 一些行政负担和创造就业机会包括 PO5 中 EPR 要素的影响。
Table 14 shows the results for PO6. For PO6C (incl. PO6A and PO6B measures), the costs and revenues can only be partly quantified due to lack of sufficient data on the impact of measures on design, production and recycled content. The data mentioned below are only indicative and not covering all costs and revenues. PO6B (incl. PO6A) has relatively high environmental benefits due to increased reported collection and treatment of new vehicles at ATFs (see Annex 8.6 for more details), with limited costs/revenue losses for (i) exporters, linked to the requirements to provide the information on the roadworthiness status for the export of lorries and busses, and for (ii) waste treatment operators, linked to the upgrade of facilities dealing with the treatment of end-of-life L3e-L7e category vehicles.
表 14 显示了PO6的结果。对于PO6C （包括 PO6A 和 PO6B 措施），由于缺乏有关措施对设计、生产和回收成分影响的足够数据，因此只能部分量化成本和收入。下面提到的数据仅供参考，并不涵盖所有成本和收入。 PO6B （包括 PO6A）具有相对较高的环境效益，因为 ATF 报告的新车收集和处理增加（更多详情，请参阅附件 8.6），(i) 出口商的成本/收入损失有限，与提供有关出口卡车和公共汽车以及 (ii) 废物处理运营商的适航状态信息，与处理报废 L3e-L7e 类车辆的设施升级相关。
Table 14 Comparison and summary of impacts, PO6 - Cover more vehicles, 2035.
表 14 影响比较和总结，PO6 - 覆盖更多车辆，2035 年。
|
PO6 |
Costs and benefits 成本和收益
(2035, compared to baseline, excl. admin)
（2035 年，与基线相比，不包括管理员） |
PO6A |
PO6B |
PO6C* |
|
Environmental benefits (in kton of materials)
环境效益（以千吨材料计） |
(values in addition to baseline)
（除基线之外的值） |
|
6 |
Materials arriving at EoL (scope extension)
材料到达 EoL （范围扩展） |
n.a 娜 |
+508 |
+661 |
|
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
(values in addition to baseline)
（除基线之外的值） |
|
6 |
GHG savings scope extension (L+HDV)
温室气体减排范围扩大（L+HDV） |
n.a 娜 |
+1,120 |
+1,436 |
|
Costs (M EUR, excl. admin)
费用（百万欧元，不含管理费） |
(values in addition to baseline)
（除基线之外的值） |
|
6 |
Costs scope extension (M2,M3,N2,N3)
成本范围扩展（M2、M3、N2、N3） |
n.a 娜 |
-90 |
-141 |
|
Revenues (M EUR, excl. admin)
收入（百万欧元，不含管理费用） |
(values in addition to baseline)
（除基线之外的值） |
|
6 |
Revenues scope extension 收入范围扩大 |
n.a 娜 |
+81 |
+105 |
|
Monetised GHG savings (M EUR)
货币化温室气体减排量（百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
6 |
Monetised GHG savings (scope extension)
货币化温室气体减排（范围扩展） |
n.a 娜 |
+254 |
+326 |
|
Admin burden (3RTA in Million EUR)
管理负担（ 3RTA，单位：百万欧元） |
(values in addition to baseline)
（除基线之外的值） |
|
6 |
Manufacturers, authorities, vehicle owners (recurrent)
制造商、当局、车主（经常性） |
-4.6 |
-13.6 |
-13.7 |
|
6 |
Manufacturers (one-off)
制造商（一次性） |
-0.082 |
-0.082 |
-0.082 |
|
Job creation (in FTE)
创造就业机会 （全职工作时间） |
(values in addition to baseline)
（除基线之外的值） |
|
6 |
Manufacturers (qualitative)
制造商（定性） |
n.a 娜 |
701 |
829 |
* Only impacts of measure M31c (EPR and collection) are assessed.
* 仅评估 M31c 措施（EPR 和征收）的影响。
7.2Cost benefit analysis, cost efficiency, effectiveness, coherence and proportionality
成本效益分析、成本效率、有效性、一致性和相称性
Cost benefit analysis 成本效益分析
Based on the quantitative information available for most policy options (see section 7.1), a presentation and comparison of the benefit - cost ratios (BCR) of the different options is presented in Table 15. A BCR ratio above 1 identifies those options where the benefits outweigh the costs. The higher the ratio, the higher the ‘return on investment’.
根据大多数政策选项可用的定量信息（参见第 7.1 节），表 15 列出了不同选项的效益 - 成本比率 (BCR) 并进行了比较。BCR 比率高于 1 确定了那些效益 - 成本比 (BCR) 的选项。超过成本。该比率越高，“投资回报率”越高。
For these ratios, all quantifiable costs and revenues for the policy options, including recurring administrative burden, are taken into consideration. The benefits include revenues linked to additional material recovery as well as the environmental benefits in the forms of GHG savings which could be monetised. The costs include all treatment costs (including investment costs) and lost revenue potential in the case of export reduction. Due to their different nature or insufficient data, other external environmental costs or revenues, like health benefits, reduced air pollution (in developing countries due to higher quality exported vehicles), or the externalities related to reduced energy consumption, fossil fuel and raw material dependencies are not monetised. Therefore, the values of Table 15 are to be regarded as conservative estimates for the full societal benefits.
对于这些比率，考虑了政策选择的所有可量化成本和收入，包括经常性的行政负担。收益包括与额外材料回收相关的收入以及可货币化的温室气体减排形式的环境效益。这些成本包括所有处理成本（包括投资成本）以及出口减少情况下潜在的收入损失。由于其性质不同或数据不足，其他外部环境成本或收入，如健康效益、减少空气污染（在发展中国家，由于出口车辆质量更高）或与减少能源消耗、化石燃料和原材料依赖相关的外部性没有货币化。因此，表 15 的值应被视为对全部社会效益的保守估计。
All detailed costs and benefit breakdown are presented in Tables 8.28 – 8.32 of Annex 8.5.2. This also includes a description of the key assumptions and allocations in the case of policy options 2 and 3 that are closely related. Here, specific allocations are applied to enable a fairer and more comparable benchmark for the steel and plastics recycled content targets, based on direct costs and benefits for the combined effect of the recycling efforts for these materials (PO3) that simultaneously enable the uptake of recycled content (PO2). See Annex 8.5.2 for the details and specific assumptions applied.
所有详细的成本和效益细目均列于附件 8.5.2 的表 8.28 – 8.32 中。这还包括对密切相关的政策选项 2 和 3 情况下的关键假设和分配的描述。在此，根据这些材料 (PO3) 回收工作的综合效应的直接成本和效益，应用特定分配，为钢铁和塑料回收含量目标制定更公平、更具可比性的基准，同时实现回收利用含量（PO2）。有关详细信息和所应用的具体假设，请参阅附件 8.5.2。
Table 15 Benefit – costs ratios (BCR) per policy option, 2035
表 15 每个政策选项的效益-成本比率 (BCR)，2035 年
|
Benefit / Cost ratios 效益/成本比
(2035, compared to baseline, including recurrent administrative costs)
（2035 年，与基线相比，包括经常性管理成本） |
Policy options 政策选择 |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined （结合
+ EPR) + EPR） |
|
EUR per ton of CO2 reduction
每减少一吨二氧化碳排放量 欧元 |
(values in addition to baseline)
（除基线之外的值） |
|
PO1 3RTA |
PO1A |
PO1B |
PO1C |
|
|
|
B/C ratio 3RTA B/C比率3RTA |
Not assessed quantitatively
未进行定量评估 |
|
PO2 + PO3 Steel recycled content
PO2 + PO3 钢回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
B/C ratio design + production, steel RC *1
B/C比例设计+制作，钢RC*1 |
N.A. |
1.69 |
2.38 |
N.A. |
N.A. |
|
PO2 + PO3 Plastics recycled content
PO2 + PO3 塑料回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
B/C ratio design + production, plastics RC *2
B/C比例设计+生产，塑料RC*2 |
0.96 |
1.21 |
0.94 |
1.21 |
1.21 |
|
PO3 Recycling PO3回收 |
PO3A |
PO3B |
PO3C |
|
|
|
B/C ratio recycling *3 B/C比例回收*3 |
0.99 |
1.22 |
1.03 |
1.22 |
1.24 |
|
PO4 Collection PO4系列 |
PO4A |
PO4B |
PO4C |
PO4D |
|
|
B/C ratio collection (incl. export)
B/C比率收集（包括出口） |
3.97 |
3.51 |
2.09 |
2.73 |
2.67 |
|
PO6 Scope extension PO6 范围扩展 |
PO6A |
PO6B |
PO6C |
|
|
|
B/C ratio scope extension
B/C比率范围扩展 |
Not assessed 未评估 |
3.72 |
Not fully assessed 未完全评估 |
3.72 |
3.72 |
|
Benefit / costs ratio 效益/成本比 |
|
|
|
1.57 |
1.58 |
*1 This includes the costs for removal of steel parts at ATFs originally allocated to PO3, *2 This includes the avoided emissions from plastics incineration originally allocated to PO3 for the plastics recycled under PO2, *3 This excludes the costs and avoided emissions allocated to PO2 (see Annex 8.5.2 for details and assumptions)
*1 这包括最初分配给 PO3 的 ATF 中去除钢部件的成本，*2 这包括最初分配给 PO3 的塑料焚烧所避免的排放量，用于 PO2 下回收的塑料，*3 这不包括分配给 PO3 的成本和避免的排放量PO2（详情和假设见附件8.5.2）
For PO2B and PO2C for the steel recycled content, the potential BCR lies significantly above 1 indicating important monetised CO2 savings compared to the related costs for dismantling, sampling and sorting. It must be noted however that there is significant uncertainty on a number of important factors which are critical to set out directly in the future legislation an adequate level for a recycled content target for steel in new vehicles (see below for more elements on this).
对于钢回收成分的PO2B和PO2C ，潜在的 BCR 远高于 1，表明与拆除、取样和分类的相关成本相比，可节省大量货币化的 CO 2成本。然而，必须指出的是，许多重要因素存在很大的不确定性，这些因素对于在未来的立法中直接规定新车钢材回收含量目标的适当水平至关重要（有关更多内容，请参见下文）。
For plastics, the BCR is lower, with relatively speaking higher investments to realise the monetised CO2 credits in this case. Only PO2B has an acceptable BCR of 1.21. In the case of PO2A, the BCR slightly below 1 is due to relatively high investment costs for a smaller volume of plastics. For PO2C, a more constrained supply-demand balance and higher quality constraints to meet the closed loop share results in higher estimated costs of recyclates compared to the more optimal balance for PO2B. It should be noted that besides the economic revenues of material and energy savings, there are non-monetised environmental benefits like the external costs of fossil-fuel savings of 1.4, 4.5 and 5.4 billion Barrels of Oil equivalent for respectively PO2A, PO2B and PO2C, reduced plastic waste volume and health benefits as specified in Section 6.2.3.
对于塑料，BCR 较低，相对而言，在这种情况下实现货币化 CO 2信用额的投资较高。只有PO2B的可接受 BCR 为 1.21。就PO2A而言，BCR 略低于 1，这是因为较小体积的塑料的投资成本相对较高。对于PO2C ，与PO2B的更优化平衡相比，更受约束的供需平衡和更高的质量约束来满足闭环份额会导致回收材料的估计成本更高。值得注意的是，除了节省材料和能源带来的经济收入外，还有非货币化的环境效益，例如PO2A、 PO2B分别节省1.4、4.5和 54亿桶石油当量的化石燃料外部成本 和PO2C ，减少塑料废物量和健康益处，如第 6.2.3 节所述。
For the recycling policy options, PO3B (incl. PO3A measures) shows the most attractive benefit/ costs ratio where the material revenues from improved separation (1.15 billion EUR) plus monetised CO2 savings (0.84 billion EUR plus 0.2 billion from avoided incineration) together outweigh the significant costs (1.50 billion EUR and 0.05 billion EUR removal costs) to achieve the improved treatment quality.
对于回收政策选项， PO3B （包括 PO3A 措施）显示了最具吸引力的效益/成本比，其中来自改进分离的材料收入（11.5 亿欧元）加上货币化的 CO 2节省（8.4 亿欧元加上避免焚烧的 2 亿欧元）超过了实现改善处理质量所需的巨额成本（15 亿欧元和 0.5 亿欧元清除成本）。
All collection options have a high BCR ranging from above 7 for PO4A to above 2 for PO4C and the cumulative option PO4D. Here, it should be noted that in absolute terms, the GHG savings are increasingly significant with PO4D having more than a tenfold value of +5.2 million tons of CO2eq compared to +0.4 and +1.5 million tons for respectively PO4A and PO4B. PO4D is thus by far the most effective option with a net monetised result of +1,1 million EUR. Moreover, the higher collection volume further amplifies the recycling results of PO3 in particular and improve the availability of materials for the recycled content targets of PO2 (see Section 8.2).
所有收集选项都具有较高的 BCR，范围从PO4A的 7 以上到PO4C的 2 以上以及累积选项PO4D。在这里，应该指出的是，从绝对值来看， PO4D的温室气体减排量越来越显着，其价值超过十倍以上，+520 万吨 CO 2eq PO4A和PO4B分别增加 0.4 万吨和 150 万吨。因此， PO4D是迄今为止最有效的选择，净货币化结果为 +110 万欧元。此外，较高的收集量进一步扩大了 PO3 的回收效果，特别是提高了 PO2 回收含量目标材料的可用性（见第 8.2 节）。
PO6B (including PO6A measures) has a comparable BCR to the PO4 options of 3.7, reflecting the relatively high environmental benefits and increased revenues vs limited costs, linked to the additional treatment of lorries, buses and L3e-L7e category vehicles.
PO6B （包括 PO6A 措施） 与 PO4 选项的 BCR 相当，为 3.7，反映了相对较高的环境效益和相对于有限成本的收入增加，这与卡车、公共汽车和 L3e-L7e 类别车辆的额外处理有关。
Cost – efficiency: cost per ton of CO2 avoided
成本 – 效率：每减少一吨二氧化碳的成本
To further compare the costs of the reduced GHG savings as a key decarbonisation objective of the proposal, Table 16 shows the costs per ton of CO2eq avoided for the different options. It shows that the cumulative PO4D collection measures and particularly the roadworthiness requirement upon export in combination with all other measures has the lowest cost of only 43 EUR per ton of CO2 reduction due to more recycling in the EU. This is followed by the PO2B recycled steel. Here the assessment is based on the combination of impacts including the costs for the PO3B (including PO3A measures) recycling improvement options, consistent with the same allocations as for the benefit - cost ratios highlighted under Table 15 above. The results for steel are thus indicative as the costs of creating higher purity scrap allocated to PO3B are related to both the removal of steel parts (allocated to PO2) as well as copper parts from the steel fraction (allocated to PO3 as a separate target material). For the steel recycled content, the costs of PO2B and PO2C are respectively 88 EUR and 29 EUR per ton.
为了进一步比较作为提案关键脱碳目标的温室气体减排成本，表 16 显示了不同方案每吨 CO 2eq避免的成本。结果表明，累积的PO4D收集措施，特别是出口时的适航性要求，与所有其他措施相结合，由于欧盟的回收量增加，每减少一吨 CO 2的成本最低，仅为 43 欧元。其次是PO2B再生钢。这里的评估基于影响的组合，包括PO3B的成本（包括 PO3A 措施） 回收改进方案，与上表 15 中突出显示的效益成本比的分配一致。因此，钢的结果具有指示性，因为产生分配给PO3B的更高纯度废钢的成本与钢部件（分配给 PO2）以及钢部件中铜部件（作为单独的目标材料分配给 PO3）的去除有关。 ）。对于钢铁回收成分， PO2B和PO2C的成本分别为每吨 88 欧元和 29 欧元。
Similarly for plastics, again based on the same allocations as for the benefit - cost ratios highlighted under Table 15 above, PO2B for plastics has a cost of 109 EUR per ton of CO2 avoided and is more efficient compared PO2A with relatively high investment costs for a relatively low amount of plastics, resulting in over 200 EUR per ton of CO2eq. For the higher volumes of PO2C, high prices of recyclates lead to a cost of 270 EUR per ton of CO2eq.
与塑料类似，同样基于与上表 15 中强调的效益-成本比相同的分配，塑料PO2B每避免一吨 CO 2的成本为 109 欧元，与投资成本相对较高的PO2A相比效率更高。塑料用量相对较少，每吨 CO 2eq成本超过 200 欧元。对于较大量的PO2C ，回收材料的高价格导致每吨 CO 2eq的成本为 270 欧元。
Table 16 Cost per ton of GHG reduction for the various policy options, 2035
表 16 2035 年各种政策方案每吨温室气体减排成本
|
Costs per ton of CO2eq avoided
每吨CO 2eq避免的成本
(2035, compared to baseline, including recurrent administrative costs)
（2035 年，与基准相比，包括经常性管理费用） |
Policy options 政策选择 |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined （结合
+ EPR) + EPR） |
|
EUR per ton of CO2 reduction
每减少一吨二氧化碳排放量 欧元 |
(values in addition to baseline)
（除基线之外的值） |
|
PO1 3RTA |
PO1A |
PO1B |
PO1C |
|
|
|
Production (3RTA) 生产（3RTA） |
Not assessed quantitatively
未进行定量评估 |
|
PO2 Steel recycled content
PO2钢回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
Production + recycling (steel RC) *1
生产+回收（钢RC）*1 |
N.A. |
� 88 88 欧元 |
� 29 29 欧元 |
N.A. |
N.A. |
|
PO2 Plastics recycled content
PO2 塑料回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
Production + recycling (plastics RC) *2
生产+回收（塑料RC）*2 |
� 257 257 欧元 |
� 109 109 欧元 |
� 270 270 欧元 |
� 109 109 欧元 |
� 109 109 欧元 |
|
PO3 Recycling PO3回收 |
PO3A |
PO3B |
PO3C |
|
|
|
Recycling (excl. costs plastics/steel) *3
回收（不包括塑料/钢材成本）*3 |
� 231 231 欧元 |
� 108 108 欧元 |
� 203 203 欧元 |
� 108 108 欧元 |
� 103 103 欧元 |
|
PO4 Collection PO4系列 |
PO4A |
PO4B |
PO4C |
PO4D |
|
|
EUR/ton CO2, collection + export
欧元/吨二氧化碳，收集+出口 |
< 0 |
� 23 23 欧元 |
� 86 86 欧元 |
� 43 43 欧元 |
� 50 50 欧元 |
|
PO6 Scope extension PO6 范围扩展 |
PO6A |
PO6B |
PO6C |
|
|
|
EUR/ton CO2, scope extension (L+HDV)
欧元/吨 CO2，范围扩展 (L+HDV) |
n.a. 娜 |
� 8 8 欧元 |
n.a 娜 |
� 8 8 欧元 |
� 8 8 欧元 |
|
|
|
|
|
� 69 69 欧元 |
� 72 72 欧元 |
*1 This includes the costs for removal of steel parts at ATFs originally allocated to PO3, *2 This includes the avoided emissions from plastics incineration originally allocated to PO3 for the plastics recycled under PO2, *3 This excludes the costs and avoided emissions allocated to PO2 (see Annex 8.5.2 for more details)
*1 这包括最初分配给 PO3 的 ATF 中去除钢部件的成本，*2 这包括最初分配给 PO3 的塑料焚烧所避免的排放量，用于 PO2 下回收的塑料，*3 这不包括分配给 PO3 的成本和避免的排放量PO2（详见附件8.5.2）
Efficiency, effectiveness, coherence and proportionality
效率、有效性、一致性和相称性
Below Table 17 provides a summary of the comparison of the options based on the two key criteria that are quantified regarding ‘effectiveness’, for which the absolute GHG savings are used as the primary parameter and ‘efficiency’, from the previous Table. For PO1 and PO6 a more qualitive comparison is performed, as well as for the criteria of ‘coherence’ and ‘proportionality’ are provided. A more detailed description and the reference to all the individual instances in the supporting study are provided in Annex 8.5.2
下表 17 总结了基于两个关键标准的选项比较，这两个关键标准量化了“有效性”（其中绝对温室气体减排量用作主要参数）和上表中的“效率”。对于 PO1 和 PO6 进行了更定性的比较，并提供了“一致性”和“比例性”的标准。附件 8.5.2 提供了更详细的描述以及对支持研究中所有个体实例的参考
Table 17 Comparison of options compared to the general objectives, effectiveness, efficiency, coherence and proportionality
表 17 选项与总体目标、有效性、效率、一致性和相称性的比较
|
PO1. Design Circular PO1。设计通告 |
PO1A |
PO1B |
PO1C |
|
|
|
|
|
Effectiveness 效力 |
(++) |
(++) |
(+++) （+++） |
|
|
|
|
|
Efficiency 效率 |
(++) |
(++) |
(+++) （+++） |
|
|
|
|
|
Coherence 连贯性 |
(+) |
(++) |
(+++) （+++） |
|
|
|
|
|
Proportionality 相称性 |
(++) |
(+++) （+++） |
(+++) （+++） |
|
|
|
|
|
PO2. Steel Recycled Content
氧分压。钢铁回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
|
|
Effectiveness 效力 |
(o) |
(+) |
(++) |
|
|
|
|
|
- incl. GHG savings (kton CO2eq)
- 包括。温室气体减排量（kton CO 2eq ） |
0 |
+585 |
+1,404 |
|
|
|
|
|
Efficiency 效率 |
(o) |
(++) |
(++) |
|
|
|
|
|
- Benefit Cost Ratio (BCR)
- 效益成本比（BCR） |
N.A. |
1.7* |
2.4* |
|
|
|
|
|
Coherence 连贯性 |
(o) |
(+++) （+++） |
(++) |
|
|
|
|
|
Proportionality 相称性 |
(o) |
n.a. 娜 |
n.a. 娜 |
|
|
|
|
|
PO2. Plastics Recycled Content
氧分压。塑料回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
|
|
Effectiveness 效力 |
(+) |
(++) |
(++) |
|
|
|
|
|
- incl. GHG savings (kton CO2eq)
- 包括。温室气体减排量（kton CO 2eq ） |
+426* |
+1,313* |
+1,599* |
|
|
|
|
|
Efficiency 效率 |
(-) |
(+) |
(-) |
|
|
|
|
|
- Benefit Cost Ratio (BCR)
- 效益成本比（BCR） |
0.96* |
1.2* |
0.94* |
|
|
|
|
|
Coherence 连贯性 |
(+) |
(+++) （+++） |
(++) |
|
|
(+++) （+++） |
(+++) highly positive (+++) 高度积极 |
|
Proportionality 相称性 |
(o) |
(+) |
(--) |
|
|
(++) |
(++) moderately positive (++) 中等积极 |
|
PO3. Treat Better PO3。更好地对待 |
PO3A |
PO3B |
PO3C |
|
|
(+) |
(+) slightly positive (+) 略为积极 |
|
Effectiveness 效力 |
(++) |
(+++) （+++） |
(++) |
|
|
(o) |
(o) neutral/ baseline (o) 中性/基线 |
|
- incl. GHG savings (kton CO2eq)
- 包括。温室气体减排量（kton CO 2eq ） |
+1,042* |
+2,689* |
+1,656* |
|
|
(-) |
(-) slightly negative (-) 略为负 |
|
Efficiency 效率 |
(-) |
(+) |
(o) |
|
|
(--) |
(--) moderately negative (--) 中等负面 |
|
- Benefit Cost Ratio (BCR)
- 效益成本比（BCR） |
0.91* |
1.2* |
0.99* |
|
|
(---) |
(---) highly negative (---) 高度负面 |
|
Coherence 连贯性 |
(++) |
(+++) （+++） |
(+) |
|
|
n.a. 娜 |
not assessed 未评估 |
|
Proportionality 相称性 |
(+) |
(+++) （+++） |
(-) |
|
|
|
|
|
PO4. Collect More PO4。收集更多 |
PO4A |
PO4B |
PO4C |
PO4D |
|
|
|
|
Effectiveness 效力 |
(+) |
(++) |
(+++) （+++） |
(+++) （+++） |
|
|
|
|
- incl. GHG savings (kton CO2eq)
- 包括。温室气体减排量（kton CO 2eq ） |
+353 |
+1,513 |
+3,222 |
+5,218 |
|
|
|
|
Efficiency 效率 |
(+++) （+++） |
(+++) （+++） |
(++) |
(++) |
|
|
|
|
- Benefit Cost Ratio (BCR)
- 效益成本比（BCR） |
4.0 |
3.5 |
2.1 |
2.7 |
|
|
|
|
Coherence 连贯性 |
(+) |
(+) |
(++) |
(++) |
|
|
|
|
Proportionality 相称性 |
(++) |
(++) |
(+) |
(++) |
|
|
|
|
PO5. EPR PO5。 EPR |
PO5A |
PO5B |
PO5C |
|
|
|
|
|
Effectiveness 效力 |
(++) |
(+++) （+++） |
(+) |
|
|
|
|
|
Efficiency 效率 |
(+) |
(++) |
(+) |
|
|
|
|
|
Coherence 连贯性 |
(++) |
(+++) （+++） |
(++) |
|
|
|
|
|
Proportionality 相称性 |
(+) |
(+++) （+++） |
(++) |
|
|
|
|
|
PO6. Cover more vehicles PO6。覆盖更多车辆 |
PO6A |
PO6B |
PO6C |
|
|
|
|
|
Effectiveness 效力 |
(-) |
(++) |
(++) |
|
|
|
|
|
- incl. GHG savings (kton CO2eq)
- 包括。温室气体减排量（kton CO 2eq ） |
n.a. 娜 |
+1,120 |
n.a. 娜 |
|
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|
|
|
Efficiency 效率 |
(+) |
(+++) （+++） |
(-) |
|
|
|
|
|
- Benefit Cost Ratio (BCR)
- 效益成本比（BCR） |
n.a. 娜 |
3.7 |
n.a. 娜 |
|
|
|
|
|
Coherence 连贯性 |
(+) |
(++) |
(+++) （+++） |
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|
|
|
|
Proportionality 相称性 |
(+) |
(++) |
(--) |
|
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|
|
* Based under the same PO2/PO3 assumptions as applied to Table 15 and 16
* 基于与表 15 和 16 相同的 PO2/PO3 假设
The analysis reveals a range of consistent performances for almost all criteria for PO1C.
分析揭示了PO1C几乎所有标准的一系列一致性能。
PO2C for recycled content of plastics has a lower score for proportionality, due to constraint availability of plastic recyclates. Both PO2A and PO2C for plastics have a benefit – cost ratio below 1, even when the monetised GHG savings of avoided incineration are added to the revenue side. The plastics recycling volume of PO2B appears to offer the best balance in costs and revenues.
由于塑料回收材料的可用性有限， PO2C的塑料回收含量比例得分较低。塑料的PO2A和PO2C的效益成本比都低于 1，即使将避免焚烧所节省的货币化温室气体添加到收入方面也是如此。 PO2B的塑料回收量似乎在成本和收入方面实现了最佳平衡。
For steel recycled content, PO2A is less efficient than PO2B and PO2C, however there are significant uncertainties in setting an appropriate target level, which make it difficult to derive a reliable assessment of the proportionality of the targets.
对于钢的回收含量， PO2A的效率低于PO2B和PO2C ，但在设定适当的目标水平时存在很大的不确定性，这使得难以对目标的比例性进行可靠的评估。
PO3A and PO3C (incl. PO3A and PO3B measures) have a benefit – cost ratio below 1 as well. The proportionality of PO3C is scoring low as the additional removal costs of materials and components are very costly compared to PO3B (incl. PO3A).
PO3A和PO3C （包括 PO3A 和 PO3B 措施）的效益成本比也低于 1。 PO3C的比例得分较低，因为与PO3B （包括 PO3A）相比，材料和组件的额外去除成本非常昂贵。
PO4C with the roadworthiness requirements upon export has a very significant impact on GHGs savings and therefore a higher effectiveness than PO4A and PO4B. It will also affect directly specialised car dealers exporting (low quality) used vehicles. The export requirements are proportionate: they do not set up a blanket ban on the export of used cars (even those above a certain age) but only require that used vehicles are roadworthy in compliance with Directive 2014/45/EU as a condition for export. Car dealers wishing to export a used vehicle whose roadworthiness certificate has expired can do a periodic technical inspection (PTI) to obtain a new certificate. This requirement is also consistent with the legislation applying in the EU as a vehicle which is not considered roadworthy cannot legally be driven on the EU roads. The cumulative PO4D, which combines measures from PO4A, PO4B and PO4C, has the maximum effectiveness as it provides for complementary measures applying both to (i) missing vehicles in the EU and (ii) ELVs and used cars exported outside the EU to ensure a higher collection in the EU.
PO4C在出口时具有适航性要求，对温室气体减排有非常显着的影响，因此比 PO4A 和 PO4B 具有更高的有效性。它还将直接影响出口（低质量）二手车的专业汽车经销商。出口要求是相称的：他们没有全面禁止二手车（即使是超过一定车龄的）出口，而只是要求二手车符合 2014/45/EU 指令的适航性作为出口条件。希望出口适航证书已过期的二手车的汽车经销商可以进行定期技术检查（PTI）以获得新证书。这一要求也符合欧盟适用的立法，因为不被认为适合道路行驶的车辆不能在欧盟道路上合法行驶。累积PO4D结合了PO4A、PO4B和PO4C的措施，具有最大的有效性，因为它提供了补充措施，适用于 (i) 欧盟境内失踪车辆和 (ii) 出口到欧盟以外的报废汽车和二手车，以确保欧盟的收集量更高。
PO5B (incl. PO5A measures) offers advantages of increasing harmonisation in the implementation of EPR requirements across the EU, whereas leaving room to member states for the market specific implementations. The measures under PO5C (incl. PO5A and PO5B measures) would be difficult to apply uniformly across the EU and may be unacceptable from a subsidiarity point of view (criterium not displayed in Table 17). Therefore, PO5B for EPR is the most effective, coherent and proportional choice.
PO5B （包括 PO5A 措施）具有增强整个欧盟 EPR 要求实施协调性的优势，同时为成员国的市场特定实施留有空间。 PO5C下的措施（包括 PO5A 和 PO5B 措施）很难在整个欧盟统一适用，并且从辅助性角度来看可能是不可接受的（表 17 中未显示标准）。因此， EPR 的PO5B是最有效、最连贯、最比例的选择。
PO6B (incl. PO6A measures) provides relevant environmental benefits. They are higher than PO6A which provides only limited benefits (even though they cannot be quantified). As indicated above, the impacts of PO6C cannot be completely quantified) but will certain generate important costs and would not be proportionate. In that respect, PO6B is a coherent and proportionate approach to increase circularity a harmonised manner in sectors which are currently not subject to any specific EU legal requirements.
PO6B （包括 PO6A 措施）具有相关的环境效益。它们比 PO6A 更高，而 PO6A 只提供有限的益处（即使无法量化）。如上所述， PO6C的影响无法完全量化，但肯定会产生重大成本，而且不成比例。在这方面， PO6B是一种连贯且相称的方法，可以在目前不受任何特定欧盟法律要求约束的行业中以协调的方式提高循环性。
8Preferred policy package 首选政策组合
Based on above comparison of options, the preferred policy package is a combination of the following options: PO1C (incl. PO1A and PO1B measures) for the design stage; A mix of choices for policy option 2: PO2A, M10a for recycled content for steel, PO2B, M9b for plastics and the empowerment for the Commission to establish targets for materials other than plastics and steel from PO2C, M11; PO3B (incl. PO3A measures) for waste management; the cumulative approach for PO4D for collection; PO5B (incl. PO5A measures) for economic incentives and EPR and PO6B (incl. PO6A measures) enabling a phased-in approach for the scope extension. These choices are explained below.
根据以上方案比较，首选政策方案是以下方案的组合：设计阶段的PO1C （包括 PO1A 和 PO1B 措施）；政策选项 2 的多种选择： PO2A 、M10a（用于钢铁回收成分）、 PO2B 、M9b 塑料和授权委员会制定PO2C 、M11 塑料和钢铁以外材料的目标；用于废物管理的PO3B （包括 PO3A 措施）； PO4D收集的累积方法； PO5B （包括 PO5A 措施）用于经济激励和 EPR 和PO6B （包括 PO6A 措施），支持分阶段扩大范围。这些选择的解释如下。
These options are included in this preferred policy package as they are the most effective and efficient in addressing each of the specific problems identified in section 2, first on their own merits. Second, the options are also mutually supportive and together form a carefully balanced package as explained at the end of section 8.1.
这些选项包含在本首选政策方案中，因为它们在解决第 2 节中确定的每个具体问题方面最有效和高效，首先是它们本身的优点。其次，这些选项也是相互支持的，并共同构成一个精心平衡的一揽子计划，如第 8.1 节末尾所述。
8.1Preferred options
首选选项
Design circular: PO1C, including all PO1A and PO1B measures (M1-3,M4c,M5c,M6-M8), is the preferred option. It anchors the circularity requirements as an important element of the type-approval of new vehicle types. It contains a mix of short term obligations (requirement for vehicle manufacturers to make available detailed and user-friendly dismantling and recycling information, including the use and location of CRMs in vehicles and on the share of recycled content used in new vehicles; follow-up on manufacturers’ obligation to ensure recyclability and re-usability of type-approved vehicles through circularity strategies) and actions on a medium term (revision of the methodology to calculate recyclability and re-usability of new vehicles at type-approval stage and the development of an Circularity Vehicle Passport). This provides an ambitious, cost-effective and proportionate package to improve the circularity in the design of vehicles. For the substances in vehicles, the preferred option is to cover all new restrictions of substances in vehicles under REACH , the Union’s core chemicals legislation, while existing restrictions on four substances in vehicles (and their associated exemptions) would remain regulated under the ELV/3RTA legislation.
设计通告：PO1C ，包括所有PO1A和PO1B措施（ M1-3，M4c ，M5c， M6-M 8 ） ，是首选。它将循环要求作为新车型型式批准的一个重要要素。 它包含一系列短期义务（要求车辆制造商提供详细且用户友好的拆解和回收信息，包括车辆中 CRM 的使用和位置以及新车中使用的回收内容的份额； 厂家跟进 通过循环战略确保型式核准车辆的可回收性和可重复使用性的义务） 和中期行动 （修订在型式核准阶段计算新车可回收性和可重复使用性的方法，并制定新的 循环车 护照） 。这提供了一个雄心勃勃、具有成本效益且相称的方案，以提高车辆设计的循环性。 对于车辆中的物质，首选的选择是涵盖车辆中物质的所有新限制。 根据欧盟核心化学品法规REACH ，同时 对四种物质的现有限制 车辆（及其相关豁免）仍将受到ELV/3RTA 立法的监管。
Feedback from affected stakeholders: Many stakeholders from the automotive manufacturing sector stressed that they have embarked into the transition to circularity and that only minimal amendments were needed to the applicable legislation. They also specifically requested to consider other design-related compliance demands related to safety and climate neutrality requirements to avoid conflicting requirements. They often oppose the merger between the ELV Directive and the 3R TA Directive. A few of them however are in favour of addressing better design for recycling provisions in the new legislation, to ensure a level playing field and better transparency. The dismantling and recycling sectors (mostly SMEs) are calling for more ambitious legislation on the design for dismantling/recycling and on the sharing of information from vehicle manufacturers to help dismantling. Environmental NGOs, waste management authorities and public authorities are almost unanimously in support of a life-cycle approach covering all stages of the lifecycle and consequently to address the design for circularity measures.
受影响的利益相关者的反馈：汽车制造行业的许多利益相关者强调，他们已经开始向循环转型，只需要对适用的立法进行最小程度的修改。他们还特别要求考虑与安全和气候中立要求相关的其他设计相关合规要求，以避免要求冲突。他们经常反对ELV指令和3R TA指令的合并。然而，其中一些人赞成在新立法中更好地设计回收条款，以确保公平的竞争环境和更好的透明度。拆解和回收行业（主要是中小企业）呼吁就拆解/回收设计以及汽车制造商信息共享以帮助拆解制定更雄心勃勃的立法。环境非政府组织、废物管理当局和公共当局几乎一致支持涵盖生命周期所有阶段的生命周期方法，从而解决循环措施的设计问题。
Use recycled content: The preferred option includes a mix of the following measures: M9b for plastics, M10a for steel and M11 for other materials.
使用回收材料：首选方案包括以下措施的组合：M9b（塑料）、M10a（钢）和 M11（其他材料）。
The ambition level of PO2B, M9b is the preferred option for plastics with recycled content targets of 25% applicable to newly type approved vehicles by 2031, of which 25% closed-loop. It provides a significant increase to the recycling of plastics from ELVs and lower the carbon footprint linked to the use of plastics in new vehicles. The PO2B level provides the best-cost-benefit balance, avoids excessive costs and risks of supply shortage, and offers most certainty for manufacturing planning.
PO2B的雄心水平， M9b是塑料的首选，回收含量目标为25%，适用于到2031年新型号批准的车辆，其中25%为闭环。它显着增加了报废汽车塑料的回收利用，并降低了与新车使用塑料相关的碳足迹。 PO2B级别提供最佳的成本效益平衡，避免成本过高和供应短缺的风险，并为制造计划提供最大的确定性。
For steel recycled content, all options can provide significant GHG savings and an important ‘pull effect’ to better utilise ELV steel scraps in the future, but to a different degree and in different stages. They complement the ‘push effect’ for increased quality of steel scrap defined under PO3B and enhance cooperation between manufacturers, steel industry and recyclers. The ambition level of PO2A (M10a) takes best into account the need to further address the uncertainty related to the ability of the automotive producers to increase the incorporation of steel scrap, in particular post-consumer scrap, in new electric vehicles . The advantages of PO2B would be that creating a pull to increase scrap utilisation in steel production can achieve faster decarbonisation of production compared to other, more long-term technology conversions and it reduces the need for natural gas, coal and iron-ore in steel production more short-term, provided high quality scraps are made available. However, the uncertainty in setting an appropriate target level directly in the future legislation is too high. This is due to uncertainties about (i) the future share of long products (more likely to be able to include recycled steel) in EVs; (ii) current uptake levels of post-consumer scrap in flat production; (iii) the share of pre-consumer versus post-consumer in current scrap utilisation rates and finally about (iv) the impact of such target on the availability and prices of scrap for other steel-demanding sectors. In that regard, the establishment of a steel recycled content target under PO2B, M10b, presents the risk to define the target level too low with the consequence that it would not form an actual incentive to higher post-consumer scrap uptake levels. PO2C, M10c with the higher target and closed loop percentage may reduce flexibility in the sourcing of post-consumer scrap and is therefore not selected. PO2A, M10a is the preferred option in the case of steel.
对于钢铁回收成分，所有选项都可以提供显着的温室气体减排和重要的“拉动效应”，以在未来更好地利用ELV废钢，但程度不同，阶段不同。它们补充了PO3B定义的提高废钢质量的“推动效应” ，并加强了制造商、钢铁行业和回收商之间的合作。 PO2A的野心水平 ( M10a )充分考虑到需要 进一步解决与汽车生产商在新型电动汽车中增加废钢（特别是消费后废钢）的使用能力相关的不确定性 。 PO2B的优势 与其他更长期的技术转换相比，提高钢铁生产中的废钢利用率可以实现更快的生产脱碳，并且可以更短期地减少钢铁生产中对天然气、煤炭和铁矿石的需求，前提是提供高质量的废料。 然而，在未来的立法中直接设定适当的目标水平的不确定性太大。这是 由于(i) 长材产品未来份额的不确定性（更有可能 能够 包括再生钢）在电动汽车中； (ii) 目前板材生产中消费后废料的吸收水平； (iii) 消费前与消费后在当前废钢利用率中所占的份额，最后是 ( iv ) 这一目标是针对其他钢铁需求行业的废钢供应和价格。在这方面，在PO2B 、 M10b下建立钢铁回收含量目标存在将目标水平定义得太低的风险，其结果是它不会形成更高的消费后废钢吸收水平的实际激励。 PO2C 、 M10c具有较高的目标和闭环百分比，可能会降低消费后废料采购的灵活性，因此不被选择。 对于钢， PO2A 、M10a是首选。
Other recycled content targets for materials like aluminium and other CRMs like magnesium and REE permanent magnet materials cannot yet be substantiated as automotive designs are changing fast and recycling markets are very dynamic with significant progress in sorting technologies. Aluminium is a complex material with a range of alloy types involved and complex logistics to achieve sufficient economies of scale from treatment from sorted alloy families. It is further challenging to establish specific recycled content targets for each type. There are many economic factors to consider, e.g. demand and market value, recycling feasibility and profitability of each type, when determining targets for individual alloys. For these materials, the combination of the mandatory recycled content declaration under PO1C and the treatment requirements of PO3B are regarded adequate for the short term, but an empowerment for the Commission to come forward with recycled content targets for additional materials (such as CRMs, and aluminium) is foreseen within 5 years after the entry into force of the new legislation, if this proves necessary in the future (PO2C, M11).
铝等材料以及镁和稀土永磁材料等其他 CRM 材料的其他回收含量目标尚无法得到证实，因为汽车设计正在快速变化，而且回收市场非常活跃，分选技术也取得了重大进展。铝是一种复杂的材料，涉及多种合金类型和复杂的物流，以通过分类合金系列的处理实现足够的规模经济。为每种类型制定具体的回收含量目标更具挑战性。在确定单个合金的目标时，需要考虑许多经济因素，例如需求和市场价值、回收可行性和每种类型的盈利能力。对于这些材料， PO1C下的强制性回收成分声明和PO3B的处理要求相结合被认为在短期内是足够的，但委员会有权提出其他材料（例如 CRM 和铝）预计在新立法生效后 5 年内实施，如果将来证明有必要的话（ PO2C ，M11）。
Feedback from affected stakeholders: Strong support was expressed for recycled content targets from the recycling and dismantling sectors, which are mostly composed of SMEs, and by civil society organisations. The automotive sector was more split on the opportunity to set such targets for plastics, mentioning possible lack of supply of recyclates meeting the specifications of their sector, as well as advocating that any possible future target should include pre-consumer waste and allow for chemical recycling. The plastics industry also insisted that chemical recycling was needed to increase recycled plastics in vehicles. The steel industry did not express support for recycled steel target, with EUROFER indicating that higher ELV scrap target will compete with (hydrogen based) EAF-DRI in the future as part of long-term investments in ‘green steel’. The automotive sector is divided: individual vehicle manufacturers have been developing a proactive approach in increasing the use of recycled content, as a key element in their decarbonisation policy. Several car manufacturers acknowledge difficulties in sourcing steels with recycled contents above 25%. The recycling sector sees a steel recycled content target as essential to help securing their supply of high-quality steel scrap and compensate for their investments to improve it. ACEA explicitly stated the need for sufficient lead time to adjust supply chains to new recycled content requirements.
受影响利益相关者的反馈：回收和拆解行业（主要由中小企业组成）和民间社会组织对回收内容目标表示强烈支持。汽车行业对于制定此类塑料目标的机会存在更大分歧，他们提到可能缺乏符合其行业规格的回收材料供应，并主张任何未来可能的目标都应包括消费前废物并允许化学回收。塑料行业还坚持认为需要化学回收来增加车辆中的再生塑料。钢铁行业并未表示支持再生钢目标，EUROFER 表示，作为“绿色钢铁”长期投资的一部分，未来更高的 ELV 废钢目标将与（氢基）EAF-DRI 竞争。汽车行业存在分歧：个别汽车制造商一直在制定积极主动的方法，增加回收材料的使用，作为其脱碳政策的关键要素。多家汽车制造商承认，采购回收含量超过 25% 的钢材存在困难。回收行业认为钢铁回收含量目标对于帮助确保高质量废钢的供应并补偿其改善废钢的投资至关重要。 ACEA 明确表示需要足够的准备时间来调整供应链以适应新的回收成分要求。
Treat better: PO3B (including measures (M12, M13a-b,M14a-b,M15b,M16a-b) related to PO3A as highlighted in Table 1) is the preferred option, as it most effectively addresses the complexity of improving recycling quantity and quality for a wide variety of different materials present in ELVs. The GHG savings are higher and the costs are lower for PO3B in comparison to PO3C. The stricter definition of “recycling” and restrictions on landfilling will ensure that residues from shredding are effectively recycled or recovered, rather than backfilled or landfilled. This option also contains specific and cost-effective measures for each of the materials and different types. The removal obligations prior to shredding of PO3B allow for substantial progress to recover and recycle batteries and electric drive motors from EVs and other parts/components containing plastics, precious metals and CRMs, which are associated with the electrification of the fleet and the wide use of electronics in new vehicles (M13a, M13b). To remain technology-neutral, a derogation from this obligation would apply when recyclers provide verifiable evidence that separation leads to recyclates of at least similar high quality as via manual dismantling. The PO3B ban on mixed treatment and mandatory removal and separate recycling of e-drive motors would thrive the permanent magnet recycling value chain and generate new flows of CRMs for further recycling. It is estimated that respectively circa 2.4 kton and 4.2 kton of permanent magnet flows would be made available in 2035 and 2040 for high quality recycling from future EU ELVs. The separate sorting and recycling of e-drive motors will have a positive impact on innovation and R&D in the EU. The available e-drive motors thanks to this option would thrive research, innovation and the development of new recycling technologies to increase the recovery of SRM, especially CRMs. It would further decrease copper contamination in steel and aluminium scraps from ELVs.
更好地对待：PO3B （包括表 1 中突出显示的与PO3A相关的措施（M12、M13a-b、M14a-b、M15b、M16a-b））是首选，因为它 最有效地解决了提高 ELV 中各种不同材料的回收数量和质量的复杂性。与PO3C相比， PO3B的温室气体减排量更高，成本更低。更严格的“回收”定义和垃圾填埋限制将确保破碎残留物得到有效回收或回收，而不是回填或填埋。该选项还包含针对每种材料和不同类型的具体且具有成本效益的措施。粉碎PO3B之前的清除义务使得在电动汽车和其他含有塑料、贵金属和 CRM 的零部件/部件的回收和循环利用电池和电力驱动电机方面取得了实质性进展，这些部件/部件与车队的电气化和广泛使用相关。新车中的电子设备（M13a、M13b）。为了保持技术中立，当回收商提供可验证的证据表明分离导致的回收品至少具有与手动拆卸类似的高质量时，这一义务将适用。 PO3B禁止混合处理以及强制清除和单独回收电力驱动电机，这将繁荣永磁体回收价值链，并产生新的 CRM 流以供进一步回收。估计分别约为 2.4 千吨和 4.2035 年和 2040 年将提供 2 千吨永磁流，用于未来欧盟 ELV 的高质量回收。电驱动电机的单独分类和回收将对欧盟的创新和研发产生积极影响。由于此选项，可用的电驱动电机将促进新回收技术的研究、创新和开发，以提高 SRM（尤其是 CRM）的回收率。它将进一步减少报废汽车中钢和铝废料中的铜污染。
Feedback from affected stakeholders: The most common responses supported measures to improve the separate recycling of materials from ELVs, to increase their quality. The dismantling and recycling sectors pointed out that these measures would increase their costs. EuRIC and BVSE expressed strong concerns in case removal obligations would be strictly interpreted as a manual dismantling approach, which could lead to excessive costs and hamper innovation in (semi)-automated pre-treatment and PST.
受影响的利益相关者的反馈：最常见的回应支持采取措施改进报废汽车材料的单独回收，以提高其质量。拆解和回收行业指出，这些措施将增加他们的成本。 EuRIC 和 BVSE 表达了强烈的担忧，担心拆除义务被严格解释为手动拆除方法，这可能导致成本过高并阻碍（半）自动化预处理和 PST 的创新。
Collect more: PO4D, which encompasses all measures (M17b, M18, M19a-c, M20, M21) of PO4A, PO4B, and PO4C as outlined in Table 1, represents the preferred option. Table 4 confirms that this combination is the most effective means of achieving the objective of increased ELV collection. Additionally, Table 15 demonstrates that this combination provides a high cost-benefit ratio at the same time. The traceability of used vehicles and ELVs would be improved through (i) a clearer allocation of responsibility for the issuing and reporting of the certificate of destruction (CoD) among economic operators and competent authorities and (ii) the integration of additional information in national vehicle registration systems and their interoperability between Member States. To address the illegal export of ELVs and reduce export of non-roadworthy vehicles, binding criteria for the distinction between used vehicles and ELVs would be established as well as (M19b) a requirement that the export of used vehicles is only authorised if it can be verified that the vehicle concerned is roadworthy. (M21). New provisions on enforcement would also help addressing illegal treatment and export of ELVs. The impact of these measures should be significant in terms of bringing additional ELVs for treatment to legal ATFs in the EU and reducing the EU external environmental footprint linked to the export of vehicles which are not roadworthy.
收集更多： PO4D包含表 1 中概述的PO4A 、 PO4B和PO4C的所有度量（M17b、M18、M19a-c、M20、M21），代表首选选项。表 4 证实，这种组合是实现增加 ELV 收集目标的最有效方法。此外，表 15 表明这种组合同时提供了高成本效益比。二手车和报废汽车的可追溯性将通过以下方式得到改善：(i) 经济运营商和主管当局之间更明确地分配销毁证书 (CoD) 的签发和报告责任；(ii) 将附加信息整合到国家车辆中注册系统及其成员国之间的互操作性。为解决报废汽车的非法出口问题并减少非道路行驶车辆的出口，将制定区分二手车和报废汽车的约束性标准，并要求 (M19b) 要求仅在能够满足要求的情况下才允许出口二手车。核实有关车辆适合道路行驶。 （M21）。新的执法规定也将有助于解决报废汽车的非法处理和出口问题。这些措施的影响应该是重大的，因为将额外的 ELV 纳入欧盟的合法 ATF 处理，并减少与不适合道路行驶的车辆出口相关的欧盟外部环境足迹。
Feedback from affected stakeholders: There was strong support from stakeholders to adopt ambitious measures to address the persistent problems of “missing vehicles”, including through stricter conditions on the export of non-roadworthy used vehicles.
受影响的利益相关者的反馈：利益相关者强烈支持采取雄心勃勃的措施来解决持续存在的“车辆失踪”问题，包括对不适合上路的二手车的出口施加更严格的条件。
Financial and organisational incentives: PO5B (including all measures (M22-M25) related to PO5A as highlighted in Table 1) is the preferred option, providing substantial incentives for a better functioning of the recycling market via the establishment of an obligation for producers to increase collection of ELVs and cover costs of dismantling efforts that cannot be offset by the trade in used parts or recyclates. This will also help reducing illegal practices . To ensure harmonisation on how fees are calculated across the EU and further create design incentives leading to lower future recycling costs, this option sets out criteria on how EPR fees are to be modulated, such as the weight of the vehicle, the time to dismantle components such as the battery and amount of recycled content. In addition, it sets out a mechanism to ensure that fees by vehicle manufacturers are paid to recyclers, in the case where the vehicle is treated as an ELV in an EU Member State different than the one where it was placed on the market (“cross-border” EPR mechanism). This takes account of the important volume of intra-EU movements of used vehicles. It is particularly relevant for waste operators located in Member States which have a large share of old used vehicles in their fleet, as these vehicles often become waste and are treated in these Member States, while many of these vehicles were placed on the EU market as new vehicles in another Member State.
财务和组织激励：PO5B （包括表 1 中突出显示的与PO5A相关的所有措施（M22 -M25 ） ） 是首选方案，为回收市场更好地运作提供实质性激励 通过规定生产商有义务增加报废车辆的收集，并承担无法通过旧零件或回收品贸易抵消的拆解成本。这也将有助于减少非法行为 。为了确保整个欧盟费用计算方式的统一，并进一步制定设计激励措施，从而降低未来的回收成本，该选项规定 如何调整 EPR 费用的标准，例如车辆重量、拆卸电池等部件的时间以及回收材料的数量。 此外，它还制定了一种机制，以确保车辆制造商向回收商支付费用，如果车辆在欧盟成员国中被视为与投放市场的国家不同的ELV （“交叉”） -边界”EPR机制）。这考虑到了欧盟内部二手车流动的重要数量。这对于位于其车队中旧旧车辆占很大比例的成员国的废物处理经营者尤其重要，因为这些车辆经常成为废物并在这些成员国进行处理，而其中许多车辆被放置在欧盟。作为新车在另一个成员国上市。
Feedback from affected stakeholders: Many vehicle manufacturers pointed out that the dismantling sector is profitable under normal market conditions and does not need extra financial compensation. Some of them stressed that they should be entitled to exercise their producer responsibility duties through individual schemes, and not be obliged to join Producer Responsibility Organisations. Stakeholders from the dismantling, shredding and recycling sector pleaded for more financial responsibility from the automotive industry to cover extra costs linked to increased collection and improved waste management, but also underlined that EPR obligations should not reduce their independence and called for clear safeguards in future schemes in this regard.
受影响利益相关者反馈：不少整车厂指出，拆解行业在正常市场情况下是有利可图的，不需要额外的经济补偿。其中一些人强调，他们应该有权通过个人计划履行生产者责任职责，而不是必须加入生产者责任组织。拆解、粉碎和回收行业的利益相关者恳求汽车行业承担更多的财务责任，以支付与增加收集和改善废物管理相关的额外成本，但也强调 EPR 义务不应降低其独立性，并呼吁在未来的计划中制定明确的保障措施在这方面。
Cover more vehicles: PO6B (including the information provision measures M28 from PO6A plus M30a-b,M31b,M32) as highlighted in Table 1) is selected as the preferred option for the scope extension to L3e-L7e category vehicles, lorries, buses and trailers. It sets out basic requirements for environmental protection and minimum recycling quality via (i) the provision of information by manufacturers on composition of these vehicles, (ii) the obligation that lorries, buses and L3e-L7e category vehicles reaching end-of-life shall only be treated in authorised treatment facilities (ATFs), (iii) new rules on the export of lorries and busses and (iv) the establishment of manufacturer’s responsibility for the collection and reporting for these vehicles (basic EPR scheme). These requirements are reaching less far than those applying to M1-N1 vehicles, providing more moderate environmental benefits, at a limited cost. They represent a “phased-in” approach, i.e., a starting point to put these vehicles on a path to more circular business models, initiating a change in practices and allowing to gain additional information which could pave the way for more ambitious measures in the medium to long-term.
覆盖更多车辆：PO6B （包括表 1 中突出显示的PO6A的信息提供措施 M28加 M30a-b、M31b、M32）被选为范围扩展到 L3e-L7e 类别车辆、卡车、公共汽车和拖车。它通过以下方式规定了环境保护和最低回收质量的基本要求：(i) 制造商提供有关这些车辆成分的信息，(ii) 卡车、公共汽车和达到使用寿命的 L3e-L7e 类车辆应遵守的义务只能在授权处理设施 (ATF) 中进行处理，(iii) 关于卡车和公共汽车出口的新规则，以及 (iv) 建立制造商收集和报告这些车辆的责任（基本 EPR 计划）。这些要求的影响程度低于适用于 M1-N1 车辆的要求，以有限的成本提供更适度的环境效益。它们代表了一种“分阶段”的方法，即，作为一个起点，使这些工具走上更加循环的商业模式的道路，启动实践的改变，并允许获得更多信息，从而为在该领域采取更雄心勃勃的措施铺平道路。中长期。
Feedback from affected stakeholders: Almost all stakeholder categories participating in the open public consultation were in favour of extending the Directive to additional vehicles, including all environmental NGOs, absolute majority of public authorities and waste management operators who were mainly represented by SMEs. For automotive producers and suppliers, more companies were in favour rather than against, but most of them indicated that a full extension of the scope to new vehicles would not be desirable in the short term, in view of the differences between these vehicles and the vehicles currently in the scope of the ELV and 3RTA Directives.
受影响利益相关者的反馈：几乎所有参与公开公众咨询的利益相关者类别都赞成将该指令扩展到更多载体，包括所有环境非政府组织、绝对多数公共当局和主要由中小企业代表的废物管理运营商。对于汽车生产商和供应商来说，支持而不是反对的企业较多，但大多数企业表示，鉴于这些车辆与汽车之间的差异，短期内不宜将范围全面扩大到新车目前属于 ELV 和 3RTA 指令的范围。
Interlinkages and synergies between the options in the preferred policy package
首选政策方案中各选项之间的相互联系和协同作用
The preferred policy package offers the best choice of combination of options, as it addresses in a synergetic way all the objectives of this review and apply to all relevant stakeholders in an equitable manner . The options retained in the preferred package are closely interlinked and mutually supportive, as illustrated by the following examples
首选政策方案提供了选项组合的最佳选择，因为它以协同方式解决问题 本次审查的所有目标并以公平的方式适用于所有相关利益攸关方 。首选包中保留的选项是 密切 相互关联、相互支持，如以下例子所示
·The measures under the preferred option PO1C on design and type-approval (for example requirements for vehicle manufacturers to develop circularity strategies and provide better information to dismantlers and recyclers) will greatly support implementing the preferred measures under PO3B on waste treatment (for example removal and selective treatment by the dismantlers of components and parts, to allow for higher quality recycling and higher rate of re-use of spare parts).
首选方案PO1 C下的措施 关于设计和型式批准的规定（例如要求车辆制造商制定循环战略并向拆解商和回收商提供更好的信息）将极大地支持实施PO3 B中关于废物处理的首选措施（例如通过以下方式进行清除和选择性处理）：零部件拆解商， 以实现更高质量的回收和更高的备件再利用率） 。
·The measures under PO3B are needed to allow for a higher uptake of recycled materials, such as plastics, steel and CRMs in new vehicles, and thereby implement the preferred measures under PO2. At the same time, the measures on recycled content in PO2 are essential for the success of measures under PO3: they will boost the market for secondary materials, ensuring that a steady supply of high quality recyclates from ELVs will find its way for incorporation into new vehicles, thereby supporting the economic viability of measures under PO3.
PO3 B下的措施需要允许新车中更多地使用回收材料，例如塑料、钢材和 CRM ，从而实施PO2 下的首选措施。同时，针对 PO2 中回收成分的措施对于 PO3 措施的成功至关重要： 他们将促进再生材料市场的发展，确保报废汽车高质量回收材料的稳定供应。 找到融入新车的方法，从而支持PO3 措施的经济可行性。
·The increase in collection of ELVs generated by the preferred measure under PO4D increases the overall effectiveness of the package. It provides much higher amounts of materials to be treated from ELVs collected more and directly amplifies the recycling impacts (PO3) and availability of recycled content (PO2).
PO 4D下的首选措施所产生的ELV 收集量的增加提高了该方案的整体有效性。它提供 更多、更直接地从报废汽车中收集更多需要处理的材料 放大回收影响（ PO3 ）和可用性 回收物含量（ PO2 ） 。
·The economic and governance incentives provided under PO5B are in turn essential to ensure that the costs for the new measures under PO3B and PO4C are equitably shared between dismantlers, shredder, recyclers and vehicle manufacturers, so that they can be implemented in cost-effective manner and have a maximised impact.
PO5B下提供的经济和治理激励措施 反过来，对于确保PO3 B下的新措施的成本至关重要 和 PO4C在拆解商、破碎商、回收商和汽车制造商之间公平共享，以便能够以具有成本效益的方式实施并产生最大的影响。
The choice of the preferred package of options PO1 to PO5 is therefore based both on the individual performance for each option in meeting its corresponding specific objective, but also on its impact in facilitating and maximising the implementation of other objectives. Other combinations of options, in particular those for PO4 and PO5 providing significant synergies for the recycling potential of PO3 and the recycled content of PO2, would provide a lower performance in this regard.
因此，首选方案 PO1 至 PO5 包的选择不仅基于每个方案在满足其相应具体目标方面的单独表现，而且还基于其在促进和最大限度地实现其他目标方面的影响。其他选项的组合，特别是 PO4 和 PO5 的组合，为 PO3 的回收潜力和 PO2 的回收内容提供显着的协同作用，但在这方面的性能会较低。
The option on the extension of scope (PO6) has less direct links with the other options, as it applies to different segments of the automotive sector. The preferred option (PO6B) consists in the best performing one for putting these segments on a path to more circular business models, taking fully into account the principle of proportionality: the measures proposed would represent limited new obligations in the short to medium term, avoiding the imposition of excessive costs or burdens.
范围扩展选项（PO6）与其他选项的直接联系较少，因为它适用于汽车行业的不同领域。首选方案（ PO6B ）包括表现最佳的方案，使这些细分市场走上更加循环的商业模式的道路，充分考虑到比例原则：所提出的措施将在中短期内代表有限的新义务，避免施加过多的成本或负担。
8.2Combined impacts of the preferred policy package
首选政策方案的综合影响
The combined impacts of the preferred policy package are presented in Table 18. They are calculated for the year 2035 and compared to the baseline scenario. Data for 2030 and 2040 are provided in Annex 8.5. Compared to the impacts presented per policy option in Section 6, there are significant synergies when applied in combination as explained in Section 8.1.
表 18 列出了首选政策方案的综合影响。这些影响是针对 2035 年计算的，并与基准情景进行了比较。 2030 年和 2040 年的数据见附件 8.5。与第 6 节中每个政策选项提出的影响相比，如第 8.1 节所述，组合应用时会产生显着的协同效应。
The overall environmental benefits are assessed as an annual reduction of 12.3 million tons of CO2-eq in 2035 (10.8 million tons in 2030 to 14.0 million tonnes in 2040), key for the decarbonisation of the automotive industry. These CO2 savings represent 2.8 billion EUR when monetised. This is linked notably to a better valorisation of 5.4 million tons of materials (plastics, steel, aluminium, copper, CRMs) which would be either recycled at higher quality or re-used, as well as to the fact that up to 3.8 million additional ELVs would be collected and treated extra in the EU. 350 tons of rare earths in permanent magnet materials would be separately collected for reuse and recycling in 2035 (1,500 tons in 2040), which would contribute greatly to the EU efforts for strategic autonomy for CRMs.
总体环境效益评估为到2035年每年减少1,230万吨CO 2 -eq （2030年为1,080万吨至2040年为1,400万吨），这是汽车行业脱碳的关键。 这些二氧化碳减排量如果货币化则相当于 28 亿欧元。这主要与540 万吨材料（塑料、钢、铝、铜、CRM）的更好定价有关，这些材料将以更高的质量回收或再利用，以及多达 380 万吨的额外材料ELV 将在欧盟进行额外收集和处理。稀土资源量350吨 到2035年，永磁材料将被单独收集以供再利用和回收（2040年将达到1500吨），这将极大地促进欧盟在CRM战略自主方面的努力。
The total annual revenues for the preferred option is 5.2 billion EUR in 2035, including 2.8 billion EUR of monetised GHG savings, against a cost of 3.3 billion EUR, leading to a 1.8 billion net revenue. The cost of the preferred option is determined at 66 EUR for all new vehicle put on the market in 2035. The estimated additional jobs are determined at 22,100, of which 14,200 are created in SMEs.
到 2035 年，首选方案的年总收入为 52 亿欧元，其中包括 28 亿欧元货币化温室气体减排，而成本为 33 亿欧元，净收入为 18 亿欧元。对于 2035 年投放市场的所有新车，首选选项的成本确定为 66 欧元。 预计额外 就业岗位确定为22,100个，其中14,200个是中小企业创造的。
The overall costs for public authorities are estimated to reach 24 million EUR (less than 2 EUR/vehicle), mostly linked to the supervision of EPR schemes, enforcement activities (in particular inspection campaigns and control on export of ELVs and used vehicles ) and adaptation of national vehicles registration systems. The various measures on digitalisation of procedures will increase efficiency for enforcement authorities and economic operators, and alleviate their burden.
公共当局的总成本估计将达到2400万欧元（每辆车不到 2 欧元），主要与 EPR 计划的监督、执法活动（特别是检查活动以及对 ELV 和二手车出口的控制 ）有关和调整国家车辆登记系统。程序数字化的各种措施将提高执法机关和经济经营者的效率，并减轻他们的负担。
Table 18 Total environmental benefits and costs and per vehicle for the preferred option in 2035
表 18 2035 年首选方案的每辆车的总环境效益和成本
|
|
Environmental impacts 环境影响
(2035, compared to baseline)
（2035 年，与基线相比） |
Preferred 首选
option 选项 |
Economic impacts 经济影响
(2035, vs. baseline, incl. admin burden)
（2035 年，对比基线，包括管理负担） |
Preferred 首选
option 选项 |
|
PO |
All life-cycle stages (in kton of materials)
所有生命周期阶段（以千吨材料计） |
Design + production (M EUR, - = cost, + =revenue)
设计+制作 （M 欧元， - = 成本， + = 收入） |
|
2 |
Steel recycled content 钢材回收含量 |
+0 |
Manufacturers (incl. admin burden)
制造商（包括管理负担） |
-430 |
|
2 |
Plastics recycled content
塑料回收含量 |
+713 |
Admin burden authorities 行政负担当局 |
-23 |
|
3 |
Materials at higher quality (recycling)
更高质量的材料（回收） |
+2,322 |
Collection + recycling (M EUR, - = cost, +=revenue)
收集+回收（百万欧元， -=成本， +=收入） |
|
4 |
Materials recovered (collection + export)
回收材料（收集+出口） |
+1,876 |
Consumers, vehicle owners (incl. admin burden)
消费者、车主（包括管理负担） |
-153 |
|
6 |
Materials recovered (scope extension)
回收的材料（范围扩展） |
+508 |
Car dealers (export requirements)
汽车经销商（出口要求） |
-574 |
|
|
Total materials recycled at HQ (kton)
总部回收材料总量（千吨） |
+5,420 |
ATFs ATF |
-40 |
|
ELVs collected, treated +reported (M units)
收集、处理+报告的ELV （米单位） |
8.2 |
Shredders/PST operators 碎纸机/PST 操作员 |
-110 |
|
4,5,6 |
Extra ELVs to ATFs and CoD reported
已报告 ATF 和 CoD 的额外 ELV |
+3.8 |
Recyclers (incl. plastics, steel RC)
回收商（包括塑料、钢材 RC） |
+375 |
|
4,5,6 |
Non-reported treatment 未报告的治疗 |
-1.7 |
Admin burden treatment 行政负担处理 |
-42 |
|
4,5,6 |
Export of ELVs/used vehicles
报废汽车/二手车出口 |
-2.1 |
Collection+recycling (M EUR, - =cost, + =revenue)
收集+回收（百万欧元， - =成本， + =收入） |
|
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
|
Total costs (all)
总成本（全部） |
-� 3,417 - 3,417 欧元 |
|
1,2 |
GHG savings production (steel RC)
温室气体减排生产（钢 RC） |
+0 |
Total revenues (all)
总收入（全部） |
� 2,420 2,420 欧元 |
|
2 |
GHG savings production (plastics RC)
温室气体减排生产（塑料 RC） |
+314 |
Total (M EUR, excl CO2 credits)
总计（百万欧元，不包括二氧化碳积分） |
-� 997 - 997 欧元 |
|
3 |
GHG savings recycling (N1,M1)
温室气体减排回收（N1、M1） |
+4,536 |
Total (M EUR, incl CO2 credits)
总计（百万欧元，包括二氧化碳信用额） |
� 1,797 1,797 欧元 |
|
4 |
GHG savings collection + export (N1,M1)
温室气体减排收集+导出（N1，M1） |
+6,350 |
Total (EUR/ vehicle, excl. CO2 credits)*
总计（欧元/车辆，不包括二氧化碳积分） * |
-� 66.34 - 66.34 欧元 |
|
6 |
GHG savings scope extension (L+HDV)
温室气体减排范围扩大（L+HDV） |
+1,120 |
Total (EUR/ vehicle, incl. CO2 credits)*
总计（欧元/车辆，包括二氧化碳积分） * |
� 119.58 119.58 欧元 |
|
|
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
+12,320 |
Average cost GHG savings (EUR/ton)
平均温室气体节省成本（欧元/吨） |
-� 80.91 - 80.91 欧元 |
* Represents all costs and benefits allocated to all new vehicles, including the scope extension and recurring administrative burden; The net costs per new N1,M1 vehicle, e.g. excluding the scope extension, is 65.01 EUR, see Annex 8.5.4 for all vehicle numbers and disaggregated numbers per vehicle category
* 代表分配给所有新车的所有成本和收益，包括范围扩展和经常性管理负担；每辆新 N1、M1 车辆的净成本（例如，不包括范围扩展）为 65.01 欧元，有关所有车辆数量和每个车辆类别的分类数量，请参阅附件 8.5.4
The costs and revenues for the different stakeholders affected by the preferred option, calculated per vehicle and for all stages of the process (type-approval, design, production, collection, waste treatment, export), are estimated as follows:
受首选方案影响的不同利益相关者的成本和收入，按每辆车和流程的所有阶段（型式核准、设计、生产、收集、废物处理、出口）计算，估计如下：
·For vehicle manufacturers, the net costs linked to production and design, primarily related to plastic recycled content, would represent roughly 26 EUR per vehicle (N1,M1, 392 million EUR adjustment costs, 38 million EUR administrative burden for the manufacturer and 23 million EUR administrative burden for authorities). In addition, the costs linked to collection and treatment (150 million EUR not covered by revenues, including administrative burden for treatment of 42 million EUR) which could potentially be covered by the manufacturers under the EPR schemes would amount to 12 EUR per new vehicle . The total costs (580 million EUR) for manufacturers (production + EPR fees) of 39 EUR per new vehicle are expected to be ultimately covered by the consumer when buying a new vehicle. These are short to medium-term costs for the EU automotive industry. The preferred option would also reduce its energy and strategic raw material dependencies and provide for important savings. While these revenues cannot all be quantified, they are expected to be significant and spill over to the whole automotive supply chain (see section 8.3 for more elements on this point);
对于汽车制造商来说，净成本与 生产和设计，主要与塑料回收成分相关， 每辆车大约需要26欧元（N1，M1，3.92亿欧元的调整成本，制造商的3800 万欧元的管理负担，以及当局的2300万欧元的管理负担） 。此外，他 相关成本 收集和处理（ 1.5 亿欧元未包含在收入中，包括4200 万欧元处理的行政负担），这可能由制造商根据EPR计划承担 总计12 每辆新车欧元。 制造商的总成本（580百万欧元） （生产+ EPR 费用） 每辆新车 39欧元 预计消费者在购买新车时最终会被覆盖。 这些是欧盟汽车工业的中短期成本。首选方案还将减少其对能源和战略原材料的依赖 并节省大量资金。虽然这些收入无法全部量化，但预计它们将是巨大的，并会溢出到整个汽车供应链（参见第 8. 节）。3 了解更多有关这一点的内容） ；
·For the waste treatment sector, the costs (530 million EUR) for ATFs of 44 EUR per vehicle, mainly from dismantling efforts, slightly outweigh anticipated revenue increases (490 million EUR) of 40 EUR per vehicle. Similarly, for shredders, the 101 EUR of extra cost per vehicle (1,230 million EUR in total) mainly from new investments in better sorting technologies compares against a 92 EUR of revenue potential (1,120 million EUR). In these two cases, the differential between costs and revenues is expected to be covered by fees from manufacturers under EPR schemes. It is important to stress that the situation will considerably differ between Member States and economic operators, depending on the current treatment technologies used (esp. availability of PST) and labour costs. For recyclers, due to increased materials availability (incl. CRMs removed) and improved prior separation in previous stages, the revenue potential of 49 EUR per vehicle (440 million EUR) clearly outweighs a 29 EUR per vehicle cost increase (770 million EUR). The combined administrative burden for treatment operators is 3.50 EUR per new vehicle. The preferred option would also reinforce and boost the recycling sector, encouraging its modernisation and expansion. The preferred option would favour innovation in new processes and technologies, for sorting and high-quality recycling, building on current research .
对于废物处理行业，每辆车 44 欧元的ATF成本（ 5.3亿欧元）主要来自拆解工作，略高于每辆车 40 欧元的预期收入增长（ 4.9 亿欧元） 。同样，对于碎纸机来说，每辆车的 101 欧元额外成本（总计12.3亿欧元）主要来自对更好的分拣技术的新投资，而收入潜力为 92 欧元（11.2 亿欧元） 。在这两种情况下，成本和收入之间的差额预计将由制造商根据 EPR 计划收取的费用来弥补。需要强调的是，成员国和经济运营商之间的情况会有很大差异，具体取决于当前使用的处理技术（特别是 PST 的可用性）和劳动力成本。对于回收商来说，由于材料可用性的增加（包括。 删除了 CRM）并改进了前一阶段的预先分离，每辆车 49 欧元（ 4.4亿欧元）的收入潜力明显超过了每辆车 29 欧元（ 7.7 亿欧元）的成本增加。治疗运营商的综合管理负担为每辆新车 3.50 欧元。首选方案还将加强和促进回收行业，鼓励其现代化和扩张。首选方案将有利于新工艺和技术的创新，以当前研究为基础，进行分类和高质量回收 。
·For specialised car and heavy-duty vehicle exporters, the revenue loss is expected to reach around 47 EUR per new vehicle sold (570 million EUR);
对于专用汽车和重型汽车出口商来说，每售出一辆新车收入损失预计将达到约47欧元 （ 5.7亿欧元） ；
·For consumers, in addition to a likely increase in prices of new vehicles of around 39 EUR per vehicle (aforementioned 580 million EUR), they might also expect a decrease in prices when selling second-hand cars due to reduced export there of 12 EUR per vehicle (150 million EUR), but should also be able to benefit from cheaper prices for used spare parts due to all measures designed to support their recovery and sales;
对于消费者来说，除了新车价格可能上涨39左右。 每辆车 12 欧元（前面提到的5.8 亿欧元） ，他们还可能预计出售二手车时价格会下降，因为每辆车出口减少 12 欧元 （1.5 亿欧元） ，但由于所有旨在支持旧备件回收和销售的措施，也应该能够从更便宜的旧备件价格中受益；
·The administrative costs for public authorities (23 million EUR) dealing with type approval, vehicle registration, customs control and ECHA) are 1.40 EUR per vehicle.
处理型式批准、车辆登记、海关管制和 ECHA 的公共机构的管理费用（ 2300 万欧元）为每辆车 1.40 欧元。
·The total one-off administrative costs are 2.45 million EUR for manufacturers and 1.55 million EUR for authorities.
制造商的一次性管理费用总额为 245 万欧元，主管部门的一次性管理费用总额为 155 万欧元。
Annex 8.5.4 specifies the costs and revenues breakdown per vehicle and stakeholder. It further quantifies the uncertainty in the costs per vehicle, for various scenarios as well as the breakdown for the current vehicle category scope.
附件 8.5.4 详细说明了每辆车和利益相关者的成本和收入细目。它进一步量化了各种场景下每辆车成本的不确定性以及当前车辆类别范围的细分。
8.3Expected impacts on the competitiveness of the automotive industry
对汽车行业竞争力的预期影响
Reducing the negative environmental impacts linked to the design, production, service life and end-of-life treatment of vehicles will contribute to the sustainability of the vehicle production and recycling sectors, but it is also important to discuss the distinct impacts of the initiative on the competitiveness of the automotive industry as a whole. This is especially so in the current context of the transition to climate neutrality, which puts pressures on the automotive industry, requiring significant investments, innovation and new technologies, reorganisation of supply chains and reducing strategic dependencies of raw materials.
减少与车辆设计、生产、使用寿命和报废处理相关的负面环境影响将有助于车辆生产和回收行业的可持续发展，但讨论该倡议对环境的独特影响也很重要。汽车行业整体竞争力。在当前向气候中和过渡的背景下尤其如此，这给汽车行业带来了压力，需要大量投资、创新和新技术、重组供应链并减少对原材料的战略依赖。
Despite the moderate cost increases for the automotive industry resulting from the application of the proposed measures, increased circularity of the automotive sector can grow its competitiveness in several ways.
尽管应用拟议措施导致汽车行业成本适度增加，但汽车行业循环性的增强可以通过多种方式提高其竞争力。
First and foremost, by increasing the use of recycled materials and reducing waste, vehicle manufacturers can reduce the energy embedded in their products. As evidenced by the substantial GHG savings foreseen for all policy options assessed, increasing levels of ambition in circularity will help manufacturers decarbonise in a cost-efficient way. Some of the measures in the preferred policy package –notably, those related to extended producer responsibility schemes under option PO3– would result in a net transfer of funds from vehicle manufacturers to dismantlers and shredders, for instance to cover necessary recycling technology investments in the short term. However, these funds will ultimately benefit the markets for secondary raw materials serving the automotive industry with higher quality recycled materials with a lower environmental footprint.
首先，通过增加回收材料的使用和减少浪费，汽车制造商可以减少其产品中的能源消耗。正如所评估的所有政策选项预计可节省大量温室气体所证明的那样，不断提高循环利用水平将有助于制造商以具有成本效益的方式实现脱碳。首选政策方案中的一些措施——特别是与选项 PO3 下的延伸生产者责任计划相关的措施——将导致资金从汽车制造商净转移到拆解商和粉碎商，例如用于短期内必要的回收技术投资学期。然而，这些资金最终将使汽车行业的二次原材料市场受益，这些原材料具有更高质量的回收材料和更低的环境足迹。
Secondly, the proposed measures under policy options PO1 and PO2 can help manufacturers reduce their dependence on virgin raw materials, which can be subject to price fluctuations and supply chain disruptions. By using recycled materials and implementing circular processes, vehicle manufacturers will create more resilient supply chains and reduce their exposure to price volatility. This is especially true for CRMs and to increase their recovery from end-of-life vehicles, this initiative sets out that the Commission will develop specific requirements on the design for dismantling, removability and recycling of CRM relevant parts and components from vehicles.
其次，政策选项 PO1 和 PO2 下提出的措施可以帮助制造商减少对原始原材料的依赖，因为原始原材料可能会受到价格波动和供应链中断的影响。通过使用回收材料和实施循环流程，汽车制造商将创建更具弹性的供应链并减少价格波动的风险。对于 CRM 来说尤其如此，为了增加报废车辆的回收率，该倡议规定委员会将对车辆上 CRM 相关零部件的拆卸、可拆卸性和回收设计制定具体要求。
Third, circular practices can create new revenue streams for companies by turning waste into a valuable resource. For example, vehicle manufacturers can sell recycled materials to other industries, or offer recycling services to customers. Some manufacturers are already pursuing innovative business models where they lease EV batteries and take them back from their customers at the end-of-life stage to recycle them to extract valuable materials such as lithium and cobalt.
第三，循环实践可以将废物转化为宝贵的资源，为公司创造新的收入来源。例如，汽车制造商可以向其他行业出售回收材料，或向客户提供回收服务。一些制造商已经在寻求创新的商业模式，他们租赁电动汽车电池，并在报废阶段从客户手中收回电池，进行回收以提取锂和钴等有价值的材料。
Fourth, as an indirect benefit, circular practices can enhance a company's brand image and reputation by demonstrating its commitment to sustainability and environmental responsibility. This can, in turn, attract investors which are interested in investing in sustainable products and thereby allowing the manufacturers to benefit of a green investment premium. Furthermore, it can also attract environmentally conscious consumers willing to pay a premium for sustainable products and increase brand loyalty. Several EU manufacturers may be considered front-runners in different aspects of circular production and design. An increased focus on circularity will also help vehicle manufacturers meet the regulatory requirements in non-EU markets and increase the appeal of their products and services.
第四，作为间接效益，循环实践可以通过展示公司对可持续发展和环境责任的承诺来提升公司的品牌形象和声誉。反过来，这可以吸引有兴趣投资可持续产品的投资者，从而使制造商受益于绿色投资溢价。此外，它还可以吸引有环保意识的消费者愿意为可持续产品支付溢价并提高品牌忠诚度。一些欧盟制造商可能被认为是循环生产和设计不同方面的领先者。对循环性的更多关注还将帮助汽车制造商满足非欧盟市场的监管要求，并增加其产品和服务的吸引力。
8.4REFIT (simplification and improved efficiency)
REFIT（简化并提高效率）
The preferred option provides for improved efficiency and harmonisation and takes into account majority of suggestions provided in the Fit for Future Platform (F4F) opinion . In terms of the overall regulatory burden, the costs and benefits of the preferred package are considered to be balanced and proportionate to achieve the objectives of the revision. There are higher costs in the short term for applying new requirements related to the vehicle design and improving the quality of ELV treatment which would be offset over time and result in significant GHG savings in the production phase, and higher economic viability of ELV treatment operators , while also supporting the competitiveness of the operators across automotive value chain.
首选选项可提高效率 和协调，并考虑了适应未来平台 (F4F) 意见中提供的大部分建议。就总体监管负担而言，首选方案的成本和收益被认为是平衡且相称的，以实现修订的目标。短期内，应用与车辆设计相关的新要求和提高报废汽车处理质量会产生较高的成本，但随着时间的推移，这些成本将被抵消，并导致生产阶段显着节省温室气体，并提高报废汽车处理运营商的经济可行性 ，尽管 还 支持整个汽车价值链运营商的竞争力。
Specification of common requirements for vehicle type-approval procedures (e.g. clarification of the type-approval procedure, information requirements) will streamline internal market procedures for manufacturers (PO1-2). Further simplification would result in new restrictions on chemical substances being centralized under REACH, the primary EU chemical legislation (PO1), including the restrictions relevant to the extended vehicle categories (PO6). As regards the treatment of ELVs, the alignment of recycling definition with the Waste Framework Directive will simplify the legal interpretation and will increase comparability of the reporting data by MS (PO3). Setting ELV criteria for EPR schemes will limit diverging approaches in Member States (PO5). This will allow to simplify procedures, and thus would improve transparency. Alignment of requirements for the extended vehicle categories will provide legal clarity for the economic operators of the automotive sector (PO6).
车辆型式核准程序通用要求的规范（例如型式核准程序的澄清、信息要求）将简化制造商的内部市场程序（PO1-2）。进一步简化将导致对化学物质的新限制集中在欧盟主要化学品法规 REACH（PO1）下，包括与扩展车辆类别（PO6）相关的限制。关于报废汽车的处理，回收定义与废物框架指令的一致将简化法律解释，并提高 MS (PO3) 报告数据的可比性。为 EPR 计划设定 ELV 标准将限制成员国 (PO5) 的不同方法。这将简化程序，从而提高透明度。调整扩展车辆类别的要求将为汽车行业的经济运营商提供法律明确性（PO6）。
8.5Application of the ‘one in, one out’ approach
“一进一出”方法的应用
The estimates of administrative costs for the purposes of the Commission’s ‘one-in-one-out’ policy are presented in Table 19 below and in Annex 3. The administrative costs for public authorities and inspection-related activities have been excluded.
下表 19 和附件 3 列出了委员会“一进一出”政策目的的行政成本估算。公共当局和检查相关活动的行政成本已被排除。
Table 19 Costs related to the ‘one in, one out’ approach
表 19 与“一进一出”方法相关的成本
|
Costs in million EUR 成本（百万欧元） |
Citizens/ consumers 公民/消费者 |
Businesses 企业 |
|
|
One-off 一次性的 |
Recurrent 复发性 |
One-off 一次性的 |
Recurrent 复发性 |
|
Administrative costs (for offsetting)
行政费用（用于抵消） |
0 |
2.331 |
2.452 |
79.720 |
Overall, the recurrent costs related to the ‘one-in, one-out’ approach per vehicle are assessed at 81.8 million EUR or EUR 5.45 per new vehicle for the preferred option package. The preferred option makes a maximum use of the digitalisation potential to ensure efficient enforcement of new requirements, without which the impacts would have been an additional 32.2 million EUR or 40% higher costs. In comparison, streamlining of reporting obligation with existing requirements prevents another 8.8 million EUR or 11% higher costs. The development of digitally accessible documentation through existing platforms and then via the Circularity Vehicle Passport will ensure an efficient access by economic operators, in particular SMEs (e.g. ATFs, garages and repair shops), to information needed to boost circular use of automotive materials. Digitalisation will also play a significant role in increasing the collection of ELV and addressing the problem of “missing vehicles”. This will be done through digitalisation of reporting of ELVs by ATFs to competent authorities and by ensuring that Member States authorities exchange digitally the vehicle registration information required to better track used vehicles and ELVs across the EU. ATFs would benefit due to more streamlined issuing and tracking of CoDs . Interconnection with the EU Single Window Environment for Customs would enable customs authorities to enforce new conditions on the export of used vehicles.
总体而言，与每辆车“一进一出”方法相关的经常性成本估计为8180 万欧元，或每辆新车5.45欧元 为首选选项包。 首选方案最大限度地利用数字化潜力，确保有效执行新要求，否则，影响将增加3220 万欧元或增加 4 0% 的成本。相比之下，根据现有要求简化报告义务可避免另外 880 万欧元或 11% 的成本增加。通过现有平台，然后通过循环车辆护照开发可数字访问的文档，将确保经济运营商，特别是中小企业（例如自动变速箱油、车库和维修店）能够有效获取促进汽车材料循环使用所需的信息。数字化还将在增加报废汽车的收集和解决“失踪车辆”问题方面发挥重要作用。这将通过 ATF 向主管当局数字化 ELV 报告以及确保成员国当局以数字方式交换更好地跟踪整个欧盟二手车和 ELV 所需的车辆登记信息来实现。 ATF将受益于更简化的 CoD 发行和跟踪 。与欧盟海关单一窗口环境的互联将使海关当局能够对二手车出口执行新的条件。
8.6International Aspects 国际方面
In 2021, the European automobile industry exported 5 million passenger cars, while over 3 million passenger cars were imported to the EU . The sales of new vehicles manufactured outside the EU represent 30% of the overall sales in the EU, while 46% of the vehicles manufactured in the EU are exported . Measures under the preferred option on design and production equally apply to domestic and imported products. Exporters to the EU would have to comply with the requirements under type-approval and with the plastics and steel recycled content targets . This would complement other requirements which are mandatory for the placing of a vehicle on the EU market. An assessment of the economic impact demonstrates that the proposed new design related requirements would not significantly affect production cost per vehicle. The obligation for vehicle manufacturers and importers to provide information on substances of concern, dismantling of parts/components and of recycled content will be based on digital platforms already in existence or in development by the entire automotive supply chain, regardless of producing inside or outside Europe. The costs linked to financial contributions for EPR schemes under PO5B would apply equally to manufacturers of vehicles in the EU and those importing vehicles in the EU, similar as what is foreseen for example for batteries under the future Regulation on batteries.
2021年欧洲汽车工业出口额5 百万 超过300万辆客车进口到欧盟 。在欧盟以外制造的新车销量占欧盟总销量的 30%，而欧盟制造的车辆中有 46% 用于出口 。 设计和生产优先方案下的措施 国产和进口产品同样适用。向欧盟的出口商必须遵守型式批准的要求以及塑料和钢铁回收含量目标 。 这将补充车辆进入欧盟市场的其他强制性要求。经济影响评估表明，拟议的新设计相关要求不会显着影响每辆车的生产成本。 汽车制造商和进口商有义务提供有关物质、零部件拆解和回收内容的信息，该信息将基于整个汽车供应链已经存在或正在开发的数字平台，无论是在欧洲境内还是境外生产。 。与 PO5B 下的EPR 计划财政捐款相关的成本 将同样适用于欧盟车辆制造商和欧盟进口车辆制造商，类似于未来电池法规中对电池的预见。
The improved recycling obligations of PO3B may lead to reduced amounts of waste fractions shipped from the EU. This is consistent with the CEAP objective that the EU should take more responsibility for the waste generated in Europe, while respecting the EU’s international legal obligations. The proposal is fully consistent with the Basel Convention. For fractions that will be exported for treatment abroad, the approach is in line with the Waste Shipment Regulation that they should be treated in “broadly equivalent conditions’ as in the EU. The export limitation for used vehicles which are not roadworthy, combined with all collection enhancing measures and improved traceability via interoperable registers under PO4D, ensures vehicles that are not technically fit to be on the EU roads would not be exported and not create safety and environmental (pollution) problems in third countries. The expected export reduction for used passenger vehicles could reach up to 65%. This is a maximum level, based on available studies , indicating that a large share of used vehicles currently exported are of low quality and value and do not comply with the roadworthiness requirements in accordance with Directive 2014/45/EU. These export requirements complement actions and policies which have been launched recently by many receiving countries to improve air quality and road safety, via restrictions on the import of used vehicles based on roadworthiness conditions, age limits or compliance with Euro emission standards . The export measures are justified by the need to address the EU environmental footprint linked are consistent with the EU environmental policy, as reflected notably in the EU Action Plan: “Towards Zero Pollution for Air, Water and Soil” . Additionally, these measures are also consistent with the CEAP and the EU waste policy as they contribute to the implementation of ‘waste hierarchy’, in particular by preventing non-roadworthy vehicles, which are at the end of their useful life, from being disposed in the receiving countries where often substandard treatment of ELVs causes environmental damages, such as oil spillage, unsound treatment of refrigerants or improper removal of hazardous substances and of components for higher quality of recycling . Addressing the problem of unsustainable trade in used vehicles which generate environmental pollution and road safety is not solely the responsibility of importing countries. As indicated in section 5.1, the control on the import of used vehicles represents substantial challenges for importing countries. In addition, the technical control processes are not yet robust enough to identify unsafe or high pollutant vehicles in some countries relying on the import of used vehicles . The export-related measures contained in the preferred option and the import measures taken by importing countries are therefore mutually supportive. Export measures enhance the efficiency of measures taken by importing countries and are key to ensure that the overall global trade in used vehicles becomes more sustainable. This is in line with the recognition by the UN Environmental Assembly of the global environmental challenges linked to trade of used vehicles. On this basis, the UN Environment Programme, working together with other international organisations , is spearheading international cooperation to ensure that exporting and importing countries address jointly these problems. The export related measures are also consistent with the current efforts of the European Commission to support the African Union and its members states in harmonising road transport regulations and policies. Under the current Multiannual Financial Perspectives, the Commission provides more than EUR 50 million to the African Union for projects in that regard, such as the African Transport Policy Programme , providing assistance with setting vehicle’s standards and safety ratings for new and used vehicles, the Tripartite Transport and Transit Facilitation Programme , enforcing vehicle load management and vehicle standard regulations, and the UN Road Safety Fund (UNRSF ) which, among other things, promotes the use of roadworthy vehicles with an emphasis on periodic technical inspection.
PO3B回收义务的改善可能会导致从欧盟运出的废物碎片数量减少。这与CEAP的目标是一致的，即欧盟应对欧洲产生的废物承担更多责任，同时尊重欧盟的国际法律义务。该提案完全符合《巴塞尔公约》。对于将出口到国外进行处理的碎片，该方法符合废物运输法规，即应在与欧盟“大致相同的条件”下进行处理。对不适合道路行驶的二手车的出口限制，结合所有收集加强措施以及通过PO4 D下的可互操作登记册改进的可追溯性，确保技术上不适合在欧盟道路上行驶的车辆不会被出口 并且不创建 第三国的安全和环境（污染）问题。 预计二手车出口减少幅度可达65 % 。根据现有研究 、 这是最高水平，表明很大一部分 二手车数量 目前出口的产品质量低、价值低，并且不符合 2014/45/EU 指令的适航性要求。这些 出口要求补充 行动和政策 最近推出的 许多接收国根据适航条件、车龄限制或遵守欧洲排放标准限制二手车进口，以改善空气质量和道路安全 。 出口措施的合理性在于需要解决与欧盟环境足迹相关的问题，这与欧盟环境政策是一致的，特别是在欧盟行动计划中体现的那样： “实现空气、水和土壤零污染” 。此外，这些措施也符合CEAP和欧盟废物政策，因为它们有助于实施“废物等级制度”，特别是防止已达到使用寿命的不适合道路行驶的车辆被弃置。在接受国，报废汽车处理不合格往往会造成环境损害，例如漏油、制冷剂处理不当或为提高回收质量而不当去除有害物质和部件 。解决造成环境污染和道路安全的不可持续二手车贸易问题不仅仅是进口国的责任。正如第5.1节所述，对二手车进口的管制代表了s 进口国面临巨大挑战。 此外，在一些依赖二手车进口的国家，技术控制流程还不够健全，无法识别不安全或高污染车辆 。因此，优选方案中包含的出口相关措施与进口国采取的进口措施是相辅相成的。出口措施提高进口国措施的效率，是 确保全球二手车贸易整体变得更加可持续。 这符合联合国环境大会对 与二手车贸易相关的全球环境挑战。 在此基础上，联合国环境规划署与其他国际组织合作 ，正在带头推动 国际合作确保出口国和进口国 共同解决这些问题。出口相关措施也符合 欧盟委员会目前支持非洲联盟及其成员国协调道路运输法规和政策的努力。根据当前的多年财务展望，委员会向非洲联盟提供了超过 5000 万欧元用于这方面的项目，例如非洲运输政策计划 ，为制定新车和二手车的车辆标准和安全评级提供援助，三方运输和过境便利化计划 ，执行车辆负载管理和车辆标准规定，以及联合国道路安全基金（UNRSF ），其中其他方面，促进使用适合道路行驶的车辆，重点是定期技术检查。
The new export requirements should not lead to major disruptions in the supply of used vehicles to the recipient countries. The collected evidence suggests that countries which have already implemented comprehensive import restrictions for several years, which notably require inspections of used vehicles prior to export by private companies , have not seen major changes in the volume of used vehicles that they imported. While in some cases there was a decrease for a short transitional term, imports resumed to previous levels after a few years. These regulatory changes have been contributing to higher quality of second-hand vehicles and the renewal of the fleet with safer and cleaner vehicles . The export-related measures will contribute to ensure that the future demand for vehicles in developing countries is increasingly met by cleaner vehicles: while the export of vehicles from the EU which are not roadworthy will result in a decrease in the export of the most polluting and dangerous ones, the export of roadworthy used vehicles will continue to be allowed. These vehicles are expected to be less polluting in the future in light of the new emission standards applying in the EU. Used vehicles of a higher quality will also last longer which means that there will be a reduced need to replace them and increase imports. The possibility that the supply of used vehicles shifts from the EU to other exporting countries cannot be ruled out, but would require significant changes in the market and its possible negative environmental consequences would be mitigated through the ongoing international cooperation initiatives led by UNEP on this issue.
新的出口要求不应导致接收国二手车供应的严重中断。 收集到的证据表明，多年来已经实施全面进口限制的国家，特别要求私营公司在出口前对二手车进行检查 , 他们进口的二手车数量没有发生重大变化。虽然在某些情况下有所减少 在短期过渡期内，进口恢复到以前的水平 几年后。 这些监管变化有助于提高二手车的质量，并用更安全、更清洁的车辆更新车队 。 出口相关措施将有助于确保发展中国家未来对汽车的需求 更清洁的车辆越来越满足： 同时出口 来自欧盟的不适合道路行驶的车辆将导致污染最严重和最危险的车辆的出口减少，而适合道路行驶的二手车的出口将继续被允许。这些车辆预计污染较少 未来根据欧盟实施的新排放标准。 更高质量的二手车的使用寿命也将更长，这意味着更换它们的需求将会减少并增加进口。不能排除二手车供应从欧盟转移到其他出口国的可能性，但这需要市场发生重大变化，并且通过环境规划署领导的持续的国际合作举措可以减轻其可能的负面环境影响。问题。
9How will actual impacts be monitored?
如何监测实际影响？
Effective monitoring relies on harmonised reporting on all measures included in the preferred option package. Reporting over the design and production differs from reporting on the ELV requirements in type of information to be reported, timing and type of stakeholders. For the design and production stages, the main responsibilities are with manufacturers to provide reliable information on their compliance with the recyclability/re-usability targets, on the circularity strategy and chemical content (including substances of concern information, and recycled content). Verification is mainly up to type-approval and market surveillance competent authorities of Member States to check requirements at the level of economic operators. Communication of dismantling information to treatment operators and general circularity data to vehicles owners will be increasingly digitalised and made available via existing IT platforms. The reporting over collection, treatment and EPR predominantly follows existing reporting sequences from treatment operators to PROs, to competent authorities and to the Commission, including Eurostat. Table 19 provides a list of indicators to monitor implementation of the new Regulation. Based on these elements, the Commission will carry out a review of the new legislation within 8 years after its entry into force.
有效的监测依赖于对首选方案包中包含的所有措施的统一报告。设计和生产报告与 ELV 要求报告的不同之处在于要报告的信息类型、时间安排和利益相关者类型。在设计和生产阶段，制造商的主要责任是提供有关其遵守可回收性/可重复使用性目标、循环策略和化学成分（包括关注物质信息和回收成分）的可靠信息。验证主要由成员国的型式批准和市场监督主管部门检查经济运营商层面的要求。与处理运营商的拆解信息以及与车主的一般循环数据的沟通将日益数字化，并通过现有的 IT 平台提供。关于收集、处理和 EPR 的报告主要遵循从处理运营商到 PRO、主管当局和委员会（包括欧盟统计局）的现有报告顺序。表 19 提供了监测新法规实施情况的指标清单。基于这些要素，委员会将在新立法生效后8年内对其进行审查。
Table 20 Monitoring indicators
表20 监测指标
|
Objectives 目标 |
Monitoring indicators 监测指标 |
Monitoring details 监控详情 |
|
Design and production stages
设计和生产阶段 |
|
|
Design circular (PO1) 设计通告（PO1） |
3R percentages declared at 3R type-approvals per vehicle type
每种车型在 3R 型式认证中声明的 3R 百分比
The number of verified substances of concern declarations
经验证的关注物质声明数量
The number of verified recycled content declarations
经验证的回收成分声明数量
Verification of circularity strategy information
循环策略信息验证 |
M1 in Annex 7.2.1 附件7.2.1中的M1
M4a in Annex 7.2.1 附件 7.2.1 中的 M4a
M4b in Annex 7.2.1 附件 7.2.1 中的 M4b
M6 in Annex 7.2.1 附件7.2.1中的M6 |
|
Use recycled content (PO2)
使用回收成分 (PO2) |
Percentage of recycled content for steel per new vehicle type
每种新车类型的钢材回收含量百分比 |
M9, M10 in Annex 7.2.2
附件7.2.2中的M9、M10 |
|
Collection and recycling stages
收集和回收阶段 |
|
|
Treat better 对待更好
(PO3) |
Reuse + recycling and reuse + recovery rates (ESTAT)
再利用+再循环和再利用+回收率（ESTAT）
Amount of removed parts and components prior shredding
粉碎前移除的零部件数量
Number of inspections at treatment operators
处理经营者的检查次数
Monitoring overviews warnings and fines at treatment operators
监测概览 治疗操作者的警告和罚款 |
M12 in Annex 7.2.3 附件7.2.3中的M12
M13 a-c in Annex 7.2.3
附件 7.2.3 中的 M13 ac
M17b in Annex 7.2.4 附件 7.2.4 中的 M17b
M17b in Annex 7.2.4 附件 7.2.4 中的 M17b |
|
Collect more 收集更多
(PO4) |
Number of vehicles and weight collected and recycled (ESTAT)
收集和回收的车辆数量和重量 (ESTAT)
Number of vehicles and weight placed on the marked (ESTAT)
标记上的车辆数量和重量 (ESTAT)
Number of vehicles and weight in the national fleets (NEW)
国家车队的车辆数量和重量（新）
Number of used vehicles exported from the EU
从欧盟出口的二手车数量
Number of inspections of exports of ELV or used vehicles
报废车或二手车出口检查次数 |
Existing at Eurostat 现有欧盟统计局
Idem 同上
M20 in Annex 7.2.4 附件 7.2.4 中的 M20
M21
M19a |
|
Financial Incentives (PO5)
财务激励 (PO5) |
Number of ELV specific PROs and the number of ATFs and PST plants and their treatment capacity
ELV特定PRO的数量以及ATF和PST工厂的数量及其处理能力 |
M23 in Annex 7.2.5 附件7.2.5中的M23
|
|
All life-cycle stages 所有生命周期阶段 |
|
|
Cover more vehicles (PO6)
覆盖更多车辆（PO6） |
Number of reports on the fleet development and number of vehicles treated at ATFS with CoDs issued
关于车队发展的报告数量以及在 ATFS 处理并发出 CoD 的车辆数量 |
M30a,b, M31b in Annex 7.2.6
附件 7.2.6 中的 M30a、b、M31b |
ESTAT = existing data field in Eurostat ELV statistics ; NEW = recommended addition to ESTAT ELV statistics
ESTAT = 欧盟统计局 ELV 统计数据中的现有数据字段 ；新 = 建议添加 ESTAT ELV 统计数据
(1)
https://environment.ec.europa.eu/strategy/circular-economy-action-plan_en
(2)
https://commission.europa.eu/strategy-and-policy/priorities-2019-2024/european-green-deal/industry-and-green-deal_en
(3)
https://eur-lex.europa.eu/resource.html?uri=cellar:a1c34a56-b314-11eb-8aca-01aa75ed71a1.0001.02/DOC_1&format=PDF
(4)
https://data.consilium.europa.eu/doc/document/ST-13852-2020-INIT/en/pdf
(5)
https://www.europarl.europa.eu/doceo/document/TA-9-2021-0040_EN.html
(6)
Directive 2000/53/EC of the European Parliament and of the Council of 18 September 2000 on end-of life vehicles
欧洲议会和理事会 2000 年 9 月 18 日关于报废车辆的第 2000/53/EC 号指令
(7)
Directive 2005/64/EC of the European Parliament and of the Council of 26 October 2005 on the type-approval of motor vehicles with regard to their reusability, recyclability.
欧洲议会和理事会 2005 年 10 月 26 日关于机动车辆可重复使用性、可回收性型式核准的指令 2005/64/EC。
(8)
See the Versailles Declaration adopted in March 2022: https://www.consilium.europa.eu/media/54773/20220311-versailles-declaration-en.pdf and the Conclusion adopted by the European Council on 9 February 2023
请参阅 2022 年 3 月通过的《凡尔赛宣言》： https://www.consilium.europa.eu/media/54773/20220311-versailles-declaration-en.pdf以及欧洲理事会于 2023 年 2 月 9 日通过的结论
(9)
https://commission.europa.eu/system/files/2023-02/COM_2023_62_2_EN_ACT_A%20Green%20Deal%20Industrial%20Plan%20for%20the%20Net-Zero%20Age.pdf
https://commission.europa.eu/system/files/2023-02/COM_2023_62_2_EN_ACT_A%20Green%20Deal%20Industrial%20Plan%20for%20the%20Net-Zero%20Age.pdf
(10)
COM(2023) 160 final COM(2023) 160 决赛
(11)
More information on the package is available at: https://ec.europa.eu/commission/presscorner/detail/en/IP_21_3541
有关该套餐的更多信息，请访问：https://ec.europa.eu/commission/presscorner/detail/en/IP_21_3541
(12)
Regulation of the European Parliament and the Council of [date] 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC (OJ L […]). The proposal for a new Regulation on batteries addresses automotive batteries and contains a comprehensive new legal regime covering their whole life cycle, designed to address their environmental footprint. The revision of the ELV and 3R TA Directives will not contain provisions regulating the design, production and end-of-life of batteries. It will address vehicles as a whole as well as their parts and components, in a way which complements the proposal for a Batteries regulation and would ensure that the overall environmental footprint of vehicles is addressed.
欧洲议会和理事会 2023 年 [日期] 关于电池和废电池的法规，修订指令 2008/98/EC 和法规 (EU) 2019/1020 并废除指令 2006/66/EC (OJ L […])。新电池法规提案涉及汽车电池，并包含涵盖其整个生命周期的全面新法律制度，旨在解决其环境足迹问题。 ELV和3R TA指令的修订版将不包含规范电池设计、生产和报废的规定。它将涉及整个车辆及其零部件，以补充电池监管提案的方式，并确保解决车辆的整体环境足迹。
(13)
COM(2022)144
(14)
Proposal for a Regulation of the European Parliament and of the Council establishing a framework for setting Ecodesign requirements for sustainable products and repealing Directive 2009/125/EC, COM(2022)142 final, 2022/0095 (COD). Requirements on the circular design and production of motor vehicles should build on the exiting legal framework applying to vehicles, which are set out and enforced through the “type-approval” process. This is therefore a separate legal framework than the one set out under the upcoming ESPR instrument. Consistency between the two legal instruments should nevertheless be ensured to ensure a high level of ambition for the transition of this sector to a circular economy. The ESPR also does not deal with the end-of-life phase of the vehicle, vehicle component or material used in the vehicle, which are subject to the ELV Directive.
欧洲议会和理事会的一项法规提案，建立一个框架，用于制定可持续产品的生态设计要求并废除指令 2009/125/EC、COM(2022)142 最终版、2022/0095 (COD)。机动车辆循环设计和生产的要求应建立在适用于车辆的现有法律框架的基础上，这些框架是通过“型式核准”程序制定和执行的。因此，这是一个独立的法律框架，而不是即将出台的 ESPR 文书中规定的法律框架。尽管如此，应确保两个法律文书之间的一致性，以确保该部门向循环经济转型的高目标。 ESPR 也不涉及受 ELV 指令约束的车辆、车辆部件或车辆中使用的材料的寿命终止阶段。
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Proposal for a Regulation of the European Parliament and of the Council on shipments of waste and amending Regulations (EU) No 1257/2013 and (EU) No 2020/1056, COM(2021) 709 final, 2021/0367(COD). On this point, the revision would in particular aim to ensure, in line with the proposal on waste shipments, that ELVs (which if untreated are hazardous waste) cannot be exported outside the OECD countries.
欧洲议会和理事会关于废物运输的法规提案以及修订法规 (EU) No 1257/2013 和 (EU) No 2020/1056、COM(2021) 709 最终版、2021/0367(COD)。在这一点上，修订的目的特别是根据废物运输提案，确保报废汽车（如果未经处理则属于危险废物）不能出口到经合组织国家以外的国家。
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Proposal for a Regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 (COM(2021) 556 final)
欧洲议会和理事会修订法规 (EU) 2019/631 的法规提案（COM(2021) 556 最终版）
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Proposal for a Regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7)
欧洲议会和理事会关于机动车辆和发动机以及用于此类车辆的系统、部件和单独技术单元的型式批准的法规提案，涉及其排放和电池耐用性（Euro 7）
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https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/13132-Vehicle-safety-revising-the-EUs-roadworthiness-package_en
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The definition of ‘waste’ in the ELV Directive is in line with the general definition of waste used in EU legislation, whereby waste means “any substance or object which the holder discards or intends or is required to discard”. Old collection cars which are kept on the premises of individuals are not considered as ELVs as there is no intention to discard them from the side of their owner.
ELV指令中“废物”的定义与欧盟立法中使用的废物的一般定义一致，即废物是指“持有者丢弃或打算或需要丢弃的任何物质或物体”。存放在个人场所的旧收藏车不被视为报废汽车，因为车主无意丢弃它们。
(20)
See Article 10a of Directive 2018/849/EU, OJ 150, 30.5.2018, p. 93
请参阅指令 2018/849/EU、OJ 150、2018 年 5 月 30 日第 10a 条，第 10 页。 93
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Directive 2005/64/EC on the type-approval of motor vehicles regarding their reusability, recyclability and recoverability (“3R type-approval Directive”)
关于机动车辆可重复使用性、可回收性和可回收性的型式认证的指令 2005/64/EC（“3R 型式认证指令”）
(22)
Regulation (EU) 2018/858 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles
关于机动车辆及其拖车以及用于此类车辆的系统、组件和单独技术单元的批准和市场监督的法规 (EU) 2018/858
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https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/1912-End-of-life-vehicles-evaluating-the-EU-rules_en
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See Annex 11 of this report
见本报告附件11
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https://www.acea.auto/figure/key-figures-eu-auto-industry/
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More information available at: https://www.eurofer.eu/publications/economic-market-outlook/economic-and-steel-market-outlook-2022-2023-third-quarter/
更多信息请访问：https://www.eurofer.eu/publications/economic-market-outlook/economic-and-steel-market-outlook-2022-2023-third-quarter/
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Based on JRC study report on recycled content of plastics in the vehicles.
基于 JRC 关于车辆中塑料回收含量的研究报告。
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CRM_2020_Factsheets_critical_Final.pdf (europa.eu)
CRM_2020_Factsheets_ritic_Final.pdf (europa.eu)
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CRM_2020_Factsheets_non-critical_Final.pdf (europa.eu)
CRM_2020_Factsheets_non-ritic_Final.pdf (europa.eu)
(30)
More information available at: https://www.etrma.org/rubber-goods/
更多信息请访问：https://www.etrma.org/rubber-goods/
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More information available at: https://glassforeurope.com/the-sector/key-data/
更多信息请访问：https://glassforeurope.com/the-sector/key-data/
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Rare earth elements (REEs) are mainly used for permanent magnets in EVs (average weight of 1-2 kg of permanent magnets per EV); platinum group metals (PGMs) are used for catalytic converters (77% share in automotive catalysts) and printed circuit boards; gallium is used for lighting equipment and integrated circuits; magnesium (50% share in automotive sector) and niobium (23% share in automotive steel) are used for metal alloys; and natural rubber for production of tyres. Electric and electronic systems in vehicles also contain additional precious metals, PGMs, gallium, tantalum, and REE.
稀土元素（REE）主要用于电动汽车中的永磁体（平均每辆电动汽车永磁体的重量为1-2公斤）；铂族金属 (PGM) 用于催化转化器（在汽车催化剂中占 77%）和印刷电路板；镓用于照明设备和集成电路；镁（在汽车行业占50%）和铌（在汽车钢中占23%）用于金属合金；以及用于生产轮胎的天然橡胶。车辆中的电气和电子系统还含有额外的贵金属、铂族金属、镓、钽和稀土元素。
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R.G. Billy, D.B. Muller, Aluminium use in passenger cars poses systemic challenges for recycling and GHG emissions, Resources, Conservation & Recycling 190 (2023), https://doi.org/10.1016/j.resconrec.2022.106827
RG Billy、DB Muller，乘用车中铝的使用对回收和温室气体排放提出了系统性挑战，资源、保护和回收 190 (2023)，https://doi.org/10.1016/j.resconrec.2022.106827
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Conzade, Julian, et al., 2021. Why the future automotive future is electric. McKinsey Center for Future Mobility. https://www.mckinsey.com/industries/automotive-and-assembly/our-insights/why-the-automotive-future-is-electric
Conzade, Julian 等，2021。为什么未来汽车的未来是电动的。麦肯锡未来移动中心。 https://www.mckinsey.com/industries/automotive-and-assemble/our-insights/why-the-automotive-future-is-electric
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For steel, with significant ongoing decarbonisation investments in electric arc furnaces (EAF), ELV steel scraps typically contain too much copper hindering scrap utilisation rates. Combined with increasing demand of flat products with even lower copper tolerances by the automotive industry, this is a hindrance to higher recycled content rates leading to use of primary units to dilute and to significant loss of economic value (see also Material Economics (2020), Preserving value in EU industrial materials - A value perspective on the use of steel, plastics, and aluminium, EIT – Climate KIC).
对于钢铁而言，随着电弧炉 (EAF) 持续进行大量脱碳投资，ELV 废钢通常含有过多的铜，阻碍了废钢利用率。再加上汽车行业对铜公差更低的扁平材产品的需求不断增加，这阻碍了更高的回收成分率，导致使用初级单位进行稀释并导致经济价值的重大损失（另见材料经济学（2020），保护欧盟工业材料的价值 - 使用钢铁、塑料和铝的价值视角，EIT – 气候 KIC）。
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Increasing secondary raw materials is hindered by the switch from cast to wrought alloys. In the case of aluminium, the transition to EVs requires lower alloying levels for wrought aluminium alloys than currently available in (ELV) aluminium scraps, posing a real and significant risk of mixed aluminium scrap surpluses especially for high EV deployment scenarios, whereby high energy intensity materials cannot be recycled to their full potential.
从铸造合金转向锻造合金阻碍了二次原材料的增加。就铝而言，向电动汽车的过渡需要比目前（ELV）铝废料中可用的可锻铝合金更低的合金含量，这构成了混合铝废料过剩的真实而重大的风险，特别是对于高电动汽车部署场景，即高能源强度材料无法充分回收利用。
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Article 4(1)(b) and (c) of the ELV Directive.
ELV 指令第 4(1)(b) 和 (c) 条。
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https://www.iso.org/standard/35061.html
https://www.iso.org/标准/35061.html
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Such incentives are being established at the EU level for batteries and packaging, based on the provisions of the Waste Framework Directive (Article 8a) on the “modulation of fees” foreseen for “extended producer responsibility schemes”, in line with the polluter pays principle set out in Article 191(2) of the Treaty on the Functioning of the European Union (TFEU).
根据《废物框架指令》（第 8a 条）关于“生产者延伸责任计划”预见的“费用调整”的规定，欧盟层面针对电池和包装制定了此类激励措施，符合污染者付费原则欧盟运作条约 (TFEU) 第 191(2) 条规定。
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In 2019, the average weight of an ELV was estimated at 1137 kg (based on reports by Member States).
2019 年，ELV 的平均重量估计为 1137 公斤（根据成员国的报告）。
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Collected at the authorized treatment facilities (ATFs).
在授权处理设施 (ATF) 收集。
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These figures exclude tyres, battery casings and the plastic sheathing of wiring harnesses.
这些数字不包括轮胎、电池外壳和线束的塑料护套。
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This is also the case of other CRM (e.g., niobium or magnesium) that are integrated as alloying elements in basic metals (steel or copper) and are currently not targeted in the recycling processes.
其他 CRM（例如铌或镁）也是如此，它们作为合金元素集成在基本金属（钢或铜）中，目前不在回收过程中。
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Such as bumpers, dashboards and windshields.
例如保险杠、仪表板和挡风玻璃。
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The Waste Framework Directive defines backfilling as “any recovery operation where suitable non- hazardous waste is used for purposes of reclamation in excavated areas or for engineering purposes in landscaping. Waste used for backfilling must substitute non-waste materials, be suitable for the aforementioned purposes, and be limited to the amount strictly necessary to achieve those purposes”.
《废物框架指令》将回填定义为“将适当的无害废物用于挖掘区域的复垦或景观美化工程目的的任何恢复操作。用于回填的废物必须替代非废物材料，适合上述目的，并严格限制在实现这些目的所需的数量”。
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This is firstly due to shortcomings in the reporting foreseen in Commission Decision 2005/293/EC of 1 April 2005 laying down detailed rules on the monitoring of the reuse/recovery and reuse/recycling targets set out in Directive 2000/53/EC of the European Parliament and of the Council on end-of-life vehicles. In addition, this methodology has not been adapted to reflect the improvements introduced at the EU level for other waste streams, as laid down in Article 11a of the Waste Framework Directive for municipal waste, and in Article 6a of Directive 94/62/EC on packaging and packaging waste.
这首先是由于 2005 年 4 月 1 日委员会第 2005/293/EC 号决定中预见到的报告中的缺陷，该决定制定了关于监督再利用/回收和再利用/再循环目标的详细规则，该目标在欧盟指令 2000/53/EC 中规定。欧洲议会和报废车辆理事会。此外，该方法尚未进行调整，以反映欧盟层面对其他废物流采取的改进措施，如《城市废物废物框架指令》第 11a 条和《关于城市废物的废物框架指令》第 6a 条所述。包装和包装废物。
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See: https://ec.europa.eu/commission/presscorner/detail/en/ip_22_1765
请参阅：https://ec.europa.eu/commission/presscorner/detail/en/ip_22_1765
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Umweltbundesamt,(2022), Illegal treatment of end of-life vehicles - Assessment of the environmental, micro- and macroeconomic effects, texte 130/20 22
Umweltbundesamt，（2022），报废车辆的非法处理 - 环境、微观和宏观经济影响评估，文本 130/20 22
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https://www.ilent.nl/documenten/rapporten/2020/10/26/rapport--used-vehicles-exported-to-africa
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As it is explained in Recital 3 of Directive 2014/45/EU, the roadworthiness testing is a part of a wider regime designed to ensure that vehicles are kept in a safe and environmentally acceptable condition during their use; Recital 6: Vehicles with malfunctioning technical systems have an impact on road safety and may contribute to road crashes involving injuries or fatalities. Moreover, as it is further explained in Recital 22, Roadworthiness tests cover all items relevant to the specific design, construction and equipment of the tested vehicle. Compatibility between parts and components, such as between wheels and wheel hubs, should be treated as a critical safety item and should be checked during roadworthiness testing.
正如 2014/45/EU 指令说明 3 中所解释的那样，适航性测试是更广泛制度的一部分，旨在确保车辆在使用过程中保持安全且环境可接受的状态；说明 6：技术系统故障的车辆会对道路安全产生影响，并可能导致导致伤亡的道路交通事故。此外，正如说明 22 中进一步解释的那样，适航性测试涵盖了与被测车辆的具体设计、构造和设备相关的所有项目。零部件之间的兼容性，例如车轮和轮毂之间的兼容性，应视为关键的安全项目，并应在适航性测试期间进行检查。
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https://ec.europa.eu/environment/pdf/waste/shipments/correspondents_guidelines9_en.pdf
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https://www.unep.org/resources/report/global-trade-used-vehicles-report
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The Economic Community of West African States (ECOWAS8) adopted on 5 September 2020 a Directive limiting the import of used vehicles to a minimum Euro 4/IV emission standard. The age limit for importing vehicles into the region is five years for light-duty vehicles, two-wheel motor vehicles, tricycles and quadricycles and 10 years for heavy-duty vehicles.
西非国家经济共同体 (ECOWAS 8 ) 于 2020 年 9 月 5 日通过了一项指令，限制二手车进口至最低欧 4/IV 排放标准。进口车辆的车龄限制，轻型汽车、两轮机动车、三轮车、四轮车为5年，重型汽车为10年。
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https://ec.europa.eu/environment/pdf/waste/shipments/correspondents_guidelines9_en.pdf
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for example, insurance companies which own a large share of accidented vehicles
例如，拥有大量事故车辆的保险公司
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Directive 2014/45/EU of the European Parliament and of the Council of 3 April 2014 on periodic roadworthiness tests for motor vehicles and their trailers and repealing Directive 2009/40/EC
欧洲议会和理事会 2014 年 4 月 3 日关于机动车辆及其拖车定期道路适航性测试的指令 2014/45/EU 并废除指令 2009/40/EC
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Motor vehicles used for the carriage of goods and with a maximum mass not exceeding 3,5 tonnes (vans).
用于运输货物且最大质量不超过 3.5 吨的机动车辆（货车）。
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76 % passenger cars (M1 type) and 9 % lorries (N1 type).
76% 乘用车（M1 型）和 9% 卡车（N1 型）。
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It should be noted that this impact assessment does not address the situation of e-bikes, ships, planes, trains, agricultural and non-road mobile machinery, and vehicles used for military purposes and space. These vehicles are non-road vehicles, with the exception of non-type approved (electric) bicycles. These are subject to specific regulations.
应当指出的是，本次影响评估并未涉及电动自行车、船舶、飞机、火车、农业和非道路移动机械以及用于军事目的和太空的车辆的情况。这些车辆是非道路车辆，但未经型式认可的（电动）自行车除外。这些均须遵守具体规定。
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳里奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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See page 17 in Huisman, J., Bobba, S., “Available for Collection” study on alternative collection targets for waste portable and light means of transport batteries, EUR 30746 EN, Publications Office of the European Union, Luxembourg, 2021, ISBN 978-92-76-39442-6, doi:10.2760/163961, JRC125615.
请参阅 Huisman, J.、Bobba, S. 的第 17 页，关于废弃便携式和轻型运输工具电池替代收集目标的“可供收集”研究，EUR 30746 EN，欧盟出版局，卢森堡，2021 年，ISBN 978-92-76-39442-6，doi：10.2760/163961， JRC125615。
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Regulation of the European Parliament and the Council of [date] 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC (OJ L […]).
欧洲议会和理事会 2023 年 [日期] 关于电池和废电池的法规，修订指令 2008/98/EC 和法规 (EU) 2019/1020 并废除指令 2006/66/EC (OJ L […])。
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Proposal for a Regulation of the European Parliament and of the Council establishing a framework for setting ecodesign requirements for sustainable products and repealing Directive 2009/125/EC.
欧洲议会和理事会的一项法规提案，建立一个框架，为可持续产品制定生态设计要求并废除 2009/125/EC 指令。
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Proposal for a Regulation of the European Parliament and of the Council on packaging and packaging waste, amending Regulation (EU) 2019/1020 and Directive (EU) 2019/904, and repealing Directive 94/62/EC.
欧洲议会和理事会关于包装和包装废物的法规提案，修订法规 (EU) 2019/1020 和指令 (EU) 2019/904，并废除指令 94/62/EC。
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SWD(2021)60 社署(2021)60
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Also referred to as Heavy Duty Vehicles (HDV), categories as defined in Regulation 2018/858
也称为重型车辆 (HDV)，类别如第 2018/858 号条例中定义
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L-category vehicles include light 2-wheel powered vehicles (category L1), three-wheel mopeds (L2), two-wheel motorcycles (L3), two-wheel motorcycles with sidecars (L4), powered tricycles (L5), light quadricycles (L6) and heavy quadricycles (L7) as defined in Regulation 2013/168. The scope considered here excludes L1 and L2.
L类车辆包括轻型两轮动力汽车（L1类）、三轮轻便摩托车（L2类）、两轮摩托车（L3类）、边车两轮摩托车（L4类）、动力三轮车（L5类）、轻型四轮车(L6) 和重型四轮车 (L7)，如法规 2013/168 中所定义。这里考虑的范围不包括L1和L2。
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DuckerFrontier, Aluminium content in European Passenger Cars, prepared for European Aluminium, public summary 10.10.2019.
DuckerFrontier，欧洲乘用车中的铝含量，为欧洲铝业准备，公开摘要 2019 年 10 月 10 日。
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R.G. Billy, D.B. Muller, Aluminium use in passenger cars poses systemic challenges for recycling and GHG emissions, Resources Conservation and Recycling 190 (September):106827, March 2023, DOI: 10.1016/j.resconrec.2022.106827.
RG Billy、DB Muller，乘用车中铝的使用对回收和温室气体排放提出了系统性挑战，资源保护和回收 190（9 月）：106827，2023 年 3 月，DOI：10.1016/j.resconrec.2022.106827。
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A detailed list of electric traction motor types is available in (JRC, 2023). N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821
电力牵引电机类型的详细列表可在（JRC，2023）中找到。 N. Tazi、M. Orefice、C. Marmy、Y. Baron、M Ljunggren、P Wäger、F. Mathieux，对提高乘用车关键原材料和其他材料循环性的选定措施的初步分析，EUR 31468 EN，欧盟出版局，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi： 10.2760/207541、JRC132821
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EU Science hub, JRC Raw Materials Information System, https://rmis.jrc.ec.europa.eu/apps/veh/#/v/materials
欧盟科学中心，JRC 原材料信息系统，https://rmis.jrc.ec.europa.eu/apps/veh/#/v/materials
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“European Commission, Critical materials for strategic technologies and sectors in the EU - a foresight study, 2020”.
“欧盟委员会，欧盟战略技术和部门的关键材料 - 一项前瞻研究，2020 年”。
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https://www.idtechex.com/en/research-article/rare-earths-in-evs-problems-solutions-and-what-is-actually-happening/25071
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Source: JRC 2023 ongoing CRM project: https://www.intlmag.org/page/3d-demonstrator-2020
资料来源：JRC 2023 正在进行的 CRM 项目：https://www.intlmag.org/page/3d-demonstrator-2020
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The automotive sector is the third consumer of virgin plastics in the EU, representing ca. 10% of the consumption, after packaging (34%) and building and construction (24%), see Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008.
汽车行业是欧盟原生塑料的第三大消费者，占欧盟原生塑料的第三大消费者。消费量的 10%，在包装 (34%) 和建筑施工 (24%) 之后，参见 Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri , E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F.，实现新型乘用车中的再生塑料含量目标，欧元31047 EN，欧盟出版局，卢森堡，2022 年，ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008。
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Estimates are based on data Aeris Europe 2021 and ACEA 2021.
估算基于 Aeris Europe 2021 和 ACEA 2021 的数据。
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Source: study supporting the impact assessment report
资料来源：支持影响评估报告的研究
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Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles
欧洲议会和理事会 2019 年 6 月 20 日颁布的法规 (EU) 2019/1242 为新型重型车辆设定了二氧化碳排放性能标准
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See Annex 15 for more information on this point
有关这一点的更多信息，请参阅附件 15
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023.
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：Oeko-Institut 为支持对报废车辆指令 2000/53/EC 审查的影响评估进行的研究，2023 年 6 月。
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https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02009R0595-20200901
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In Annex 4.2.2 the structuring of the options is further explained, including a two-step approach where the effect of policy options 5 to the other options is computed first, before determination of total joint impacts. This approach to prevent ‘circular calculations’ thus complies with the BRG tool #16, Figure 1b.
附件 4.2.2 进一步解释了选项的结构，包括两步法，其中首先计算政策选项 5 对其他选项的影响，然后再确定总体联合影响。因此，这种防止“循环计算”的方法符合 BRG 工具#16，图 1b。
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https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
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Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (OJ L 151, 14.6.2018, p. 1–218.)
欧洲议会和理事会 2018 年 5 月 30 日颁布的法规 (EU) 2018/858，涉及机动车辆及其拖车以及用于此类车辆的系统、组件和单独技术单元的批准和市场监督（ OJ L 151， 2018 年 6 月 14 日，第 1-218 页。）
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with a specific focus on declaration of indicative weights, locations, fastening and coating techniques as well of labelling of CRMs such as Neodymium and Dysprosium in e-drive motors
特别关注指示性重量、位置、紧固和涂层技术的声明以及 CRM 的标签，例如电驱动电机中的钕和镝
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Including the shares of post-consumer, pre-consumer and closed loop percentages derived from ELV treatment on a mass-balance basis.
包括基于质量平衡基础上的 ELV 处理得出的消费后、消费前和闭环百分比的份额。
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Or, for substances identified as Persistent Organic Pollutants, these would be covered under the Regulation on Persistent Organic Pollutants.
或者，对于被确定为持久性有机污染物的物质，这些物质将受到《持久性有机污染物条例》的管辖。
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Based on the results of provisional 1st reading agreement 9 December 2022: https://www.europarl.europa.eu/news/en/press-room/20221205IPR60614/batteries-deal-on-new-eu-rules-for-design-production-and-waste-treatment
基于 2022 年 12 月 9 日临时一读协议的结果：https://www.europarl.europa.eu/news/en/press-room/20221205IPR60614/batteries-deal-on-new-eu-rules-for-design -生产和废物处理
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For more information see Suggestion 6 at https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
如需了解更多信息，请参阅建议 6：https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval .aspx ;
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Allowing an in depth assessment of alternatives and of their socio-economic impacts, similar to that carried out under REACH.
允许对替代方案及其社会经济影响进行深入评估，类似于 REACH 下进行的评估。
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Regulation of the European Parliament and the Council of [date] 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC (OJ L […]).
欧洲议会和理事会 2023 年 [日期] 关于电池和废电池的法规，修订指令 2008/98/EC 和法规 (EU) 2019/1020 并废除指令 2006/66/EC (OJ L […])。
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COM(2022) 142 final COM(2022) 142 最终
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COM(2022) 586 final COM(2022) 586 期末
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CPA. (2021). Guidance on Waste Definitions (Issue September). https://ec.europa.eu/docsroom/documents/46954/attachments/8/translations/en/renditions/native
注册会计师。 （2021）。废物定义指南（九月号）。 https://ec.europa.eu/docsroom/documents/46954/attachments/8/translations/en/renditions/native
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Type approval means the procedure whereby a Member State certifies that a type of vehicle, system, component or separate technical unit satisfies the relevant administrative provisions and technical requirements; (art.3, Directive 2007/46/EC).
型式批准是指成员国证明某种类型的车辆、系统、组件或单独的技术单元满足相关管理规定和技术要求的程序； （第 2007/46/EC 号指令第 3 条）。
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See the proposals for a Regulation on packaging and packaging waste, the Single Use Plastics Directive, the proposed Ecodesign for Sustainable Products Regulation and the Battery Regulation.
请参阅包装和包装废物法规提案、一次性塑料指令、拟议的可持续产品生态设计法规和电池法规。
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See Section 4.2.3 of the JRC supporting study: Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008.
请参阅 JRC 支持研究的第 4.2.3 节：Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F.，实现新乘用车中的再生塑料含量目标，EUR 31047 EN，出版办公室欧盟，卢森堡，2022 年，ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008。
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Thermoplastics (e.g., polyolefins, styrenics, polyamides) as well as polyurethane foams.
热塑性塑料（例如聚烯烃、苯乙烯、聚酰胺）以及聚氨酯泡沫。
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This corresponds with scenario JRC3a in in the respective study (JRC129008).
这与相应研究 (JRC129008) 中的 JRC3a 场景相对应。
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This corresponds with the scenario JRC4b in the Annex of the study (JRC129008).
这与研究附件 (JRC129008) 中的 JRC4b 情景相对应。
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This corresponds with the scenario JRC4c in the Annex of the study (JRC129008).
这与研究附件 (JRC129008) 中的 JRC4c 情景相对应。
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Backfilling is a recovery operation where suitable waste is used for reclamation purposes in excavated areas or for engineering purposes in landscaping and where the waste is a substitute for non-waste materials
回填是一种回收操作，其中适当的废物用于挖掘区域的复垦目的或用于景观美化的工程目的，并且废物是非废物材料的替代品
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Currently, 4 Member States already ban the disposal in landfills of fractions from post-shredder treatment.
目前，4 个成员国已禁止在垃圾填埋场处置破碎后处理的碎片。
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The current ELV Directive lists in Annex I (4) batteries, large metal components (such as engines and gear boxes), large plastic components (bumpers, dashboard, fluid containers), catalysts, glass (including windshields, rear and side windows).
目前的ELV指令在附件一（4）中列出了电池、大型金属部件（如发动机和齿轮箱）、大型塑料部件（保险杠、仪表板、液体容器）、催化剂、玻璃（包括挡风玻璃、后窗和侧窗）。
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For more information see Suggestion 7 at https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
如需了解更多信息，请参阅建议 7：https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval .aspx
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The additional parts would include e.g., main wiring harness (copper), electric and electronic components (such as printed circuit boards with a surface area > 10 cm2, photovoltaic panels with a surface area > 0.2 m2, controllers, engine motors), mono-material aluminium components with a weight > 10 kg, requiring the separate collection and treatment of cast and wrought aluminium, e.g., bumpers, wheels, heat exchangers, NdFeB permanent magnets, electric steel and copper from EV drive train in case not destined for (preparation for) reuse/remanufacturing.
附加部件包括主线束（铜）、电气和电子部件（例如表面积为 > 10 cm2 的印刷电路板、表面积为 > 0.2 m 2 的光伏板、控制器、发动机） ，重量为 > 10 kg 的单一材料铝部件，需要单独收集和处理铸铝和锻铝，例如保险杠、车轮、热交换器、永磁钕铁硼电动汽车传动系统中的磁铁、电工钢和铜，以防不用于（准备）再利用/再制造。
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See for example the measure established in France that requires garage and repair shops to provide offers for used spare parts together with new spare parts to their customers (see Article L224-67 of the “Code de la Consommation”, available at https://www.legifrance.gouv.fr/codes/article_lc/LEGIARTI000032226565/2018-01-19 ).
例如，法国制定了一项措施，要求车库和维修店向其客户提供二手备件和新备件（参见“Code de la Consommation”第 L224-67 条， 参见https://www.legifrance.gouv.fr/codes/article_lc/LEGIARTI000032226565/2018-01-19 ）。
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Applying to ELV thermoplastics and polyurethanes.
适用于ELV热塑性塑料和聚氨酯。
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The WEEE Directive Art 5 requires separate collection for such products and Art 8/ Annex VII specifies selective treatment requirements.
WEEE 指令第 5 条要求对此类产品进行单独收集，第 8 条/附件 VII 规定了选择性处理要求。
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This would include difficult to recycle lightweight materials such as glass and carbon fibre reinforced plastics, as well as smaller copper and EEE parts, small motors, inverters, etc.
这将包括难以回收的轻质材料，如玻璃和碳纤维增强塑料，以及较小的铜和电子电气部件、小型电机、逆变器等。
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Complementing Commission Decision 2005/293/EC.
补充委员会决定 2005/293/EC。
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022: https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
RegHub 关于 2022 年报废车辆指令实施的咨询：https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life -车辆和3R类型批准.aspx
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Notably through deposit return schemes whereby financial support is provided to the last owner of a vehicle upon its delivery to an ATF. Such schemes are in place in a number of EU Member States already.
特别是通过押金返还计划，在车辆交付给 ATF 时向最后一位车主提供财务支持。许多欧盟成员国已经实施了此类计划。
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This should include information on the motives for which vehicles are permanently removed from the register (treatment as an ELV in an ATF, export, theft, etc.), as well as a requirement for the owner of a vehicle which is “temporarily de-registered” to report changes on the ownership of the vehicle in question to the registration authority.
这应包括有关车辆从登记册中永久删除的动机的信息（在 ATF 中作为 ELV 处理、出口、盗窃等），以及对“暂时取消登记”的车辆车主的要求。登记”，向登记机关报告有关车辆所有权的变更。
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For example through the use of the European Vehicle and Driving Licence Information System (Eucaris).
例如，通过使用欧洲车辆和驾驶执照信息系统 (Eucaris)。
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For more information see Suggestion 3, https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
欲了解更多信息，请参阅建议 3，https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval .aspx
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For more information see Suggestion 2, https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
欲了解更多信息，请参阅建议 2， https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval .aspx
(118)
For example on limitations of imports linked to the age or compliance with emission standards of used vehicles
例如，与旧车车龄或遵守排放标准相关的进口限制
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There are already provisions on cost coverage of delivery/take-back of an ELV by producers (Article 5(4) ELVD). Although not a fully-fledged EPR scheme, the basics of cost coverage already exist and are explicitly referred to in the WFD (article 8a(4)). This means that PO5 would not necessarily entail starting up completely new EPR schemes
已经有关于生产商交付/回收 ELV 的成本覆盖的规定（ELVD 第 5(4) 条）。虽然不是成熟的 EPR 计划，但成本覆盖的基础知识已经存在，并在 WFD 中明确提及（第 8a(4) 条）。这意味着 PO5 不一定需要启动全新的 EPR 计划
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See Articles 8 and 8a of the Waste Framework Directive (Directive (EU) 2018/851).
请参阅废物框架指令（指令 (EU) 2018/851）第 8 条和第 8a 条。
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For more information see Suggestion 7 at https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
如需了解更多信息，请参阅建议 7：https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval .aspx ;
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Ibid. 同上。
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For more information see Suggestion 5 at https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx ; RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022;
如需了解更多信息，请参阅建议 5：https: //cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval .aspx ； RegHub 关于 2022 年报废车辆指令实施的咨询；
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Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles (OJ L 188, 12.7.2019, p. 116–130). A review of this Directive is foreseen by the end of 2027.
欧洲议会和理事会 2019 年 6 月 20 日颁布的指令 (EU) 2019/1161 ，修订了关于推广清洁和节能道路运输车辆的指令 2009/33/EC（OJ L 188，2019 年 7 月 12 日，第 116 页） –130）。预计将于 2027 年底对该指令进行审查。
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Vehicles of categories L3-L7, M2, M3, N2, N3 and O.
L3-L7、M2、M3、N2、N3 和 O 类车辆。
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Proposal for a Directive of the European Parliament and of the Council on Corporate Sustainability Due Diligence and amending Directive (EU) 2019/1937 (COM/2022/71 final)
关于欧洲议会和理事会企业可持续发展尽职调查指令和修订指令 (EU) 2019/1937 的提案（COM/2022/71 最终版）
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳里奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车中的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2023 年， ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
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N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821.
N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux，对提高乘用车关键原材料和其他材料循环性的选定措施的初步分析，EUR 31468 EN，欧盟出版局，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi： 10.2760/207541，JRC132821。
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Commission Staff Working Document accompanying the Regulation of the European Parliament and of the Council on type-approval of motor vehicles and of engines and of systems, component and separate technical units intended for such vehicles, with respect to their emission and battery durability (Euro 7)
欧洲议会和理事会关于机动车辆和发动机以及用于此类车辆的系统、部件和单独技术单元的型式核准的法规随附的委员会工作文件，涉及其排放和电池耐用性（Euro 7 ）
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More information on the projections used in the SWD are explained in Annex 4.
有关社会福利署使用的预测的更多信息，请参阅附件 4。
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Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年， ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
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Corresponds with the scenario JRC3a of the JRC study (JRC129008).
与 JRC 研究 (JRC129008) 的场景 JRC3a 相对应。
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Corresponds with the scenario JRC4b in the Annex of the study (JRC129008).
与研究附件 (JRC129008) 中的 JRC4b 情景相对应。
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Corresponds with the scenario JRC4c in the Annex of the study (JRC129008).
与研究附件 (JRC129008) 中的 JRC4c 情景相对应。
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Recycling quality improvements of PO3 are not overlapping with the allocation of plastics recycling benefits of PO2 to avoid double counting.
PO3的回收质量改进与PO2的塑料回收效益分配不重叠，以避免重复计算。
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N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821.
N. Tazi、M. Orefice、C. Marmy、Y. Baron、M Ljunggren、P Wäger、F. Mathieux，对提高乘用车关键原材料和其他材料循环性的选定措施的初步分析，EUR 31468 EN，欧盟出版局，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi： 10.2760/207541，JRC132821。
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For the assessment of magnitude of possible external costs associated with the export of used non-roadworthy vehicles from the EU to third countries, see the Handbook on the External Costs of Transport: European Commission, Directorate-General for Mobility and Transport, Essen, H., Fiorello, D., El Beyrouty, K., et al., Handbook on the external costs of transport: version 2019 – 1.1, Publications Office, 2020, https://data.europa.eu/doi/10.2832/51388
要评估与从欧盟向第三国出口二手非道路行驶车辆相关的可能外部成本的大小，请参阅《运输外部成本手册》：欧盟委员会，移动和运输总局，埃森，H ., Fiorello, D., El Beyrouty, K., 等人，《运输外部成本手册：2019 年 – 1.1 版》，出版办公室，2020 年， https://data.europa.eu/doi/10.2832/51388
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https://apps.who.int/iris/rest/bitstreams/1091390/retrieve
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If the vehicle is imported at an age of 5 years, it will possibly last another 25 years in the country of destination before becoming an ELV. An imported vehicle with an age of 18 years might last another 12 years in the receiving country before becoming waste. Thus, the waste generated for the same service is twice as much when old vehicles are imported.
如果车辆在车龄 5 年时进口，则在成为 ELV 之前，它可能会在目的地国再使用 25 年。一辆车龄为 18 年的进口车辆在接收国可能还能再使用 12 年，然后才会变成废物。因此，相同服务产生的废物是进口旧车时的两倍。
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For more information on these aspects, see section 6.12 in Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
有关这些方面的更多信息，请参阅 Baron, Y. 的第 6.12 节；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳里奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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Based on the JRC study, see Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
基于 JRC 研究，请参阅 Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat , P. 和 Mathieux, F.，实现新乘用车中的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年，ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
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Corresponds with scenario 4b in the JRC study.
与 JRC 研究中的情景 4b 相对应。
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Corresponds with scenario 4c in the JRC study.
与 JRC 研究中的情景 4c 相对应。
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https://climate.ec.europa.eu/eu-action/eu-emissions-trading-system-eu-ets_en
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European Commission, Directorate-General for Mobility and Transport, Essen, H., Fiorello, D., El Beyrouty, K., et al., Handbook on the external costs of transport: version 2019 – 1.1, Publications Office, 2020
欧盟委员会，交通运输总司，Essen, H., Fiorello, D., El Beyrouty, K., et al.，《交通外部成本手册：2019 版 – 1.1》，出版办公室，2020 年
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N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821.
N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux，对提高乘用车关键原材料和其他材料循环性的选定措施的初步分析，EUR 31468 EN，欧盟出版局，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi： 10.2760/207541，JRC132821。
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳里奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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Except for the recycled content related GHG savings of PO2 and its financial relevancy for the future functioning of ETS / CBAM, the other GHG savings cannot be attributed unambiguously to individual economic operators and thus not be directly capitalised using available financial instruments. Therefore ‘monetised GHG savings’ is used in below tables except in the case of PO2 where ‘avoided CO2 taxation under ETS’ is used to illustrate its attribution potential. This approach is in line with quantifying non-market benefits as described in Tool 14 of the Better Regulation Guidance and Tool 23 related to monetising environmental impacts for the purpose of Cost Benefit Analysis and the BCR as determined in Section 7.1
除了 PO2 与回收内容相关的温室气体减排及其与 ETS / CBAM 未来运作的财务相关性外，其他温室气体减排不能明确归因于个体经济运营商，因此不能使用可用的金融工具直接资本化。因此，下表中使用“货币化温室气体减排”，但 PO2 除外，其中使用“ETS 下避免的二氧化碳税”来说明其归因潜力。该方法符合《更好监管指南》工具 14 中所述的量化非市场效益以及与出于成本效益分析目的而将环境影响货币化相关的工具 23 以及第 7.1 节中确定的 BCR
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European Commission, Directorate-General for Mobility and Transport, Essen, H., Fiorello, D., El Beyrouty, K., et al., Handbook on the external costs of transport: version 2019 – 1.1, Publications Office, 2020, https://data.europa.eu/doi/10.2832/51388
欧盟委员会，交通运输总司，Essen, H., Fiorello, D., El Beyrouty, K., et al.，《交通外部成本手册：2019 年 – 1.1 版》，出版办公室，2020 年，https ://data.europa.eu/doi/10.2832/51388
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N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821.
N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux，对提高乘用车关键原材料和其他材料循环性的选定措施的初步分析，EUR 31468 EN，欧盟出版局，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi： 10.2760/207541，JRC132821。
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Or, for substances identified under the Stockholm convention as Persistent Organic Pollutants, addressed under the POPs Regulation [Regulation (EU) 2019/1021]
或者，对于根据《斯德哥尔摩公约》确定为持久性有机污染物的物质，根据《持久性有机污染物法规》[法规 (EU) 2019/1021] 进行处理
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https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/12633-End-of-life-vehicles-revision-of-EU-rules/public-consultation_en
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Notably linked to the future share of steel long products in electric vehicles, which are the best candidates for such incorporation
与电动汽车中长钢产品的未来份额尤其相关，这是此类合并的最佳候选者
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EuRIC-European Recycling Industries’ Confederation, BVSE - Bundesverband Sekundärrohstoffe und Entsorgung
EuRIC-欧洲回收工业联合会，BVSE - Bundesverband Sekundärrohstoffe und Entsorgung
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Umweltbundesamt,(2022), Illegal treatment of end of-life vehicles - Assessment of the environmental, micro- and macroeconomic effects, texte 130/20 22
Umweltbundesamt，（2022），报废车辆的非法处理 - 环境、微观和宏观经济影响评估，文本 130/20 22
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The guidance provided in Tool 16 of the BRG (figure 1b in page 118), ie assessing measures for each objective first separately and selecting the best ones which should feature in the preferred package and then compute the synergies, is followed. This is applied with a computational order in the impact assessment as explained in Annex 4.2.2
遵循 BRG 工具 16 中提供的指导（第 118 页中的图 1b），即首先单独评估每个目标的措施，然后选择应包含在首选方案中的最佳措施，然后计算协同效应。这适用于影响评估中的计算顺序，如附件 4.2.2 中所述
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Costs related to enforcement measures M17,M19 and M21 are specified in Annex 3.2 in Table 3.5 in detail.
与执法措施 M17、M19 和 M21 相关的成本详见附件 3.2 的表 3.5。
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Digital reporting on certificate of destruction; exchange of information from national vehicle registries via digital means; interoperability with single windows system to allow customs to act on export-related measures
销毁证明的数字报告；通过数字方式交换国家车辆登记处的信息；与单一窗口系统的互操作性，使海关能够采取与出口相关的措施
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The sensitivity analysis shows for the EU as a whole, the EPR fee may range between 3 EUR and 33 EUR per vehicle placed on the market. See Annex 8.2.5 for more details.
敏感性分析显示，对于整个欧盟来说，投放市场的每辆车的 EPR 费用可能在 3 欧元到 33 欧元之间。更多详情请参见附件 8.2.5。
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Since 2000, under the Horizon 2020 and LIFE, the EU has funded around 100 different projects which have contributed to higher scale of knowledge, expertise in advancement of relevant ELV treatment operations, material recovery. See Annex 12.
自 2000 年以来，在 Horizon 2020 和 LIFE 框架下，欧盟资助了约 100 个不同的项目，这些项目为推进相关报废汽车处理操作和材料回收方面的知识和专业知识提供了更高的规模。参见附件 12。
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See, in particular, the costs per vehicle for the preferred package in section 8.2. The average cost of 65 EUR are modest in relation to the purchase price of a vehicle or the additional cost of an EV as compared to a baseline conventional vehicle and constitute a 0.2% increase in case an average sales price of EUR 38,000 is assumed.
请特别参阅第 8.2 节中首选套餐的每辆车成本。与基准传统车辆相比，65 欧元的平均成本相对于车辆的购买价格或电动汽车的额外成本来说并不高，如果假设平均销售价格为 38,000 欧元，则将增加 0.2%。
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For more information about the selected suggestions from the F4F opinion see Annexes 1 and 5.
有关 F4F 意见中所选建议的更多信息，请参阅附件 1 和附件 5。
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Impacts on the affected groups of stakeholders is provided in Annex 3.
附件 3 提供了对受影响的利益相关者群体的影响。
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There is significant synergy between this revision and the general digitalisation of the national vehicle registration system under DG MOVE’s revision of the roadworthiness package and Directive 2014/46/EU on vehicle registration documents. The reduced administrative burden from digitalisation of vehicle registration documents is potentially worth up to 1 EUR per vehicle or 9.8 million EUR of recurrent savings in total when fully implemented. This potential ‘one-out’ saving is fully allocated to DG MOVE’s impact assessment and, despite the synergies, not to this proposal.
此次修订与 DG MOVE 对适航性包的修订以及关于车辆登记文件的 2014/46/EU 指令下的国家车辆登记系统的全面数字化之间存在显着的协同作用。全面实施后，车辆登记文件数字化可减少每辆车高达 1 欧元的行政负担，或总共节省 980 万欧元的经常性成本。这一潜在的“一次性”节省完全分配给 DG MOVE 的影响评估，尽管存在协同效应，但并未分配给该提案。
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In 2021, the EU imported 458,769 passenger cars from Türkiye, followed by China (435,080), the United Kingdom (393,410), Japan (401,276), South Korea (377,404), the United States of America (308,506). More information available at: https://www.acea.auto/figure/eu-motor-vehicle-trade-by-vehicle-type-in-units/ , https://www.acea.auto/figure/eu-passenger-car-imports-main-countries-of-origin-in-units/
2021年，欧盟从土耳其进口了458,769辆乘用车，其次是中国（435,080辆）、英国（393,410辆）、日本（401,276辆）、韩国（377,404辆）和美国（308,506辆）。更多信息请访问：https://www.acea.auto/figure/eu-motor-vehicle-trade-by-vehicle-type-in-units/、https://www.acea.auto/figure/eu-乘用车进口主要原产国单位/
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Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008.
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车中的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2023 年， ISBN 978-92-76-51784-9（在线），doi：10.2838/834615（在线），JRC129008。
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The recycled plastics and steel could be sourced from within or outside the EU.
回收的塑料和钢材可以来自欧盟内部或外部。
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i.e. recycled content target, requirement to adopt vehicle-type circularity strategy
即回收含量目标，要求采用车型循环策略
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Umweltbundesamt,(2022), Illegal treatment of end of-life vehicles - Assessment of the environmental, micro- and macroeconomic effects, texte 130/20 22.
Umweltbundesamt，（2022），报废车辆的非法处理 - 环境、微观和宏观经济影响评估，文本 130/20 22。
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Netherlands Human Environment and Transport Inspectorate, Ministry of Infrastructure and Water Management (2020): Used vehicles exported to Africa: A study on the quality of used export vehicles.
荷兰基础设施和水管理部人类环境和运输监察局（2020）：出口到非洲的二手车：二手出口车辆质量研究。
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For example, specific age limitations for the import of used vehicles have been adopted in 2020 under the umbrella of the Economic Community of West African States (ECOWAS). The age limit for importing vehicles into the ECOWAS region is 5 years for light duty vehicles, two-wheel motor vehicles, tricycles and quadricycles and 10 years for heavy-duty vehicles. A period of 10 years is granted to countries that have not yet adopted these age limits to gradually comply. See Directive C/Dir.2/09/20 relating to the harmonization of the limits of gas and exhaust particle emission for light and heavy vehicles, two wheel vehicles, tricycles and quadricycles within the ECOWAS region.
例如，西非国家经济共同体 (ECOWAS) 于 2020 年对二手车进口实行了具体年龄限制。西非经共体地区进口车辆的车龄限制为轻型汽车、两轮机动车、三轮车和四轮车5年，重型汽车10年。尚未采用这些年龄限制的国家有 10 年的时间逐步遵守。请参阅关于协调西非经共体地区轻型和重型车辆、两轮车辆、三轮车和四轮车气体和废气颗粒排放限值的指令 C/Dir.2/09/20。
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https://eur-lex.europa.eu/resource.html?uri=cellar:a1c34a56-b314-11eb-8aca-01aa75ed71a1.0001.02/DOC_1&format=PDF
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This is for example associated with the pollution risks linked, among others, with the informal recycling of lead-acid batteries.
例如，这与铅酸电池的非正规回收等相关的污染风险有关。
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See for example reports from International Motor Vehicle Inspection Committee (CITA) for Togo: https://citainsp.org/wp-content/uploads/2018/07/TogoReportFinalEN.Final_.pdf and for Cameroon: https://citainsp.org/wp-content/uploads/2020/07/Report_AVIS_Cameroun_final.pdf
请参阅国际汽车协会的报告示例 多哥检查委员会(CITA)： https://citainsp.org/wp-content/uploads/2018/07/TogoReportFinalEN.Final_.pdf喀麦隆检查委员会： https ://citainsp.org/wp-content/uploads/2020 /07/Report_AVIS_Cameroun_final.pdf
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Especially the United Nations Economic Commissions for Europe (ECE), the International Motor Vehicle Inspection Committee (CITA) and the Fédération Internationale de l’Automobile (FIA), which have established the “Project of Safer and Cleaner Used Vehicles for Africa”. See https://unece.org/sites/default/files/2023-05/Safer%20and%20Cleaner%20Used%20Vehicles%20for%20Africa%20%28Final%29.pdf
特别是联合国欧洲经济委员会（ECE）、国际机动车辆检验委员会（CITA）和国际汽车联合会（FIA）建立了“非洲更安全、更清洁的二手车项目”。请参阅 https://unece.org/sites/default/files/2023-05/Safer%20and%20Cleaner%20Used%20Vehicles%20for%20Africa%20%28Final%29.pdf
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https://www.ssatp.org/topics/urban-mobility
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https://tttfp.org/
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https://roadsafetyfund.un.org/
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Kenya and Mauritius have for example established and implemented a sophisticated regime governing the import of used vehicles for many years (since 2008 for Kenya and 2017 for Mauritius), which require notably that import is only authorised upon the presentation of a test operated by accredited specialised companies in the exporting country and verifying the roadworthiness of the vehicles concerned. The volume of imported used vehicles has not decreased but the imported vehicles are newer and cleaner. Such comprehensive regimes are not yet in place in most other importing countries, which have only more recently started to set out rules on the import and placing on the market of used vehicles.
例如，肯尼亚和毛里求斯多年来建立并实施了一套复杂的二手车进口管理制度（肯尼亚自 2008 年起，毛里求斯自 2017 年起），其中特别要求只有在出示由经认可的专业机构进行的测试后才能批准进口。出口国的公司并验证有关车辆的适航性。进口二手车数量没有减少，但进口车辆更新、更清洁。大多数其他进口国尚未建立此类全面的制度，这些国家最近才开始制定二手车进口和投放市场的规则。
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For more information see Annex 7.2.4.
更多信息参见附件 7.2.4。
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https://ec.europa.eu/eurostat/statistics-explained/index.php?title=End-of-life_vehicle_statistics#Number_of_end-of-life_vehicles
EUROPEAN COMMISSION 欧盟委员会
Brussels, 13.7.2023 布鲁塞尔，2023 年 7 月 13 日
SWD(2023) 256 final 社署(2023) 256 最终
COMMISSION STAFF WORKING DOCUMENT
委员会工作人员工作文件
IMPACT ASSESSMENT REPORT 影响评估报告
ANNEXES 1 TO 6 to the IMPACT ASSESSMENT REPORT
影响评估报告附件 1 至附件 6
Accompanying the document
随附文件
Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
关于欧洲议会和理事会条例的提案
on circularity requirements for vehicle design and on management of end-of-life vehicles, amending Regulations (EU) 2018/858 and 2019/1020 and repealing Directives 2000/53/EC and 2005/64/EC
关于车辆设计的循环性要求和报废车辆的管理，修订法规 (EU) 2018/858 和 2019/1020 并废除指令 2000/53/EC 和 2005/64/EC
{COM(2023) 451 final} - {SEC(2023) 292 final} - {SWD(2023) 255 final} - {SWD(2023) 257 final}
{COM(2023) 451 最终} - {SEC(2023) 292 最终} - {SWD(2023) 255 最终} - {SWD(2023) 257 最终}
Contents 内容
Annex 1: Procedural information
附件 1：程序信息
1.1Lead DG, Decide Planning/CWP references
首席总干事，决定规划/CWP 参考资料
1.2Organisation and timing 组织和时间安排
1.3Consultation of the Regulatory Scrutiny Board (RSB)
监管审查委员会 (RSB) 的咨询
1.4Evidence, sources and quality
证据、来源和质量
Annex 2: Stakeholder consultation (Synopsis report)
附件2：利益相关者咨询（概要报告）
2.1Objectives of the consultation
咨询的目的
2.2Consultation and method tools
咨询和方法工具
2.3.Stakeholder consultation 利益相关者咨询
2.3.1. Overview of open public consultation
2.3.1. 公开公众咨询概览
2.3.2. Survey in relation to 3R type-approval Directive
2.3.2. 与 3R 型式核准指令相关的调查
2.3.3. Overview of the targeted stakeholder consultation
2.3.3. 目标利益相关者咨询概述
2.3.4. Stakeholder Workshop on 23-24 March 2022
2.3.4. 2022 年 3 月 23 日至 24 日举行的利益相关者研讨会
2.3.5. Consultation of Member States
2.3.5。 成员国磋商
2.3.6. Follow-up after the workshop and ad-hoc consultation
2.3.6。 研讨会后的跟进和临时咨询
2.4.Key positions of stakeholders on specific topics
利益相关者在特定主题上的关键立场
2.4.1. Circularity
2.4.1. 圆
2.4.2. Hazardous substances
2.4.2. 有害物质
2.4.3. Collection / Missing vehicles
2.4.3. 收集/失踪车辆
2.4.4. EPR System
2.4.4. EPR系统
2.4.5. Scope of the ELV Directive
2.4.5。 ELV指令的范围
2.4.6. 3R Type-Approval and its relation to the ELV Directive
2.4.6。 3R 型式认证及其与 ELV 指令的关系
Annex 3: Who is affected and how?
附件 3：谁受到影响以及如何受到影响？
3.1Introduction 介绍
3.2Summary of costs and benefits
成本和收益摘要
3.3Relevant sustainable development goals
相关可持续发展目标
Annex 4: Analytical methods
附件4：分析方法
4.1Main sources 主要来源
4.2Structuring of measures and options
措施和选项的构建
4.2.1 Identification and screening of measures
4.2.1 措施的识别和筛选
4.2.2 Structuring of options and impacts calculation order
4.2.2 选项的结构和影响计算顺序
4.3Analysis of impacts 影响分析
4.3.1 Datasets
4.3.1 数据集
4.3.2 Vehicle composition data
4.3.2 车辆成分数据
4.3.3 Number and types of vehicles entering and leaving the fleet
4.3.3 进出车队的车辆数量和类型
4.3.4 Recycling
4.3.4 回收
4.3.5 Data and scenarios for the whereabout of (used) vehicles
4.3.5 （二手）车辆行踪数据和场景
4.3.6 Scope extension
4.3.6 范围扩展
4.4Modelling environmental impacts
环境影响建模
4.4.1 LCA data
4.4.1 生命周期评估数据
4.4.2 Environmental impact categories
4.4.2 环境影响类别
4.4.3 Data for the modelling of environmental impact from coolants
4.4.3 用于冷却剂环境影响建模的数据
4.5Modelling the economic impacts
模拟经济影响
4.5.1 Main indicators
4.5.1 主要指标
4.5.2 Revenues for spare parts removed by ATFs for reuse or separate recycling;
4.5.2 ATF 拆除备件以供再利用或单独回收的收入；
Change in revenues (decrease or increase) for recyclates
回收品收入的变化（减少或增加）
4.6Modelling the social impacts
社会影响建模
4.7Methodological approach for recycled content plastics
回收塑料成分的方法论
4.7.1 Literature review
4.7.1 文献综述
4.7.2 Selected approach for stakeholders’ targeted consultations
4.7.2 利益相关方针对性磋商的选择方式
4.7.3 Identification of relevant stakeholders (front-runners and professional associations)
4.7.3 确定相关利益相关者（领跑者和专业协会）
4.7.4 Interviews state-of-play
4.7.4 采访现状
4.7.5 Adaptation for plastics recycling content to fit withing the type-approval framework
4.7.5 调整塑料回收内容以适应型式批准框架
4.7.6 Material & Methods
4.7.6 材料与方法
4.8Methodological approach for recycled content steel
回收钢成分的方法论
4.9Methodological approach for the CRM assessment – JRC
CRM 评估的方法论 – JRC
4.10EPR and compliance cost scenarios
EPR 和合规成本场景
Annex 5: Fit For Future Platform Opinion
附件 5：适合未来平台的意见
5.1.Suggestions summary 建议总结
5.2.Short description of the legislation analysed
所分析立法的简短描述
5.3.Problem description 问题描述
5.4.Suggestions 建议
Annex 6: Problems and drivers
附件 6：问题和驱动因素
6.1.Introduction 介绍
6.2.Problem area 1: Lack of integration of circularity in vehicle design and production
问题领域 1：车辆设计和生产中缺乏循环性的整合
6.2.1 What is the key problem?
6.2.1 关键问题是什么？
6.2.2 What are the key problem drivers?
6.2.2 关键问题驱动因素是什么？
6.2.3 How would the problem evolve?
6.2.3 问题将如何演变？
6.3.Problem area 2: Lack of quality and quantity in reuse and recycling at end-of-life treatment
问题领域 2：报废处理中再利用和回收的质量和数量不足
6.3.1 What is the problem?
6.3.1 问题是什么？
6.3.2 What are the problem drivers?
6.3.2 问题驱动因素是什么？
6.3.3 How would the problem evolve?
6.3.3 问题将如何演变？
6.4.Problem area 3: ‘Missing vehicles’ cause environmental impacts
问题领域 3：“车辆失踪”造成环境影响
6.4.1 What is the problem?
6.4.1 问题是什么？
6.4.2 What are the problem drivers?
6.4.2 问题驱动因素是什么？
6.4.3 How would the problem evolve?
6.4.3 问题将如何演变？
6.5.Problem area 4: Lack of EU level playing field to improve circularity in design, production and end-of-life treatment of lorries, buses, motorcycles
问题领域 4：欧盟缺乏公平的竞争环境来改善卡车、公共汽车、 摩托车
6.5.1 What is the problem?
6.5.1 问题是什么？
6.5.2 Problem drivers
6.5.2 有问题的司机
6.5.3 How would the problem evolve?
6.5.3 问题将如何演变？
Annex 1: Procedural information
附件 1：程序信息
1.1Lead DG, Decide Planning/CWP references
首席总干事，决定规划/CWP 参考资料
The preparation of this file was led by DG Environment (ENV), under a co-lead/coordination with DG Internal Market, Industry, Entrepreneurship and SMEs (GROW) and supported from DG Joint Research Centre D.3 European IPPC Bureau (JRC.D.3).
本文件的准备工作由环境总局 (ENV) 牵头，与总局内部市场、工业、创业和中小企业 (GROW) 共同领导/协调，并得到总局联合研究中心 D.3 欧洲 IPPC 局 (JRC.3) 的支持。 D.3）。
The file essentially comprises a revision of Directive 2000/53/EC on end-of-life vehicles (“ELV Directive”) and Directive 2005/64/EC on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability (“3R type-approval” Directive), which links the requirements on the placing of the market of new vehicles with the provisions of the ELV Directive.
该文件主要包括关于报废车辆 （“ELV 指令”）的指令 2000/53/EC 和关于机动车辆型式核准的指令 2005/64/EC 的修订，涉及其可重复使用性、可回收性和可恢复性 （“3R 型式批准”指令），它将新车市场投放要求与 ELV 指令的规定联系起来。
This revision takes into account the two evaluations that were performed for the two legal instruments and incorporates as many as possible of those recommendations that have resulted from those evaluations. In addition, the objective of the combined review of the ELV Directive and its mirror 3R type-approval Directive is to update the two instruments to be able to deliver the key objectives of the European Green Deal and Circular Economy Action Plan and to update both legislations to make them fully operational as described in Section 2 (below).
此次修订考虑了对两项法律文书进行的两次评估，并尽可能多地纳入这些评估产生的建议。此外，对 ELV 指令及其镜像 3R 型式核准指令进行联合审查的目的是更新这两项文书，以便能够实现欧洲绿色协议和循环经济行动计划的关键目标，并更新这两项立法使它们按照第 2 节（下文）所述全面运行。
Since this file comprises two combined sub-initiatives, they were included under a single entry in DECIDE/Agenda Planning database, as follows:
由于该文件包含两个组合的子计划，因此它们包含在 DECIDE/Agenda Planning 数据库中的单个条目下，如下所示：
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Commission proposal for the revision EU legislation on end-of-life vehicles
委员会关于修订欧盟报废车辆立法的提案 |
PLAN/2020/8644 计划/2020/8644
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1.2Organisation and timing 组织和时间安排
This joint review of the EU rules on end-of-life vehicles and the 3R type-approval Directive is a deliverable under the European Green Deal , the Zero Pollution Action Plan , the Circular Economy Action Plan (CEAP) and has strong links to the revised in May 2021 Industrial Strategy for Europe , which in turn built on the 2020 Industrial Strategy.
此次对欧盟报废车辆规则和 3R 型式核准指令的联合审查是根据欧洲绿色协议 、零污染行动计划 、循环经济行动计划进行的一项成果 (CEAP)，并与 2021 年 5 月修订的欧洲工业战略密切相关，而该战略又以 2020 年工业战略为基础。
The Inception Impact Assessment Roadmap was published on 22 October 2020 with a feedback period until 19 November 2020 .
初始影响评估路线图于2020 年 10 月 22 日发布，反馈期截至 2020 年 11 月 19 日 。
Following the conclusions of the evaluation of the EU rules on end-of-life vehicles, which revealed the operational inconsistencies between the ELV Directive and the 3R type-approval Directive, the DG ENV and DG GROW decided to carry a joint review of the two legislations.
对欧盟报废车辆规则的评估结论揭示了 ELV 指令和 3R 型式核准指令之间的操作不一致，DG ENV 和 DG GROW 决定对这两个指令进行联合审查立法。
A 14 week open public consultation, held between 20 July 2021 and 26 October 2021, was published on the Commission EUSurvey website .
开放14周 2021 年 7 月 20 日至 10 月 26 日期间举行的公众咨询已发布在欧盟委员会调查网站上。
The Inter Service Steering Group (ISSG) for the Impact Assessment was set up by the DG Environment. It included the following DGs and services: CLIMA (Climate Action), COMP (Competition), CONNECT (Communications Networks, Content and Technology), ENER (Energy), ESTAT (Eurostat), GROW (Internal Market, Industry, Entrepreneurship and SMEs), INTPA (International Partnerships), JRC (Joint Research Centre), MOVE (Mobility and Transport), NEAR (Neighbourhood and Enlargement), RTD (Research and Innovation), SG (Secretariat-General), SJ (Legal Service), TAXUD (Taxation and Customs Union) and TRADE (Trade).
影响评估的跨部门指导小组 (ISSG) 由环境总局设立。它包括以下总干事和服务： CLIMA（气候行动）、COMP（竞争）、CONNECT（通信网络、内容和技术）、ENER（能源）、ESTAT（欧盟统计局）、GROW（内部市场、工业、创业和中小企业） 、INTPA（国际合作伙伴）、JRC（联合研究中心）、MOVE（移动和交通）、NEAR（邻里和交通）扩大）、RTD（研究与创新）、SG（秘书长）、SJ（法律服务）、TAXUD（税收和关税联盟）和 TRADE（贸易）。
The ISSG has been consulted regarding, and has given input to, key deliverables from the support study, and the joint draft Impact Assessment report on the ELV Directive and 3R type-approval Directive prior to its submission to the Regulatory Scrutiny Board (RSB). This was the case notably at two ISSG meetings which took place on 1 December 2022 and 24 January 2023.
在将支持研究的主要成果以及 ELV 指令和 3R 型式批准指令的影响评估报告联合草案提交给监管审查委员会 (RSB) 之前，已向 ISSG 进行了咨询并提供了意见。这种情况在 2022 年 12 月 1 日和 2023 年 1 月 24 日举行的两次 ISSG 会议上尤其明显。
1.3Consultation of the Regulatory Scrutiny Board (RSB)
监管审查委员会 (RSB )的咨询
An informal upstream meeting with the RSB took place on 28 February 2021.
2021 年 2 月 28 日与 RSB 举行了一次非正式上游会议。
After final discussion with the ISC, a draft of the impact assessment was submitted to the RSB on 15th February 2023 and discussed at a meeting with the RSB on 15h March 2023.
在与 ISC 进行最终讨论后，影响评估草案于 2023 年 2 月 15 日提交给 RSB ，并在 2023 年 3 月 15日与 RSB 的会议上进行了讨论。
Following the negative opinion of the RSB from 15 March 2023, changes were made to the IA in order to reflect the recommendations of the Board. The table below presents an overview of the RSB's comments and how these have been addressed.
自 2023 年 3 月 15 日起，RSB 提出负面意见后，对 IA 进行了修改，以反映董事会的建议。下表概述了 RSB 的意见以及如何处理这些意见。
Table 1.1a: How RSB comments of the first opinion have been addressed
表 1.1a：RSB 对第一意见的评论是如何处理的
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RSB comments RSB评论 |
How addressed 如何解决 |
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Main findings 主要发现 |
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B(1). Objectives: the report needs to clarify relation of the specific objectives with the general objective of contributing to the competitiveness of the automotive sector
B(1)。目标：报告需要澄清具体目标与促进汽车行业竞争力的总体目标之间的关系 |
The impact assessment report has been changed, so that the contribution of the initiative to the competitiveness of the automotive sector is no longer included among the general objectives of the initiative. As the initiative will however have a number of positive impacts on the competitiveness and resilience of this sector, a new section 8.3 on this point has been added.
影响评估报告已更改，因此该倡议对汽车行业竞争力的贡献不再包含在该倡议的总体目标中。然而，由于该举措将对该行业的竞争力和复原力产生许多积极影响，因此添加了关于这一点的新第 8.3 节。 |
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B(2)Definition of problems: the report is not clear on the key policy choices and the robustness of the evidence informing these choices.
B(2)问题的定义：报告没有明确关键的政策选择以及这些选择的证据的稳健性。 |
Clarifications have been added in section 2 on the definition of the problems and their interrelationships, and in section 8 (as well as in Annex 4) on the interrelationships and synergies between the options contained in the preferred policy package. This responds to the second point raised by the RSB and “point for improvement” C(2).
第 2 节对问题的定义及其相互关系进行了澄清，第 8 节（以及附件 4）对首选政策方案中所含选项之间的相互关系和协同作用进行了澄清。这回应了 RSB 提出的第二点和“改进点”C(2)。
The evidences on the robustness of the choices build on a comprehensive IA support study by Oeko-Institut as well as dedicated studies by the JRC on plastics and CRMs and extensive consultation with stakeholders. This is described in Annex 4.
这些选择稳健性的证据建立在 Oeko-Institut 全面的 IA 支持研究、JRC 对塑料和 CRM 的专门研究以及与利益相关者的广泛咨询的基础上。附件 4 对此进行了描述。
A summary table specifying all measures per policy option in a single overview, their inclusion in the preferred package as well as implementation dates, has been added to section 5.2.
第 5.2 节中添加了一个汇总表，在单个概述中详细说明了每个政策选项的所有措施、它们包含在首选一揽子计划中以及实施日期。 |
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B(3) Data analysis: The level of quantitative analysis on the extension of scope of the ELV legislation is not proportionate to the scale of the expected impacts. The report does not sufficiently assess the impacts on competitiveness of affected EU sectors, international partnership countries and the enforcement capacities of Member States.
B(3) 数据分析：对弱电立法范围扩大的定量分析水平与预期影响的规模不成比例。该报告没有充分评估对受影响的欧盟部门、国际伙伴国家和成员国执法能力的竞争力的影响。 |
New data and analyses have been added throughout the text concerning the extension of the scope of the current legislation to new vehicles. This is particularly the case for the quantification of the economic and environmental impacts of the preferred option (see in particular sections 6.2.6 and 6.3.6). This is based on new estimates, stemming from dedicated work by the Oeko-Institut on this issue. In addition, a new section has been added in appendix 15 on the relevance of measures to extend the scope of recovery of critical raw materials (CRM). This new section has been prepared by the JRC based on a recently completed study (made available after the first submission).
全文中添加了有关将现行立法范围扩展到新车的新数据和分析。对于首选方案的经济和环境影响的量化尤其如此（特别参见第 6.2.6 和 6.3.6 节）。这是基于 Oeko-Institut 就此问题所做的专门工作的新估计。此外，附录 15 中新增了关于扩大关键原材料 (CRM) 回收范围的措施的相关性的章节。这个新部分是由 JRC 根据最近完成的一项研究（首次提交后提供）编写的。
The total administrative burden has been better presented per operator and reduced due to some double counting of one-offs as yearly costs in the tables of the contractor. The detailed tables in the appropriate template are included in Annex 3. No ‘one-out’ costs are identified. The recurring and one-off costs are consistently presented for the policy options.
每个运营商的总管理负担得到了更好的呈现，并且由于承包商表格中将一次性成本重复计算为年度成本而减少了。适当模板中的详细表格包含在附件 3 中。未确定“一次性”成本。对于政策选项，经常性成本和一次性成本都是一致的。
New elements were provided on the impacts of the proposed export measures on importing countries, based in particular on the contributions of INTPA (see section 8.6 and annex 8, section 7.2.4) - the costs of the export measures enforcement and other public authorities are quantified in Section 8.2 and Annex 8.
就拟议出口措施对进口国的影响提供了新的要素，特别是基于 INTPA 的贡献（见第 8.6 节和附件 8，第 7.2.4 节）——出口措施执行成本和其他公共当局的成本第 8.2 节和附件 8 中进行了量化。 |
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B(4) Comparison of different policy options: the report does not clearly compare the different policy options in terms of effectiveness and efficiency. It does not sufficiently demonstrate that the preferred combination of options is the most proportionate and best performing one.
B(4) 不同政策选择的比较：报告没有明确比较不同政策选择的有效性和效率。它并没有充分证明首选的选项组合是最相称且性能最佳的组合。
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The analysis on the comparison of the effectiveness and efficiency of the options has been considerably reinforced in the impact analysis report (see section 7.2), as well as the demonstration of the performance of the preferred package of options (section 8.2). It includes a cost-benefit analysis in line with the Better Regulation Guidelines incorporating costs for the extended scope as well as the cost-effectiveness assessment moved from the annexes to the main text.
影响分析报告（见第 7.2 节）大大加强了对各方案有效性和效率比较的分析，并展示了首选方案的性能（第 8.2 节）。它包括符合《更好监管指南》的成本效益分析，其中纳入了扩大范围的成本以及从附件移至正文的成本效益评估。
The choice of the preferred option for recycled content for steel has been amended and clarified, i.e. by specifying that future legislation will not directly set a mandatory target level but that there should be an empowerment for the Commission to lay down such a target based on a dedicated feasibility study (see section 8.1).
钢铁回收成分的首选选择已被修改和澄清，即明确未来的立法不会直接设定强制性目标水平，但应授权委员会根据实际情况制定这样的目标。专门的可行性研究（见第 8.1 节）。 |
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What to improve (comments summarised)
需要改进的地方（评论总结） |
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C(1). The report needs to define important terms and concepts, provide a structured and clear set of general and specific objectives that support competitiveness and enhance EU sectors. The specific objectives must be precise and measurable to track progress and success
C(1)。该报告需要定义重要的术语和概念，提供一套结构化且清晰的一般和具体目标，以支持竞争力和增强欧盟部门。具体目标必须精确且可衡量，以跟踪进度和成功 |
The definitions of ELVs have been added in section 1.2, the general legal context is described (also in section 1.2) and some terms clarified, like the scope of the L-category vehicles.
第 1.2 节添加了 ELV 的定义，描述了一般法律背景（也在第 1.2 节中），并澄清了一些术语，例如 L 类车辆的范围。
As indicated above, the expected impacts on the competitiveness of the automotive industry are presented in a dedicated section 8.3.
如上所述，对汽车行业竞争力的预期影响在专门的 8.3 节中介绍。
In order to ensure better measurement of progress and success, the specific objectives have been formulated more precisely (see section 4.2), to allow for an assessment of the performance of the preferred package of options in the future.
为了确保更好地衡量进展和成功，更精确地制定了具体目标（见第 4.2 节），以便评估未来首选方案的绩效。 |
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C(2). The report should clearly outline policy options and specify if the policymaker can prioritize specific issues by selecting a limited set of interventions from various areas, leading to alternative combinations of measures. Additionally, the report should evaluate and compare these alternatives against the baseline for effectiveness, efficiency, and proportionality.
C(2)。报告应明确概述政策选择，并具体说明政策制定者是否可以通过从各个领域选择有限的干预措施来优先考虑具体问题，从而形成替代性的措施组合。此外，报告应根据有效性、效率和相称性基线评估和比较这些替代方案。 |
The specific features and interlinkages between the problems and associated objectives have been described more in details in section 2.1, stressing the importance of treating them in a consistent and mutually supportive manner. The interplay between each best performing option and their synergies is also explained in more details in sections 8.1 and 8.2. This provides policy makers with additional information on the rationale for the preferred package.
问题和相关目标之间的具体特征和相互联系已在第 2.1 节中进行了更详细的描述，强调以一致和相互支持的方式处理这些问题的重要性。第 8.1 和 8.2 节还详细解释了每个最佳性能选项之间的相互作用及其协同作用。这为政策制定者提供了有关首选方案理由的更多信息。
The impact assessment identifies a set of problems, as well as objectives and options designed to address each of these problems separately, with a dedicated assessment of their impacts. This provides clear information for policy makers on all problems and ways to address them. Based on the methodology foreseen in the Better Regulation Guidelines, the report shows that the preferred package of options is the best performing one to address all problems, both individually and taken together, in view of their synergies. In that regard, and in line with the Better Regulation Guidelines, alternative combinations of options have not been assessed in the report, but the information that is contains on each option could be used by policy makers to evaluate alternative solutions.
影响评估确定了一系列问题，以及旨在分别解决每个问题的目标和选项，并对其影响进行专门评估。这为政策制定者提供了有关所有问题及其解决方法的明确信息。根据《更好的监管指南》中预见的方法，该报告表明，鉴于其协同作用，首选的一揽子方案是解决所有问题（无论是单独问题还是综合问题）的最佳方案。在这方面，根据《更好的监管指南》，报告中尚未评估替代方案组合，但政策制定者可以使用每个方案中包含的信息来评估替代解决方案。 |
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C(3) The report needs to clarify why EU-wide Extended Producer Responsibility schemes were not considered and how banning the export of vehicles aligns with the waste hierarchy.
C(3) 报告需要澄清为什么没有考虑欧盟范围内的生产者延伸责任计划，以及禁止车辆出口如何与废物等级制度保持一致。
It should also explain the environmental impact of this ban, specifically the increased number of vehicles left in the EU requiring ELV disposal.
它还应解释该禁令对环境的影响，特别是欧盟境内需要报废汽车的车辆数量增加。 |
Regarding the choice to discard the option of individual and/or collective EU-wide Extended Producer Responsibility schemes, additional explanations have been provided in the revised version of the report and in Annex 7.3.5). This measure is discarded mostly for subsidiarity reasons as it would represent a direct intervention at the EU level on the organisation and governance of the waste management sectors and operators which are currently dealt with by Member States. The existence of national vehicles registers and the absence of EU financial and human resources to assume new tasks linked to the running and supervision of EU EPR schemes also make this option unrealistic in the current context.
关于放弃欧盟范围内个人和/或集体生产者延伸责任计划的选择，报告修订版和附件 7.3.5 中提供了额外的解释。该措施被放弃主要是出于辅助性原因，因为它将代表欧盟层面对目前由成员国处理的废物管理部门和运营商的组织和治理的直接干预。国家车辆登记册的存在以及欧盟财政和人力资源的缺乏来承担与欧盟 EPR 计划的运行和监督相关的新任务，也使得这一选择在当前背景下不切实际。
With regard to setting requirements for export vehicles that can still be used in third countries, the report has been complemented with data exposing the environmental and road safety consequences of the current patterns of export of used vehicles from the EU, where no distinction is made between roadworthy and non-roadworthy vehicles. The export measures are justified by the need to address the EU environmental footprint linked to such practices, consistent with the EU environmental policy, as reflected notably in the EU Zero Pollution Action Plan. This is also supportive of efforts at global level and by importing countries for trade in cleaner and safer used vehicles. These measures are not inconsistent with the EU waste policy as they will avoid that the dismantling of a large number of used vehicles originating from the EU takes place in substandard conditions at the end of their life (which associated pollution risks linked for example to informal recycling of lead-acid batteries).
关于设定仍可在第三国使用的出口车辆的要求，该报告补充了一些数据，揭示了当前从欧盟出口二手车模式对环境和道路安全造成的后果，其中不区分适合道路行驶和不适合道路行驶的车辆。出口措施的合理性在于需要解决与此类做法相关的欧盟环境足迹，符合欧盟环境政策，特别是在欧盟零污染行动计划中反映的那样。这也支持了全球层面和进口国为更清洁、更安全的二手车贸易所做的努力。这些措施与欧盟废物政策并不矛盾，因为它们将避免大量来自欧盟的二手车在其使用寿命结束时在不符合标准的条件下进行拆除（这与非正规回收等相关的污染风险有关）铅酸电池）。
The report provides also more information on the environmental impacts of these measures in the EU, including quantified estimates on increased vehicle quantities used that would be subject to ELV treatment in the EU, as described in Section 8.6 and Annex 8, Section 7.2.4.
该报告还提供了有关这些措施对欧盟环境影响的更多信息，包括对欧盟内需要接受 ELV 处理的车辆数量增加的量化估计，如第 8.6 节和附件 8 第 7.2.4 节所述。 |
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C(4). The report needs to improve the impact analysis by ensuring that the quantitative analysis matches the expected impacts. It should quantify the costs and benefits of extending the scope of the ELV legislation, and if this is not possible, explain why and discuss the quality of available evidence. The report should clarify how much of an evidence-based decision can be made based on available information and what the risks are if cost estimates are absent.
C(4)。报告需要通过确保定量分析与预期影响相匹配来改进影响分析。它应该量化扩大 ELV 立法范围的成本和收益，如果不可能，请解释原因并讨论现有证据的质量。报告应阐明在多大程度上可以根据现有信息做出基于证据的决策，以及如果缺乏成本估算会产生哪些风险。 |
The revised report now includes a more detailed and better quantified analysis of the costs and benefits associated with options for extending the scope of ELV legislation. Where quantification has not been possible or proportionate, the report explains why and provides a qualitative assessment of the options at stake.
修订后的报告现在包括对与扩大报废汽车立法范围的选项相关的成本和效益的更详细和更好的量化分析。在无法进行量化或无法进行量化的情况下，报告会解释原因并提供对相关选项的定性评估。 |
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C(5). The report needs to enhance its impact analysis. It should be transparent about the impact on competitiveness, particularly for the automotive sector, and clarify the total costs of the preferred option for EU vehicle manufacturers. The report should also assess the impact on international partner countries and evaluate if an export ban would reduce mobility options, particularly for vulnerable groups, or result in trade diversion with potentially polluting vehicles imported from other third countries. Additionally, the report should assess the impact on Member States' enforcement capacities and clarify how.
C(5)。该报告需要加强其影响分析。它应该公开对竞争力的影响，特别是对汽车行业的影响，并澄清欧盟汽车制造商首选方案的总成本。该报告还应评估对国际伙伴国家的影响，并评估出口禁令是否会减少流动选择，特别是弱势群体的流动选择，或导致从其他第三国进口的潜在污染车辆的贸易转移。此外，报告应评估对成员国执法能力的影响并阐明如何影响。 |
The revised version provides an enhanced analysis of the impacts of the various options analysed. It contains notably more information on the impact of the preferred package on the competitiveness of the automotive sector. The total costs resulting from the preferred option for EU vehicle manufacturers and other operators have also been clarified, including quantitative estimates and qualitative assessments of non-quantified costs and as costs per vehicle detailed further in the Annexes.
修订后的版本对所分析的各种选项的影响进行了强化分析。它包含更多关于首选方案对汽车行业竞争力影响的信息。欧盟汽车制造商和其他运营商的首选方案所产生的总成本也已得到澄清，包括非量化成本的定量估计和定性评估以及附件中进一步详细说明的每辆车成本。
Regarding impacts on international partner countries, the report has been completed with case studies data from countries which have been imposing strict and comprehensive import measures for many years already (see section 8.4 and Annex 7.2.4).
关于对国际伙伴国家的影响，该报告是根据多年来一直实施严格和全面进口措施的国家的案例研究数据完成的（见第8.4节和附件7.2.4）。
The report also assesses, as part of the administrative burden, the impact on Member States' enforcement capacities and clarified how the administrative burden is estimated, taking into account the One In, One Out approach.
作为行政负担的一部分，报告还评估了对会员国执法能力的影响，并阐明了如何估计行政负担，同时考虑到“一进一出”方法。 |
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C(6).The report should analyse and explicitly present the distribution of impacts and show who will benefit from this initiative and who will bear the costs, taking into account that the overall net benefit of the initiative is critically linked to credited CO2 savings.
C(6).报告应分析并明确呈现影响分布，并显示谁将从该举措中受益以及谁将承担成本，同时考虑到该举措的总体净收益与计入的二氧化碳减排量密切相关。 |
The revised version contains an analysis of the distribution of impacts among stakeholders, explicitly presenting who will benefit and bear the costs of the initiative (with a breakdown of the expected costs and benefits for each group). The report integrates the CO2 savings as part of the overall monetised benefits of the preferred package.
修订后的版本包含对利益相关者之间影响分布的分析，明确提出谁将受益并承担该计划的成本（并详细说明每个群体的预期成本和收益）。该报告将 CO 2节省量整合为首选方案整体货币化效益的一部分。 |
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C(7). The report should provide a clear comparison of options, mainly in terms of effectiveness and efficiency. It should present the cost-benefit analysis (net impacts and Benefit Cost Ratios) for each option (and relevant combinations thereof) to allow for a solid comparison of options which in turn can support the selection and justification of the preferred set of measures. The total net impact and Benefit Cost Ratio of the preferred option should be presented. The comparison should bring together all monetised and non-monetised
C(7)。报告应提供各种方案的清晰比较，主要是在有效性和效率方面。它应该提供每个选项（及其相关组合）的成本效益分析（净影响和效益成本比），以便对选项进行可靠的比较，从而支持首选措施集的选择和合理性。应列出首选方案的总净影响和效益成本比。比较应将所有货币化和非货币化的内容放在一起
impacts – economic, environmental and social. The integration of environmental benefits in the analysis should be transparent and consistent.
影响——经济、环境和社会。分析中环境效益的整合应该透明且一致。 |
The revised version of the report includes a cost-benefit ratio analysis for each option, as well as a more developed assessment of their effectiveness, coherence and proportionality and the underlying assessment. The total net impact and the benefit-cost ratio of the preferred option are also presented in Section 8.5. The environmental benefits are explained and, except when this was not possible, quantified.
报告的修订版包括对每个选项的成本效益比分析，以及对其有效性、一致性和相称性以及基础评估的更完善的评估。第 8.5 节还介绍了首选方案的总净影响和效益成本比。环境效益得到解释，并且（除非不可能）进行量化。
Additionally, the revised report includes a comparison of all monetised and non-monetised impacts, including economic, environmental and social impacts.
此外，修订后的报告还对所有货币化和非货币化影响进行了比较，包括经济、环境和社会影响。 |
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C(8).The report should improve the explanation of its methodological approach and the analytical clarity throughout. All the key assumptions and data should be explained. The report should present the aggregated and disaggregated estimates in a way that it is clear how the figures relate to one another.
C(8).报告应改进其方法论的解释和通篇分析的清晰度。所有关键假设和数据都应该得到解释。报告应以明确数字相互关系的方式呈现汇总和分类估计数。
References to the supporting study and presentation need to be improved.
对支持性研究和演示的引用需要改进。 |
The report now provides a more detailed explanation of the key assumptions and data used in the analysis. It also presents aggregated and disaggregated estimates in a concise manner, making it easier to understand the relationship between the numbers.
该报告现在对分析中使用的关键假设和数据进行了更详细的解释。它还以简洁的方式呈现汇总和分类的估计值，使人们更容易理解数字之间的关系。
In addition, the Annexes to the report present all estimates in a disaggregated manner with greater granularity, making it easier to understand how the figures relate to one another. The report explains all key assumptions and data used in the analysis, providing readers with greater transparency and ensuring that the report's conclusions are based on sound evidence.
此外，报告的附件以更细粒度的分类方式列出了所有估计数，使人们更容易理解这些数字之间的相互关系。该报告解释了分析中使用的所有关键假设和数据，为读者提供了更大的透明度，并确保报告的结论基于可靠的证据。
The supporting study and other supporting document are presented in Annex 4 and referred to throughout the document, when the measures proposed or the analysed impacts are based on these document.
当建议的措施或分析的影响基于这些文件时，支持研究和其他支持文件载于附件 4 并在整个文件中引用。 |
Resubmission 重新提交
A revised Impact Assessment was submitted to the Regulatory Scrutiny Board on 28th of April 2023. The Regulatory Scrutiny Board (RSB) of the European Commission assessed the revised Impact Assessment and issued a positive opinion with reservations on the 16th of May 2023.
修订后的影响评估于2023年4月28日提交给监管审查委员会。欧盟委员会监管审查委员会（RSB）对修订后的影响评估进行了评估，并于2023年5月16日发表了有保留的积极意见。
The Board’s main findings were the following and these were addressed in the final impact assessment report as indicated below in Table 1.1b.
委员会的主要调查结果如下，并在最终影响评估报告中得到解决，如下表 1.1b 所示。
Table 1.1b: How RSB comments of the second opinion have been addressed
表 1.1b：RSB 对第二意见的评论是如何处理的
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RSB comments RSB评论 |
How addressed 如何解决 |
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Main findings 主要发现 |
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(1) The report should explain the differences between used vehicles, waste and vehicles without a roadworthiness certificate and carry this differentiation throughout the text.
(1) 报告应解释二手车、废物车和没有适航证书的车辆之间的区别，并在整个文本中体现这种区别。 |
Differences are explained in Section 2.3.2. of the IA report and Annex 6.4.2. in particular analysing the regulatory failures related to the waste, used vehicles and the distinction with ELVs, the relevance of the roadworthiness certificate.
第 2.3.2 节解释了差异。 IA 报告和附件 6.4.2。特别是分析与废物、二手车相关的监管失误以及与报废车辆的区别、适航证书的相关性。 |
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It should better demonstrate that requiring a roadworthiness certificate for exporting used cars is the best option in view of other potential available alternative measures (e.g. based on age of the vehicle).
它应该更好地证明，考虑到其他潜在的可用替代措施（例如，根据车辆的车龄），出口二手车需要道路适航证书是最佳选择。 |
Importance of use of the roadworthiness certificate was clarified in the Section 2.3.2 of the impact assessment report, by explaining that the roadworthiness certificate is an essential part of the EU regime designed to ensure that vehicles are kept in a safe and environmentally acceptable condition during their use. Directive 2014/45/EU specifies the minimum elements which have to be tested, in order for a vehicle to obtain a certificate. While these requirements are a condition for a vehicle to be used on EU roads, a prerequisite for a vehicle to have a valid roadworthiness certificate is considered to be the best option in regulating export of used vehicles without creating additional administrative burden, as it builds on already available documentation.
影响评估报告第 2.3.2 节阐明了使用适航证书的重要性，解释了适航证书是欧盟制度的重要组成部分，旨在确保车辆在使用过程中保持安全和环境可接受的状态。他们的用途。指令 2014/45/EU 规定了车辆获得证书必须进行测试的最低要素。虽然这些要求是车辆在欧盟道路上使用的一个条件，但车辆拥有有效的适航证书的先决条件被认为是监管二手车出口而不产生额外行政负担的最佳选择，因为它建立在已有可用的文档。 |
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It should clarify if different roadworthiness requirements are set by different Member States and if this would influence the internal market for exporting used vehicles to third countries.
应澄清不同成员国是否制定了不同的适航性要求，以及这是否会影响向第三国出口二手车的内部市场。 |
As it is explained in Section 2.3.2, Directive 2014/45/EU sets minimum mandatory elements which have to be tested, in order for a vehicle to obtain a roadworthiness certificate. Therefore, the mandatory scope of roadworthiness requirements is harmonised at the EU level. Additionally, each Member State shall recognise the roadworthiness certificate issued by other Member State, in accordance with Directive 2014/45/EU, which thus ensures the smooth functioning of the internal market.
正如第 2.3.2 节中所述，指令 2014/45/EU 规定了车辆获得适航证书必须经过测试的最低强制性要素。因此，适航性要求的强制性范围在欧盟层面进行了协调。此外，根据2014/45/EU指令，每个成员国应承认其他成员国颁发的适航证书，从而确保内部市场的顺利运作。 |
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It should explain why the applicable regulations of the recipient country are not deemed sufficient in determining whether an export should be permitted.
它应解释为什么接受国的适用法规不足以确定是否允许出口。 |
Additional clarifications have been added to the sections describing the problems and drivers on the issue (Section 2.3.1. and Annexes 6.4.1, 7.2.4. under the description of M21 - export requirements for used vehicles linked to roadworthiness certificate). The text explains why the regulations of the recipient countries are not deemed sufficient, which is mostly related to the situation that currently there are no global standards or consolidated import requirements that would be commonly applied by the recipient countries. There are destination countries which are currently not requiring vehicles to meet certain safety standards, such as the presence of airbags. Furthermore, the enforcement by the third parties of adopted import requirements is not always effectively ensured compromising the quality of used vehicles imported into the region, resulting in negative consequences on the environment, health, and road safety, as well as additional costs. These facts prove the necessity to establish a mechanism on stetting binding requirements for used vehicles which are subject to be exported from the EU to third countries, including the non-OECD countries. An additional measure describing these alternatives is added to the list of discarded measures (M47a).
在描述问题和问题驱动因素的章节中添加了额外的说明（M21 - 与适航证书相关的二手车出口要求的描述下的第 2.3.1 节和附件 6.4.1、7.2.4.）。文中解释了为什么受援国的法规被认为不够充分，这主要与目前没有受援国普遍适用的全球标准或综合进口要求有关。有些目的地国家目前不要求车辆满足某些安全标准，例如配备安全气囊。此外，第三方对所采用的进口要求的执行并不总能得到有效保证，从而损害了进口到该地区的二手车的质量，从而对环境、健康和道路安全造成负面影响，并产生额外成本。这些事实证明有必要建立一个机制，对从欧盟出口到第三国（包括非经合组织国家）的二手车制定具有约束力的要求。描述这些替代方案的附加措施被添加到废弃措施列表中 (M47a)。 |
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(2) The report should discuss the (global) environmental footprint of discarding vehicles as waste by banning their export that could still be used in third countries where different legal requirements and standards allow this. It should demonstrate how this is compatible with the waste hierarchy and if a potential better end-of-life treatment of the vehicle in the EU outweighs the impacts resulting from the extension of its lifetime when further used in third countries from a lifecycle perspective. The report should better demonstrate the coherence with the European Commission circular economy strategy and action plan.
(2) 报告应讨论将车辆作为废物丢弃的（全球）环境足迹，禁止出口仍可在不同法律要求和标准允许的第三国使用的车辆。它应该证明这如何与废物等级相兼容，以及从生命周期的角度来看，在欧盟对车辆进行更好的报废处理是否超过了在第三国进一步使用时延长其使用寿命所造成的影响。该报告应更好地体现与欧盟委员会循环经济战略和行动计划的一致性。 |
The coherence of export measures with the CEAP, including their contribution to the implementation of the ‘waste hierarchy’ has been substantiated in the Section 8.6 of the IA report, as well as Annex 7.2.4., where the comprehensive background information is provided on the challenges global trade of used vehicles, and the actions taken by the import countries to mitigate negative consequences associated with the export of used vehicles, with the aim to continue receiving used vehicles that could be placed in service for further use on the market of third country.
出口措施与 CEAP 的一致性，包括它们对实施“废物等级制度”的贡献，已在 IA 报告第 8.6 节以及附件 7.2.4 中得到证实，其中提供了关于全球二手车贸易面临的挑战，以及进口国为减轻与二手车出口相关的负面影响而采取的行动，目的是继续接收可投入使用的二手车，以便在第三方市场上进一步使用国家。 |
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(3) The report should better justify the difference in approach for setting targets for recycled content for steel compared to the measure proposed for setting targets for aluminium and Critical Raw Materials. It should explain how the envisaged feasibility studies will subsequently inform the impact assessment and comparison of alternative targets and related policy choices when preparing the corresponding implementing measures.
(3) 与为铝和关键原材料设定目标而提议的措施相比，报告应更好地证明设定钢铁回收含量目标的方法的差异。应解释设想的可行性研究将如何在制定相应的实施措施时为替代目标和相关政策选择的影响评估和比较提供信息。 |
The differences between the two feasibility studies is explained in Annex 7.2. for M10 respectively M11 and in the main SWD in Section 5.2.2. The study for steel focuses at the technical feasibility to determine an appropriate target level, whereas the study for other material has a wider scope in assessing wider economic feasibility elements.
附件 7.2 解释了两项可行性研究之间的差异。对于 M10 分别为 M11 和第 5.2.2 节中的主 SWD。对钢铁的研究侧重于技术可行性，以确定适当的目标水平，而对其他材料的研究则具有更广泛的范围，可评估更广泛的经济可行性要素。 |
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(4) The report should better explain why the option of EU-level Extended Producer Responsibility (EPR) is discarded while Member State level EPR is required given the EU-wide, cross-border, nature of the motor vehicle market.
(4) 报告应更好地解释为何放弃欧盟层面的生产者延伸责任（EPR）选项，而考虑到机动车辆市场的欧盟范围内的跨境性质，而需要成员国层面的 EPR。 |
There is a difference between a single EU wide EPR scheme triggering various subsidiarity and feasibility concerns, versus cross-border EPR supporting measures that facilitate EU wide coordination between schemes. The justification for the discard is sufficiently specified with the three main arguments listed on page 36. An additional reference to the reasons for discarding the related M48 in Section 5.3 is added to the description in Annex 7.3.6 to improve traceability.
引发各种辅助性和可行性问题的单一欧盟范围内的 EPR 计划与促进欧盟范围内计划之间协调的跨境 EPR 支持措施之间存在差异。第 36 页列出的三个主要论点充分说明了丢弃的理由。在附件 7.3.6 的描述中添加了第 5.3 节中丢弃相关 M48 的原因的附加参考，以提高可追溯性。 |
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(5) The report should be clearer on the distributional impacts, in particular on who is likely to benefit from the estimated CO2 credits as their final allocation seems to be instrumental in identifying how the different categories of stakeholders, including consumers, will be affected by the preferred policy package.
(5) 报告应更清楚地说明分配影响，特别是谁可能从估计的二氧化碳信用额中受益，因为他们的最终分配似乎有助于确定包括消费者在内的不同类别的利益相关者将如何受到影响首选的一揽子政策。 |
Except for the recycled content related GHG savings of PO2 and the financial relevance for the future functioning of CBAM, the other GHG savings cannot be attributed unambiguously to individual economic operators and not be reflected in currently existing financial instruments.
除了 PO2 与回收内容相关的温室气体减排以及与 CBAM 未来运作的财务相关性外，其他温室气体减排不能明确归因于个体经济运营商，也不能反映在当前现有的金融工具中。
More consistent use of the terms ‘GHG savings’ when credits are not directly attributable versus ‘avoided CO2 taxation under ETS’ when they can be attributed financially is improved in the report in Section 7.1 and 7.2, the Glossary (link to ETS framework) and footnote 147 are improved accordingly.
在第 7.1 和 7.2 节（词汇表链接）的报告中，当信用额不可直接归属时，“温室气体节省”一词的使用与“在 ETS 下避免的 CO 2税”（当积分可在财务上归因时）相比，更加一致地使用。脚注147也相应改进。
The approach to monetise the external costs related to total GHG savings as ‘societal benefits’ is in line with the BRG instructions for the Cost-Benefits Approach following the externalisation of costs in the DG MOVE handbook.
将与温室气体减排总量相关的外部成本货币化为“社会效益”的方法符合 DG MOVE 手册中成本外部化后的 BRG 成本效益方法说明。 |
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(6) The assumptions and calculations of the administrative costs should be clarified and better presented, including those related to the ‘one in, one out’ approach. The tables in Annex 3 on the administrative costs should come with more explanation and cross-reference with the estimates presented elsewhere.
(6) 应澄清并更好地表述行政成本的假设和计算，包括与“一进一出”方法相关的假设和计算。附件 3 中有关行政费用的表格应有更多解释，并与其他地方提出的估计数进行交叉引用。 |
The assumptions related to the administrative costs are moved from Annex 3 to Annex 8.3 following the overview tables describing each individual cost element.
与管理成本相关的假设从附件 3 移至附件 8.3，遵循描述每个单独成本要素的概览表。
Some minor changes are included in these table for administrative costs that are not in the scope of the OIOO approach. Administrative costs for non-preferred options are displayed separately for consistency in detail for the total costs per economic operator and policy option in Annex 8.3. A compact table is added to Section 8.5 specifying the sum of costs under the OIOO approach as well as a quantitative estimate of the effect of streamlining information via digitalisation and alignment with existing reporting practices.
这些表中包含了一些不属于 OIOO 方法范围内的管理费用的细微变化。为了在附件 8.3 中每个经济运营商和政策选项的总成本的详细一致性，非首选选项的行政成本单独显示。第 8.5 节中添加了一个紧凑的表格，详细说明了 OOO 方法下的成本总和，以及通过数字化和与现有报告实践保持一致来简化信息的效果的定量估计。 |
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The Board notes the estimated costs and benefits of the preferred option in this initiative, as summarised in the attached quantification tables.
董事会注意到该举措中首选方案的估计成本和效益，如所附量化表中所总结。 |
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1.4Evidence, sources and quality
证据、来源和质量
To support the analysis of the different options, the European Commission awarded a support contract to external experts. The consortium of consultants comprised: Oeko-Institut e.V. (Consortium Lead) with Rambøll Management Consulting A/S and the supported by the Mehlhart Consulting . Evidence was compiled from the evaluation reports of the ELV Directive and the targeted evaluation of the 3R type-approval Directive, which was carried out in parallel to the impact assessment and presented in a dedicated Annex 11 of this document. Additional supporting evidence was as well as retrieved via specific desk studies and data collection performed, feeding into the overall impact assessment work.
为了支持对不同选项的分析，欧盟委员会向外部专家授予了支持合同。顾问联盟包括：Oeko-Institut eV（联盟牵头）和 Rambøll Management Consulting A/S，并得到 Mehlhart Consulting 的支持 。证据来自 ELV 指令的评估报告和 3R 型式核准指令的针对性评估，该评估与影响评估同时进行，并在本文件的专门附件 11 中提出。通过特定的案头研究和数据收集获取了额外的支持证据，并将其纳入总体影响评估工作。
Further information is given regarding the evidence bases compiled by the external consultants in the following annexes:
以下附件提供了有关外部顾问编制的证据基础的更多信息：
1.Annex 2 (Stakeholder consultation synopsis)
附件2（利益相关者咨询概要）
The external consultants worked in close cooperation with the European Commission throughout the different phases of the study, and partly in consultation with one another throughout the process, particularly in the latter stages of assembling a coherent evidence base and in assessing, screening and adjusting policy measures and options.
外部顾问在研究的不同阶段与欧盟委员会密切合作，并在整个过程中部分地相互协商，特别是在收集一致证据基础以及评估、筛选和调整政策措施的后期阶段和选项。
2.Technical report of the Joint Research Centre (JRC)
联合研究中心（JRC）技术报告
The Joint Research Centre (JRC), the European Commission’s science and knowledge service, produced a dedicated technical report on recycled plastic content targets in new passenger cars , which results have been directly included into the overall impact assessment of the current review. The work consists in an analysis of data and knowledge on plastics contained in vehicles, current and future practices and on evaluating capacity of the recycling industry to produce adequate quality and quantity of recycled plastics from end-of -life vehicle sources. The objective was to assess technical barriers and opportunities for further uptake of recycled plastics in vehicle. Finally, this study aimed to produce technical proposals for mandatory recycled plastic content targets (with associated levels), and link them with pros, cons and potential implications. These policy options were analysed within a dedicated Section 6 of the Impact Assessment and then discussed in view of their potential integration within the review of the ELV Directive and 3R type-approval Directive. In addition, a second JRC study was produced targeting specific measures related to increased CRM recovery, in alignment with the recently adopted CRM Act .
欧盟委员会的科学和知识服务机构联合研究中心（JRC）专门编写了一份关于新型乘用车中再生塑料含量目标的技术报告 ，该报告的结果已直接纳入本次审查的总体影响评估中。这项工作包括对车辆中所含塑料的数据和知识、当前和未来的做法进行分析，并评估回收行业从报废车辆来源生产足够质量和数量的再生塑料的能力。目的是评估汽车中进一步采用再生塑料的技术障碍和机会。最后，本研究旨在为强制性再生塑料含量目标（及相关水平）提出技术建议，并将其与优点、缺点和潜在影响联系起来。这些政策选项在影响评估的专门第 6 节中进行了分析，然后考虑到它们在 ELV 指令和 3R 型式批准指令审查中的潜在整合进行了讨论。此外，JRC 还开展了第二项研究，针对与增加 CRM 恢复相关的具体措施，与最近通过的 CRM Act 保持一致。
In 2022, the Fit for Future Platform (F4F) adopted an opinion regarding joint revision of the End-of-life vehicles directive and the directive on the 3R type-approval of motor vehicles making the following suggestions:
2022年，适应未来平台（F4F）通过了关于联合修订报废车辆指令和机动车辆3R型式核准指令的第意见，提出以下建议：
·Suggestion 1: Consider a digital vehicle passport including details on used materials
建议 1：考虑使用数字车辆护照，其中包含所用材料的详细信息
·Suggestion 2: Refine the definitions for end-of-life vehicles and used vehicles/ parts of vehicles
建议2：细化报废车辆和二手车/车辆零部件的定义
·Suggestion 3: Consider full digitalisation of the registration system and (2) installation of a central registration system and/or interoperable systems or ensuring the compatibility and coordination of the registration systems across and within Member States
建议 3：考虑注册系统的全面数字化，以及 (2) 安装中央注册系统和/或可互操作系统，或确保成员国之间和内部注册系统的兼容性和协调
·Suggestion 4: Enforce the certificate of destruction (COD) necessary for deregistration and implement a systemic differentiation between temporary and permanent deregistration
建议4：强制执行注销所需的销毁证明（COD），并对临时注销和永久注销进行系统区分
·Suggestion 5: Improve implementability of the ELV-Directive's requirements through a reward system for deregistration and/or dismantling
建议5：通过注销和/或拆除奖励制度提高ELV指令要求的可实施性
·Suggestion 6: Ensure coherence with other legislation, e.g., the Batteries Directive
建议 6：确保与其他立法（例如电池指令）的一致性
·2006/66/EC and the REACH Regulation
2006/66/EC 和 REACH 法规
·Suggestion 7: Improve compliance and enforcement possibilities through more realistic targets, common methodologies, and increased producer responsibility
建议 7：通过更现实的目标、通用方法和增加生产者责任来提高合规和执行的可能性
The Commission has considered the findings and suggestions of the F4F opinion, and majority of them translated them into set of concrete measures. These namely include extended use of digital means (Vehicle Environmental Passport – suggestion 1), alignment of recycling definitions with the Waste Framework Directive and setting mandatory criteria that would help distinguishing ELVs from used vehicles (suggestion 2), improve interoperability between national vehicle registers with the aim to address the problem “missing vehicles” (suggestion 3), increasing functionality of COD by clarifying its linkage with vehicle de-registration as well adding additional information to vehicle registers (suggestion 4). Setting penalties and inspection requirements partially correspond to suggestion 4, while suggestion 6 on better coherence with sectoral legislation, e.g. Batteries Regulation , has been addressed in measures considering future regulatory approaches on substances of concern in vehicles. The package of preferred option extensively covers the elements proposed in the suggestion 6, notably setting mandatory used of recycled content, setting material specific targets (e.g. plastic, glass). Impact assessment also considers the suggested ways to improve EPR, monitoring and the overall enforcement of the advanced ELV treatment requirements (removal of parts before shredding). These suggestions are considered to best address the stakeholder concerns and comply with subsidiarity, feasibility, proportionality, effectiveness, efficiency and effectiveness criteria. In cases, where suggestions or some elements of these suggestions could not fulfil these criteria, they were not included in the policy options. Such cases mainly concern the aspects related to subsidiarity and feasibility constrains, for example, establish the EU wide Deposit Refund System for vehicles, central EU vehicle registration system, setting financial premiums. The full F4F report is presented in the dedicated Annex 5 of the Staff Working Document.
委员会考虑了F4F意见的调查结果和建议，其中大部分已转化为一套具体措施。这些措施包括扩大数字手段的使用（车辆环境护照——建议 1）、使回收定义与废物框架指令保持一致，以及制定有助于区分报废汽车和二手车的强制性标准（建议 2）、提高国家车辆登记册与旧车辆之间的互操作性。旨在解决“车辆失踪”问题（建议 3），通过澄清 COD 与车辆注销登记的联系以及向车辆登记添加附加信息来增强 COD 的功能（建议4).设置处罚和检查要求部分对应于建议 4，而关于更好地与部门立法（例如电池法规 ）保持一致的建议 6 已在考虑未来车辆关注物质监管方法的措施中得到解决。首选方案包广泛涵盖了建议 6 中提出的要素，特别是规定了回收材料的强制使用、规定了材料的具体目标（例如塑料、玻璃）。影响评估还考虑了改进 EPR、监测和高级 ELV 处理要求（粉碎前移除部件）的整体执行的建议方法。这些建议被认为能够最好地解决利益相关者的关切，并符合辅助性、可行性、相称性、有效性、效率和有效性标准。如果建议或建议中的某些内容不能满足这些标准，则不会将其纳入政策选项。 此类案件主要涉及辅助性和可行性约束方面，例如建立欧盟范围内的车辆押金退款系统、欧盟中央车辆登记系统、设定财务保费等。完整的 F4F 报告载于工作人员工作文件的专门附件 5 中。
Annex 2: Stakeholder consultation (Synopsis report)
附件2：利益相关者咨询（概要报告）
2
2.1Objectives of the consultation
咨询的目的
The Commission completed an evaluation of the Directive 2000/53/EC on end-of-life vehicles (ELV Directive) in 2021 . Following up on the evaluation, the European Commission initiated work on an impact assessment in support of a review of the ELV Directive. In view of the links between the ELV Directive and the Directive 2005/64/EC on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability (“3R type-approval” Directive), a joint review of both Directives was be carried out. The purpose of the impact assessment was to gather and analyse evidence to support review of the EU legislation on end-of-life vehicles. It involved verifying the existence of a problem, identifying its underlying causes, assessing whether EU action is needed, and analysing the advantages and disadvantages of available solutions .
委员会于 2021 年完成了对报废车辆指令 2000/53/EC（ELV 指令） 的评估。评估之后，欧盟委员会启动了影响评估工作，以支持对 ELV 指令的审查。鉴于 ELV 指令和关于机动车辆型式核准的指令 2005/64/EC 在可重复使用性、可回收性和可回收性方面的联系（“3R 型式核准”指令） ，对两者进行联合审查指令得到执行。影响评估的目的是收集和分析证据，以支持对欧盟报废车辆立法的审查。它涉及验证问题的存在、确定其根本原因、评估是否需要欧盟采取行动以及分析现有解决方案的优点和缺点 。
The objective of the consultation process was to ensure that stakeholders' views are sought on all key impact assessment aspects. All inputs (data, information, etc.) from the consultation have been incorporated into the impact assessment at appropriate points and will also be taken into consideration in the resulting legislative proposal.
磋商过程的目标是确保就影响评估的所有关键方面征求利益相关者的意见。磋商中的所有投入（数据、信息等）均已在适当的时候纳入影响评估，并且也将在最终的立法提案中得到考虑。
It aimed to collect information from stakeholders in relation to the various problem areas and the measures proposed for achieving the objectives defined for each area and their likely impacts. This information has complemented the information and data gathered through other sources (e.g., literature review, existing policy and position papers, Eurostat data and other statistical data sources, etc.) and supported the analysis of the problem areas, the identification of options addressing the objectives of the review, as well as the analysis of their impact.
它旨在从利益相关者那里收集有关各个问题领域的信息以及为实现每个领域确定的目标及其可能影响而提出的措施。这些信息补充了通过其他来源（例如文献综述、现有政策和立场文件、欧盟统计局数据和其他统计数据来源等）收集的信息和数据，并支持对问题领域的分析、确定解决问题的方案。审查的目标及其影响分析。
Mapping of stakeholders 利益相关者映射
The review of the ELV and 3R Type-approval Directives affects a broad spectrum of stakeholders, as requirements for sustainable products in the automotive sector and sound management of waste from ELVs are of relevance for all stakeholders involved in the automotive value chain (designers, producers and their suppliers, retailers, consumers, repairers, waste handlers, recyclers).
ELV 和 3R 型式批准指令的审查影响广泛的利益相关者，因为汽车行业对可持续产品的要求以及 ELV 废物的健全管理与汽车价值链中涉及的所有利益相关者（设计者、生产商）息息相关。及其供应商、零售商、消费者、修理商、废物处理商、回收商）。
Therefore, a dedicated mapping was carried out to ensure that all relevant stakeholders are identified and consulted in a structured way, especially in the context of targeted consultation actions. For the public consultation and subsequent consultation activities, stakeholders from relevant groups have been contacted in the context of preparation of the study supporting the Commission Impact Assessment.
因此，进行了专门的摸底，以确保以结构化的方式识别所有相关利益相关者并进行磋商，特别是在有针对性的磋商行动中。对于公众咨询和随后的咨询活动，在准备支持委员会影响评估的研究的背景下，已经联系了相关团体的利益相关者。
Stakeholder groups relevant to this public consultation were identified as follow:
与本次公众咨询相关的利益相关者群体确定如下：
a) 一个）International governance bodies such as UNEP, the Secretariat of the Basel Convention, etc.;
国际治理机构，如环境署、巴塞尔公约秘书处等；
b)Government experts from all Member States, particularly environmental agencies/Ministries, registration and type-approval authorities, inspection services, market surveillance bodies, etc.;
来自所有成员国的政府专家，特别是环境机构/部委、注册和型式核准机构、检验服务机构、市场监督机构等；
c)Associations and individual enterprises of the various sectors:
各行业协会、个体企业：
·Vehicle and parts manufacturers – automobile industry actors, main suppliers;
汽车及零部件制造商——汽车行业参与者、主要供应商；
·Treatment operators – garages, ATFs, dismantlers, shredders, recyclers;
处理运营商——车库、ATF、拆解商、粉碎商、回收商；
·National EPR organisations;
国家 EPR 组织；
·Steel, aluminium, copper and plastic producers;
钢、铝、铜和塑料生产商；
·Insurance sector; 保险业；
d)Environment non-governmental organisations (for waste management, pollution, circular economy etc.) and consumer organisations;
环境非政府组织（废物管理、污染、循环经济等）和消费者组织；
e)Experts (academics, research institutes) for waste management, pollution, circular economy etc.
废物管理、污染、循环经济等领域的专家（学者、研究机构）
2.2Consultation and method tools
咨询和方法工具
A variety of methods and tools have been applied to ensure a comprehensive and well-balanced consultation process, including the following:
采用了多种方法和工具来确保全面且平衡的协商过程，包括：
-Publication of the inception impact assessment: to gather first reactions by stakeholders on the outline of the initiative (22 October 2020) . The feedback period was open until 19 November 2020 and 61 contributions were received;
发布启动影响评估：收集利益相关者对倡议大纲的第一反应（2020 年 10 月 22 日） .反馈期开放至2020年11月19日，共收到61份贡献；
-A dedicated support study: this has been carried out by an external consultant, and made an important contribution to the preparatory work. The study has been examining different policy options and measures by providing key environmental, social, legal and economic expertise, data and analysis.
专门的支持研究：这是由外部顾问进行的，为筹备工作做出了重要贡献。该研究通过提供关键的环境、社会、法律和经济专业知识、数据和分析，研究了不同的政策选择和措施。
-A 14 week open public consultation, held between 20 July 2021 and 26 October 2021, was published on the Commission EU Survey website . This open public consultation covered the key subjects and elements addressed in the impact assessment (i.e. problem definitions, drivers, problems and consequences, possibility to extend the scope of the ELV Directive; design for circularity aspects; setting of separate reuse/ material specific-recycled content targets; ways to address the issue of missing vehicles; illegal export of ELVs and used vehicles; possible policy options and their likely environmental, social and economic impacts etc.). The questionnaire contained both closed and open questions. Close questions with multiple-choice answers were used where possible (yes/no, ranges of expected impacts, etc.) to allow statistical evaluation of the results. For some areas, in particular to collect data, open questions were necessary. These general questions were supplemented by more detailed questions targeting stakeholders with specialised knowledge on the subject. These responses are in detailed provided in the separate document .
开放14周 2021 年 7 月 20 日至 2021 年 10 月 26 日期间举行的公众咨询已发布在欧盟委员会调查网站上。这次公开的公众咨询涵盖了影响评估中涉及的关键主题和要素（即问题定义、驱动因素、问题和后果、扩大ELV指令范围的可能性；循环方面的设计；单独再利用/特定回收材料的设置）内容目标；解决车辆失踪问题的方法；非法出口报废汽车和二手车；可能的政策选择及其可能的环境、社会和经济影响等）。调查问卷包含封闭式问题和开放式问题。尽可能使用具有多项选择答案的封闭问题（是/否、预期影响范围等），以便对结果进行统计评估。对于某些领域，特别是收集数据，有必要提出开放性问题。这些一般性问题还针对具有该主题专业知识的利益相关者提出了更详细的问题。这些响应在单独的文档中详细提供。
-Targeted consultation: In a form of email correspondence and personal interviews, this consultation method was used to:
针对性咨询：通过电子邮件通信和个人访谈的形式，这种咨询方式用于：
–collect data and initial views about feasibility of certain measures;
收集有关某些措施可行性的数据和初步意见；
–confirm and validate final assumptions and results of the study; or
确认并验证研究的最终假设和结果；或者
–collect missing data. 收集缺失的数据。
Throughout the assessment, the areas where data is missing or where impacts exist that are uncertain but may significantly influence the final results needed to be identified. From this analysis, specific stakeholders were consulted for filling the information gap and further refining the results.
在整个评估过程中，需要确定数据缺失或存在不确定但可能对最终结果产生重大影响的影响的领域。根据这一分析，我们咨询了特定的利益相关者，以填补信息空白并进一步完善结果。
Where necessary, stakeholders have been approached in a format of emails with the request to provide written answers to certain questions or to substantiate claims shared in the first consultation stages. Contact has been conducted on ad hoc basis as specific aspects arise.
如有必要，已以以下形式与利益相关者进行接触： 要求对某些问题提供书面答复或证实在第一咨询阶段分享的主张的电子邮件。当出现具体问题时，我们会临时进行联系。
Additionally, up to twenty personal interviews took place in three stages. Most of these were performed between the online public consultation (OPC) and the stakeholder workshop. A few were performed before the end of the OPC and others followed the workshop.
此外，还分三个阶段进行了多达二十次个人访谈。其中大部分是在在线公众咨询 (OPC) 和利益相关者研讨会之间进行的。其中一些是在 OPC 结束之前进行的，另一些则是在研讨会之后进行的。
All interviews were documented; interviewees asked to confirm or adjust the interview results and to specify if the interview may be used as a source.
所有访谈均被记录；受访者被要求确认或调整访谈结果，并说明访谈是否可以作为来源。
Stakeholder workshop: A two-day workshop 24-25 March 2022, held after the public consultation, provided a forum to discuss particular aspects of the assessment related to the defined problem areas and measures attributed to the policy options.
利益相关者研讨会：公众咨询后于 2022 年 3 月 24 日至 25 日举行的为期两天的研讨会提供了一个论坛，讨论与确定的问题领域和政策选项所采取的措施相关的评估的特定方面。
During the workshop, open discussions with stakeholders allowed to collect views and discuss conflicting perspectives. Workshop discussions and results were documented. Stakeholders has two weeks following the workshop to submit additional information and data to substantiate their views.
在研讨会期间，与利益相关者进行公开讨论，收集观点并讨论相互冲突的观点。研讨会的讨论和结果均被记录下来。研讨会结束后，利益相关者有两周的时间提交更多信息和数据来证实他们的观点。
The results of all the activities were in detail summarised and presented in the following sections of this synopsis report.
本概要报告的以下部分详细总结并介绍了所有活动的结果。
Table 2.1 Overview of different methods of the consultation strategy
表2.1 咨询策略不同方法概述
|
What 什么 |
Public feedback
公众反馈 |
Online public consultation (OPC)
网上公众咨询（OPC）
|
Targeted consultation 针对性咨询 |
Stakeholder workshop 利益相关者研讨会 |
Consultation of Member States
成员国磋商 |
Follow up consultation activities after the workshops
研讨会后跟进咨询活动 |
|
How 如何 |
No specific format of feedback required, additional written contributions possible
不需要特定的反馈格式，可以提供额外的书面贡献 |
Online Questionnaire Survey with the possibility to provide additional written contributions
在线问卷调查，可以提供额外的书面贡献 |
Web conference interviews
网络会议采访 |
2-day online meeting 为期2天的线上会议 |
Ad-hoc survey and 1-day meeting
特别调查和为期1天的会议 |
Written feedback on the content presented in the workshop and written exchange
对研讨会内容的书面反馈和书面交流 |
|
Why 为什么 |
To explain the approach and invite them to contribute
解释该方法并邀请他们做出贡献 |
To validate/obtain data and information and to gain opinions on more detailed/specific aspects
验证/获取数据和信息并获得有关更详细/具体方面的意见 |
To validate/obtain data and information and to gain opinions on more detailed/specific aspects
验证/获取数据和信息并获得有关更详细/具体方面的意见 |
To discuss specific aspects, validate findings, gather additional evidence
讨论具体方面、验证发现、收集更多证据 |
To inform MS on measures and policy options, to discuss specific aspects, gather additional evidence and experiences from MS
向 MS 通报措施和政策选择，讨论具体方面，从 MS 收集更多证据和经验 |
To gather evidence that was requested in the workshop, to ask clarification questions on feedback, opinion and information provided, to request additional data
收集研讨会上要求的证据，就所提供的反馈、意见和信息提出澄清问题，索取更多数据 |
|
Who |
All stakeholders 所有利益相关者 |
Specific stakeholder groups
特定利益相关者群体 |
Selected key stakeholders from specific stakeholder groups
从特定利益相关者群体中选出的关键利益相关者 |
Specific stakeholder groups
特定利益相关者群体 |
Representatives / Experts of MS authorities
MS当局代表/专家 |
Targeted stakeholders 目标利益相关者 |
|
How data / information was used in the impact assessment
影响评估中如何使用数据/信息 |
Information used to structure the OPC questionnaire, to provide an initial overview of interested stakeholders
用于构建 OPC 调查问卷的信息，以提供感兴趣的利益相关者的初步概述 |
Identification of opinions of stakeholder groups; participating stakeholders were invited to the stakeholder workshop; for stakeholders invited to the targeted consultation, identify topics to which the study team expected the interviewed stakeholder to contribute.
确定利益相关者群体的意见；参与的利益相关者被邀请参加利益相关者研讨会；对于受邀参加定向磋商的利益相关者，请确定研究小组希望受访利益相关者贡献的主题。 |
Validate assumptions, understand the situation of selected key stakeholders, information used for identification of measures and policy options for reviewing the ELV Directive, information used for the impact analysis of measures.
验证假设、了解选定的关键利益相关者的情况、用于确定措施和审查 ELV 指令的政策选项的信息、用于措施影响分析的信息。 |
Information used for revising the measures and policy options for reviewing the ELV Directive, information used for the impact analysis of measures.
用于修订审查 ELV 指令的措施和政策选项的信息，用于措施影响分析的信息。 |
Learn from experiences of MS-specific legislation already addressing problems targeted in the review of the ELV Directive and with regards to the measures proposed on EU level
学习已解决 ELV 指令审查中针对的问题以及欧盟层面提出的措施的 MS 特定立法的经验 |
Used for the impact analysis of measures
用于措施的影响分析 |
2.3.Stakeholder consultation 利益相关者咨询
2.3.1.2.3.1. Overview of open public consultation
2.3.1. 公开公众咨询概览
Questions concerning various problem areas were presented in the form of a questionnaire which was divided into two sections. The first section, comprising of ten questions, was addressed to the general public, including those not familiar with the ELV Directive and the vehicle sector. The second section contained thirty more specific questions and focussed on those who had specific knowledge and interest in the vehicle sector. Nevertheless, the entire questionnaire was open for participants to express their views.
有关各个问题领域的问题以调查问卷的形式提出，调查问卷分为两个部分。第一部分由十个问题组成，面向公众，包括那些不熟悉 ELV 指令和车辆行业的人。第二部分包含三十个更具体的问题，重点关注那些对车辆领域有特定知识和兴趣的人。尽管如此，整个调查问卷仍然开放供参与者发表意见。
The questionnaire was made available in all the EU official languages between 20 July 2021 and 26 October 2021 (14 weeks). To maximise the response rate, a link to the questionnaires was placed on the Waste Policy pages within the EUROPA Website , and a number of organisations were also contacted directly and asked to help disseminate the link.
该调查问卷于2021年7月20日至2021年10月26日（14周）期间以所有欧盟官方语言提供。为了最大限度地提高答复率，EUROPA 网站内的废物政策页面上放置了调查问卷的链接，并且还直接联系了一些组织并要求帮助传播该链接。
In total, 208 respondents filled in the questionnaire during the consultation period. 199 (95%) specified that they had specific knowledge and interest in the vehicle sector. In the group of citizens and consumer NGOs, only 5 participants indicated not having specific knowledge of relevance.
咨询期间共有208名受访者填写了调查问卷。 199 人 (95%) 明确表示他们对车辆行业有特定的了解和兴趣。在公民和消费者非政府组织群体中，只有 5 名参与者表示不具备相关的具体知识。
57 stakeholders submitted a written contribution to further elaborate on their views.
57 位利益相关者提交了书面意见，进一步阐述了他们的观点。
Of the total participants, 69 requested their contribution to remain anonymous. The rest, which accounted 67%, agreed to the publication of all information of their contribution. Around 54% of participants were aware that their organisations were listed in the EU transparency register, while on the other hand, 95 of the participant organisations did not provide information on their status in the transparency register.
在所有参与者中，有 69 人要求匿名。其余占67%的人同意公开其贡献的所有信息。大约 54% 的参与者知道他们的组织已被列入欧盟透明度登记册，而另一方面，95 个参与组织没有提供有关其在透明度登记册中的状态的信息。
In the following sections, there is a quantitative analysis for the survey answers where predetermined answers were given. The factual summary of the “general questions” of the questionnaire is available in the ‘Have your say’ portal . The responses to the more specific questions have been taken into consideration as part of the impact assessment process and summarized in the further sections of the annex, including the contributions received during a targeted consultation.
在以下部分中，对给出预定答案的调查答案进行定量分析。调查问卷“一般问题”的事实摘要可在“畅所欲言”门户网站中找到。对更具体问题的答复已作为影响评估过程的一部分予以考虑，并在附件的其他部分中进行了总结，包括在有针对性的磋商期间收到的意见。
Participation by the SMEs
中小企业参与
In total, 208 stakeholders participated in the open public consultation (OPC conducted between 20 July 2021 and 26 October 2021). 199 (95%) specified that they had specific knowledge and interest in the vehicle sector. Classifying by size, 59 stakeholders identified themselves as large companies with 250 or more employees and comprised almost 1/3 of all participants. 130 of all stakeholders identified themselves as belonging to micro, small or medium (SMEs) companies, which total share was equal to 62.5%. 19 participants or 9.13% of stakeholders did not provide the answer on the size of organization they represent.
总共有 208 个利益相关者参与了公开公众咨询 （OPC 在 2021 年 7 月 20 日至 2021 年 10 月 26 日期间进行）。 199 人 (95%) 明确表示他们对车辆行业有特定的了解和兴趣。按规模分类，59 家利益相关者认为自己是拥有 250 名或以上员工的大型公司，几乎占所有参与者的 1/3。 130家利益相关者自称属于中小微企业，总份额为62.5%。 19 名参与者或 9.13% 的利益相关者没有回答他们所代表的组织的规模。
More information about the consultation with SMEs is provided in Annex 13.
附件 13 提供了有关与中小企业磋商的更多信息。
2.3.2.2.3.2. Survey in relation to 3R type-approval Directive
2.3.2. 与 3R 型式核准指令相关的调查
A 3R type-approval Directive-specific survey was conducted with stakeholders on this subject in proximity to interviews (see section before). The survey was developed similarly to the interview questionnaires for consulting three different stakeholder groups: OEMs, technical services, and type approval authorities. For all three groups, questions on the link to the ELV Directive, on the process of type approval and on possible future amendments were identical, a stakeholder group-specific set of questions was added to each one. The questionnaire was agreed on and is available to the European Commission.
在访谈附近，与利益相关者就该主题进行了针对 3R 型式批准指令的特定调查（请参阅前面的部分）。该调查的制定方式与访谈问卷类似，旨在咨询三个不同的利益相关者群体：原始设备制造商、技术服务和型式核准机构。对于所有三个群体，有关 ELV 指令链接、型式批准流程以及未来可能的修订的问题都是相同的，每个群体都添加了一组特定于利益相关者群体的问题。该调查问卷已获得商定并可供欧盟委员会使用。
The survey was distributed to OEMs through requesting the association ACEA to send the survey questionnaire to its members. The European Commission assisted in sending the questionnaire to type approval authorities. The survey was also forwarded to type approval technical services that had been initially identified but not interviewed.
该调查通过要求ACEA协会向其会员发送调查问卷的方式分发给整车厂。欧盟委员会协助将调查问卷发送给型式批准机构。该调查还被转发给最初确定但未接受采访的型式核准技术服务部门。
Four Member States participated (3 provided the filled-out survey, 1 provided short input per email), and one OEM send a confidential contribution. Additional information was received from three more organizations/stakeholder groups
四个成员国参与（3 个提供了填写的调查问卷，1 个提供了每封电子邮件的简短输入），一个 OEM 发送了一份机密资料。从另外三个组织/利益相关者团体收到了更多信息
·one position paper (from ACEA),
一份立场文件（来自 ACEA），
·one interview in the main study was used to get specific information on the 3R type-approval Directive (UN ECE/UNEP), and
主要研究中的一次访谈用于获取有关 3R 型式批准指令（UN ECE/UNEP）的具体信息，以及
·one e-mail with additional explanatory information was received, in relation to the information provided in one of the specific interviews (from MS representatives from France).
收到一封电子邮件，其中包含与其中一次具体访谈（来自法国 MS 代表）中提供的信息相关的附加解释信息。
In the round of written feedback in April 2022 (follow-up after the workshop in March 2022), a further written contribution from Germany was received.
在 2022 年 4 月的一轮书面反馈中（2022 年 3 月研讨会后的后续行动），收到了德国的进一步书面贡献。
Based on the indication of a lot of stakeholders, most of the information cannot be cited in this report as information has been provided on a confidential basis or interview documentations have not been confirmed by interviewees.
根据多位利益相关者的反映，由于信息是保密的或采访文件未经受访者确认，因此本报告无法引用大部分信息。
The positions of stakeholders are summarised in chapter 2.5.6.
第 2.5.6 章总结了利益相关者的立场。
2.3.3.2.3.3. Overview of the targeted stakeholder consultation
2.3.3. 目标利益相关者咨询概述
A targeted consultation (interviews) was held starting in November 2021. The phase was split into two rounds of interviews:
2021年11月开始进行有针对性的咨询（访谈）。该阶段分为两轮访谈：
1.The main study interviews held in the period from 3 November to 3 December 2021. In this round, the consultants conducted 20 interviews, see the list of interviewed organizations. One additionally invited stakeholder (ANEC BEUC) did not participate due to the questions being too technical for the stakeholder group they represent. The group of stakeholders that participated in the main study interviews consisted of automotive manufacturers for cars, lorries, vans, buses and motorcycles (n=3), suppliers of materials and (second-hand) components (n=6), stakeholders involved in the management of ELVs (n=7), and individual other stakeholders including a Producers Responsibility Organisation, a registration and international authority, a stakeholder representing insurance companies, and environmental NGOs.
主要研究访谈于2021年11月3日至12月3日期间进行。本轮顾问进行了20次访谈，见访谈机构名单。另一位受邀的利益相关者 (ANEC BEUC) 没有参加，因为问题对于他们所代表的利益相关者群体而言过于技术性。参与主要研究访谈的利益相关者群体包括轿车、卡车、货车、公共汽车和摩托车的汽车制造商 (n=3)、材料和（二手）零部件供应商 (n=6)、参与的利益相关者参与 ELV 管理的人员 (n=7)，以及其他个人利益相关者，包括生产者责任组织、注册和国际机构、代表保险公司的利益相关者以及环境非政府组织。
2.Interviews held in relation to the 3R type-approval Directive in the period from 17 December 2021 to 7 February 2022. The invited group of stakeholders consisted of automotive manufacturers (n=5), type approval technical services (n=3), type-approval authority / market surveillance (n=2), international authorities and one stakeholder conducting dismantling trials. Inputs were obtained from 8 out of 12 invited stakeholders.
2021 年 12 月 17 日至 2022 年 2 月 7 日期间就 3R 型式核准指令进行的采访。受邀利益相关者群体包括汽车制造商 (n=5)、型式核准技术服务 (n=3)、型式核准技术服务 (n=3)、 - 审批机构/市场监督（n=2）、国际机构和一名利益相关者进行拆除试验。 12 名受邀利益相关者中有 8 名提供了意见。
The consultation phase was organised as follows: The interviews were distributed internally according to the focus of the respective associations or stakeholders and the work focus of the experts. The interviewees were initially contacted indicating the goal and scope of the study. When no answer was received, reminders were sent. Date and time for the interview were agreed on and consultants provided a web conference tool. An interview guideline was sent to the stakeholders in advance of the meeting. Due to the extent of the main study questionnaire, it was accompanied by an indication of the sections to which the study team expected the interviewed stakeholder to contribute. Other sections were included for transparency, and the interviewees could also contribute to the questions therein. Often, answers were received with specification of topics of interest for the stakeholders. In some cases, stakeholders responded to topics additional to those planned for the interview. Only in some cases, the whole questionnaire was subject of the interview. Protocols of results were prepared after the interview and sent for approval to the respective interview partner. Together with the approval, consultants asked for the permission to cite answers given in the interview in the study report. If rejected, information was not included in the report.
咨询阶段的组织方式如下： 访谈根据各自协会或利益相关方的关注重点以及专家的工作重点在内部进行分配。最初联系了受访者，说明了研究的目标和范围。当没有收到答复时，会发送提醒。访谈的日期和时间已商定，顾问提供了网络会议工具。会议前已向利益相关者发送了访谈指南。由于主要研究调查问卷的范围，它还附有研究团队期望受访利益相关者做出贡献的部分的指示。为了提高透明度，还包括其他部分，受访者也可以对其中的问题做出贡献。通常，收到的答案中会包含利益相关者感兴趣的主题的具体说明。在某些情况下，利益相关者会回答计划采访之外的其他主题。仅在某些情况下，整个调查问卷都是访谈的主题。结果协议在访谈后准备好并发送给相应的访谈伙伴批准。在获得批准的同时，顾问们还请求允许在研究报告中引用采访中给出的答案。如果被拒绝，则信息不会包含在报告中。
Table 3.2 Stakeholders invited to main study interviews, dates of interview and indication of the sections to which the study team expected the interviewed stakeholder to contribute.
表 3.2 受邀参加主要研究访谈的利益相关者、访谈日期以及研究团队期望受访利益相关者做出贡献的部分的指示。
|
# |
|
Scope 范围 |
Hazardous substances 有害物质 |
Design 4 circularity 设计4圆度 |
Coherence (3RD) 连贯性（3RD） |
Recycling definition 回收定义 |
Reuse target 重用目标 |
Material recycling targets
材料回收目标 |
Data accessibility 数据可访问性 |
EPR |
Missing vehicles |
Illegal export |
Reporting: vehicle fleet |
Repoorting: reuse recycling |
|
1 |
European Automobile Manufacturers’ Association (ACEA)
欧洲汽车制造商协会 (ACEA) |
x |
x |
x |
x |
|
x |
x |
x |
x |
(x) |
(x) |
x |
|
|
2 |
ACEM |
x |
(x) |
(x) |
(x) |
(x) |
(x) |
(x) |
(x) |
(x) |
|
|
(x) |
(x) |
|
3 |
Renault 雷诺 |
|
x |
x |
x |
|
x |
x |
x |
x |
|
|
x |
|
|
4 |
European Automotive Suppliers (CLEPA)
欧洲汽车供应商 (CLEPA) |
x |
x |
x |
(x) |
|
|
|
x |
|
|
|
|
|
|
5 |
Eurometaux 欧洲金属协会 |
|
x |
x |
|
x |
|
x |
x |
x |
|
|
|
|
|
6 |
Eurofer 欧洲铁 |
|
x |
x |
|
x |
|
x |
x |
x |
|
|
|
|
|
7 |
Automotive Parts Remanufacturers Association (apra)
汽车零部件再制造商协会 (apra) |
(x) |
x |
x |
(x) |
|
x |
|
x |
(x) |
|
|
|
|
|
8 |
European Ferrous Recovery and Recycling Branch (EFR), a branch of the European Recycling Industries' Confederation (EuRIC)
欧洲黑色金属回收和再循环分会 (EFR)，欧洲回收工业联合会 (EuRIC) 的一个分支机构 |
x |
x |
x |
(x) |
x |
x |
x* |
x |
x |
|
|
|
x |
|
9 |
European Federation of Glass Recyclers (FERVER)
欧洲玻璃回收商联合会 (FERVER) |
|
|
x |
(x) |
x |
|
x |
|
x |
|
|
|
x |
|
10 |
European Plastics Recycling Branch (EPRB), a branch of the European Recycling Industries' Confederation (EuRIC) together with Plastics Recyclers Europe (PRE)
欧洲塑料回收分会 (EPRB)，欧洲回收工业联合会 (EuRIC) 与欧洲塑料回收商 (PRE) 的分支机构 |
|
x |
x |
x |
(x) |
|
x |
x |
x |
|
|
|
x |
|
11 |
EGARA |
(x) |
|
x |
(x) |
|
x |
x |
x |
x |
|
|
|
x |
|
12 |
Auto Recycling Nederland (ARN)
荷兰汽车回收协会 (ARN) |
(x) |
|
x |
(x) |
x |
x |
x |
x |
x |
|
|
|
x |
|
13 |
INDRA |
(x) |
|
x |
(x) |
|
x |
x |
x |
x |
|
|
|
x |
|
14 |
Spanish national association for recycling of industrial vehicles (ANERVI)/ Spanish ATF Association (AETRAC)
西班牙国家工业车辆回收协会 (ANERVI)/西班牙 ATF 协会 (AETRAC) |
x |
|
(x) |
(x) |
x |
x |
x |
x |
x |
|
|
|
x |
|
15 |
Association of European Vehicle and Driver Registration Authorities (EReg) & EUCARIS
欧洲车辆和驾驶员注册机构协会 (EReg) 和 EUCARIS |
(x) |
|
|
|
|
|
|
|
|
x |
x |
x |
|
|
16 |
UN Economic Commission for Europe (UNECE)
联合国欧洲经济委员会 (UNECE)
United Nations Environment Programme (UNEP)
联合国环境规划署（UNEP） |
|
x |
|
x |
|
|
|
|
|
x |
x |
x |
|
|
17 |
MAIF (insurance company, France)
MAIF（法国保险公司） |
|
|
|
|
|
x |
|
|
x |
(x) |
(x) |
|
|
|
18 |
European Environmental Bureau (EEB), ECOS,
欧洲环境局 (EEB)、ECOS、
Transport and Environment (TE), FoE Germany, DUH
运输与环境 (TE)、FoE 德国、DUH |
x |
x |
x |
|
|
x |
x |
|
x |
x |
x |
|
|
|
19 |
ANEC BEUC - The European Consumer Organizations
ANEC BEUC - 欧洲消费者组织 |
x |
|
x |
|
|
x |
|
(x) |
|
|
|
|
|
|
20 |
The European Tyre and Rubber Manufacturers’ Association (ETRMA) and Recycling Association (ETRA)
欧洲轮胎和橡胶制造商协会 (ETRMA) 和回收协会 (ETRA) |
|
(x) |
x |
(x) |
x |
|
x |
x |
x |
|
|
|
x |
Approved interview documentations were gathered and distributed within the study team in order to use input of all interviews for developing the measures in further detail and assessing related impacts. The input from the targeted consultation has been taken into consideration for the preparation of initial results and the development of initial measures that were presented at the sectoral stakeholder meetings as well as the MS meeting (see sections below).
收集批准的访谈文件并在研究团队内分发，以便利用所有访谈的输入进一步详细制定措施并评估相关影响。在准备初步结果和制定在部门利益相关者会议以及 MS 会议上提出的初步措施时，已考虑了有针对性的磋商的意见（见下文）。
Though in most cases stakeholders gave their consent to cite information provided through the interviews, confirmed interview documentation is not intended for publication itself. The documentations are among the material that was provided to the European Commission.
尽管在大多数情况下，利益相关者同意引用通过采访提供的信息，但经确认的采访文件本身并不打算用于出版。这些文件是向欧盟委员会提供的材料之一。
2.3.4.2.3.4. Stakeholder Workshop on 23-24 March 2022
2.3.4. 2022 年 3 月 23 日至 24 日举行的利益相关者研讨会
In cooperation with the Commission, the contractor prepared a stakeholder workshop and a meeting with experts from the Member States (see the chapter on “consultation of Member States” below). All meetings were organised as web conferences. Stakeholder contacts from the targeted consultation were provided by the consultants. Further selection of invitees was done by the European Commission, e.g., participants of the open public consultation. Associations were invited, but, in comparison to the targeted consultation, more individual companies were present. The contractor prepared material to inform participants on the contents of the meeting which were send around to invited stakeholders beforehand. At the meeting, the contractor gave an input (presentation) on the current situation in relation to the problems, the measures under consideration, initial results and topics for discussion.
承包商与委员会合作，筹备了一次利益相关方研讨会和一次与成员国专家的会议（见下文“成员国磋商”一章）。所有会议均以网络会议的形式组织。有针对性的咨询中的利益相关者联系方式由顾问提供。欧盟委员会进一步筛选受邀者，例如公开公众咨询的参与者。虽然邀请了协会，但与定向咨询相比，更多的是个体企业。承包商准备了向与会者通报会议内容的材料，并事先发送给受邀的利益相关者。会议上，承包商就当前存在的问题、正在考虑的措施、初步结果和讨论主题等进行了投入（陈述）。
The meetings were structured according to the topics. The agenda is provided below. Meetings were facilitated by the consultant’s team members; minutes were prepared of each meeting.
会议根据主题进行安排。议程如下。会议由顾问团队成员主持；每次会议均准备会议纪要。
Figure 3.1 Overview of composition of stakeholder registered for the workshop (n=289)
图 3.1 登记参加研讨会的利益相关者构成概览（n=289）
Note: The category of ”automotive manufacturers” includes manufacturers of all types of vehicles, incl. motorcycles, vehicles accessible to disabled people, caravanning industry, to name some. / The category of ”associated industry” includes, among others, all (secondary) raw material-related industry stakeholders. / (*) The numbers relate to the registrations for the workshop. Due to changing audience during and last minute requests before the workshop, it was not possible to analyse the composition of stakeholders in relation to their actual participation. Source: Own compilation
注：“汽车制造商”类别包括所有类型车辆的制造商，包括汽车制造商。摩托车、残疾人专用车辆、房车行业等等。 /“相关产业”类别包括但不限于所有（二级）原材料相关产业利益相关者。 / (*) 这些数字与研讨会的注册人数有关。由于研讨会期间和研讨会前最后一刻的请求不断变化，因此无法分析利益相关者的构成与其实际参与的关系。来源：自己整理
Possibilities of participation in the meeting:
参加会议的可能性：
·To gather input from a larger audience of stakeholders, and additional interaction tool (app called Slido) was used during the workshop to survey the views of the participants on certain aspects. Slido questions were answered by participants in the course of the presentations of the consultants or in the days following the workshop.
为了收集更多利益相关者的意见，研讨会期间使用了额外的交互工具（名为Slido的应用程序）来调查参与者对某些方面的看法。参与者在顾问的演讲过程中或研讨会后的几天里回答了斯莱多的问题。
·For oral contributions, stakeholders could write in the chat the essence of their comment and wait to be requested to speak.
对于口头贡献，利益相关者可以在聊天中写下他们评论的要点，然后等待发言的请求。
·After the workshop, all participants had two weeks to submit additional information and data to substantiate their views.
研讨会结束后，所有参与者都有两周的时间提交额外的信息和数据来证实他们的观点。
For each of the topics, the consultants took into account aspects that were discussed in the meetings, and where (updates of) data was provided, e.g., in relation to the material composition of L-type approved vehicles, these were feed into the calculation of impacts for the final report.
对于每个主题，顾问都考虑了会议中讨论的各个方面，以及提供数据（更新）的地方，例如，与 L 型批准车辆的材料成分相关的数据，这些都被纳入计算中对最终报告的影响。
The parts of the documentation of the stakeholder workshop not intended for publication and provided solely to the EC include:
利益相关方研讨会文件中不打算出版且仅提供给 EC 的部分包括：
·Participants list; 参加人员名单；
·Minutes of the meeting; 会议纪要；
·Documentation of the chat of the online meeting; and
在线会议的聊天记录；和
·Slido results. 滑动结果。
2.3.5.2.3.5. Consultation of Member States
2.3.5。 成员国磋商
The consultation of Member States consisted of two elements:
成员国的磋商包括两个要素：
a) 一个）Ad hoc survey 特别调查
A questionnaire for Member State Experts was prepared covering the four topics:
为成员国专家准备了一份调查问卷，涵盖四个主题：
·Management of Shredder Light Fraction (SLF) and Shredder Heavy Fraction (SHF),
粉碎机轻馏分 (SLF) 和粉碎机重馏分 (SHF) 的管理，
·Fees or taxes to support recycling of ELVs,
支持报废汽车回收的费用或税收，
·Extended Producer Responsibility (EPR) System,
生产者延伸责任（EPR）系统，
·Waste management of other types of vehicles.
其他类型车辆的废物管理。
The questionnaire was sent out to the MS in February with most MS sending answers prior to the workshop, and a few (2-3) sent afterwards. Answers to the questionnaire were provided by 15 Member States, namely Lithuania, Belgium, Ireland, Estonia, Slovakia, Greece, Malta, Finland, Croatia, Spain, France, Czech Republic, the Netherlands, Sweden, and Germany. Additional documents were received from Belgium only.
调查问卷于 2 月份发送给 MS，大多数 MS 在研讨会之前发送答案，少数 (2-3) 个 MS 在研讨会之后发送。 15 个成员国对调查问卷作出了答复，即立陶宛、比利时、爱尔兰、爱沙尼亚、斯洛伐克、希腊、马耳他、芬兰、克罗地亚、西班牙、法国、捷克共和国、荷兰、瑞典和德国。仅从比利时收到了额外文件。
As for the processing of the data, it is to be said that no statistical evaluation of responses was made, but responses are exemplarily summarized for two of the four topics as follows. Where information from the survey is used in the main report, it is referenced, and all questionnaires are available to the EC.
至于数据的处理，可以说没有对回答进行统计评估，但对四个主题中的两个主题的回答进行了示例性总结如下。如果主要报告中使用了调查信息，则将对其进行引用，并且所有调查问卷均可提供给 EC。
Management of Shredder Light Fraction (SLF) and Shredder Heavy Fraction (SHF). In 6 MS, the disposal of untreated SLF/SHF in landfills is prohibited. 4 MS prohibit the disposal in landfills of fractions from post shredder treatment (PST). 4 MS (in case of BE only Flanders) allow to consider untreated SLF for the purpose of road construction, within which 3 consider it as recycling. Selected detailed responses showed that some countries defined certain criteria for acceptance of waste at the landfill that have to be fulfilled (e.g., POP content in the residues or that the residues intended to landfill cannot be recycled of incinerated anymore). BE (Flanders) allows the disposal in landfills of fractions from PST, however the costs for disposal are higher than the costs for recycling or thermal treatment. Some countries admitted that due to a disposal ban in their countries the recycling rates of ELVs increased.
粉碎机轻馏分 (SLF) 和粉碎机重馏分 (SHF) 的管理。在 6 MS 中，禁止在垃圾填埋场处置未经处理的 SLF/SHF。 4 MS 禁止在垃圾填埋场处置破碎后处理 (PST) 的碎片。 4 MS（仅限佛兰德斯的 BE 情况）允许考虑将未经处理的 SLF 用于道路建设，其中 3 将其视为回收利用。选定的详细答复表明，一些国家规定了垃圾填埋场废物接受必须满足的某些标准（例如，残留物中持久性有机污染物的含量，或者打算填埋的残留物不能再回收或焚烧）。 BE（法兰德斯）允许在垃圾填埋场处置 PST 碎片，但处置成本高于回收或热处理成本。一些国家承认，由于本国的处置禁令，报废汽车的回收率有所提高。
Waste management of other types of vehicles. In ES, FR, CZ, BE (Flanders), and LT the waste management of motorcycles is governed by specific national legislation. This is not the case in SK, EL, MT, FI, HR, NL, DE, SE, and IE. In ES, CZ, BE (Flanders), and LT waste management of lorries is governed by specific national legislation. This is not the case in SK, EL, MT, FI, HR, FR, NL, DE, SE, IE. Of those that do not have specific national legislation, several countries (HR, FI, EL, NL, DE) indicated that the treatment of motorcycles and lorries is ensured and/or environmental permits for facilities are requested through general waste legislation. Additional information on waste management of other types of vehicles was provided by 4 MS (LT, BE, CZ, DE).
其他类型车辆的废物管理。在西班牙、法国、捷克、比利时（法兰德斯）和LT，摩托车废物管理受具体国家立法管辖。 SK、EL、MT、FI、HR、NL、DE、SE 和 IE 的情况并非如此。在ES、CZ、BE（佛兰德斯）和LT，卡车废物管理受具体国家立法管辖。 SK、EL、MT、FI、HR、FR、NL、DE、SE、IE 的情况并非如此。在没有具体国家立法的国家中，一些国家（HR、FI、EL、NL、DE）表示，通过一般废物立法确保摩托车和卡车的处理和/或要求设施获得环境许可。 4 个 MS（LT、BE、CZ、DE）提供了有关其他类型车辆废物管理的更多信息。
b)Member State Workshop on 31 March 2022
2022 年 3 月 31 日举行的成员国研讨会
In cooperation with the Commission, the contractor prepared a Member State Representatives workshop in addition to the stakeholder workshop (see above). The meeting was organised as web conferences. The same material as for the stakeholder workshop was distributed among MS representatives to inform participants on the contents of the meeting beforehand, also, representatives of the Member States were invited to participate in the stakeholder workshop. Thus, assuming that Member States representatives could inform themselves in the stakeholder workshop as well as with the provided information, at the meeting, the contractor gave a very short additional input (presentation) the problems, the measures under consideration, and topics for discussion.
除了利益相关者研讨会（见上文）之外，承包商还与委员会合作筹备了成员国代表研讨会。会议以网络会议的形式举行。向成员国代表分发了与利益相关方研讨会相同的材料，以提前向与会者通报会议内容，并邀请成员国代表参加利益相关方研讨会。因此，假设成员国代表可以在利益相关者研讨会上以及所提供的信息中了解情况，那么承包商在会议上就问题、正在考虑的措施和讨论主题提供了非常简短的额外投入（演示）。
The meeting was structured according to the topics. Additional three presentations were held by Member State representatives from France, Belgium and the Netherlands. The agenda is reproduced below. Meetings were facilitated by the consultant’s team members; minutes were prepared and provided to the European Commission.
会议按照主题进行。来自法国、比利时和荷兰的成员国代表还进行了另外三场专题介绍。议程转载如下。会议由顾问团队成员主持；会议纪要已准备好并提供给欧盟委员会。
2.3.6.2.3.6. Follow-up after the workshop and ad-hoc consultation
2.3.6。 研讨会后的跟进和临时咨询
Discussions during the stakeholder workshop left open several questions and stakeholders were asked to provide information on certain topics at the end of each meeting. 39 representatives for different associations and stakeholder groups have submitted additional information.
利益相关者研讨会期间的讨论留下了几个悬而未决的问题，利益相关者被要求在每次会议结束时提供有关某些主题的信息。来自不同协会和利益相关团体的 39 名代表提交了补充信息。
In addition to other consultation stages, several stakeholders were consulted individually in terms of specific aspects of interest for the consultants. The information provided was used for the impact analysis of measures and policy options.
除了其他咨询阶段外，还就顾问感兴趣的具体方面单独咨询了几位利益相关者。所提供的信息用于措施和政策选择的影响分析。
2.4.Key positions of stakeholders on specific topics
利益相关者在特定主题上的关键立场
2.3.7.2.4.1. Circularity
2.4.1. 圆
Design for circularity 圆形设计
Statistical OPC 统计OPC
On the question if there should be an obligation on vehicle manufacturers to improve circularity characteristics of a vehicle during the design phase, all groups of stakeholders agreed in over 50% to this question. Support was the lowest (51 %) in the category of the automotive manufacturers, where almost 25% did not support this option. The highest support was registered by environmental NGOs (100%), waste management operators (93%) and public authorities (86%).
对于汽车制造商是否有义务在设计阶段改善汽车的循环特性这一问题，所有利益相关者群体的同意率均超过 50%。在汽车制造商类别中支持率最低 (51%)，其中近 25% 不支持此选项。最高支持者是环保非政府组织（100%）、废物管理运营商（93%）和公共当局（86%）。
For more details please refer to ”Analysis of open public consultations” (Oeko-Institut e. V. 2022).
欲了解更多详情，请参阅“公开公众咨询分析”（Oeko-Institut e.V. 2022）。
Written OPC 书面OPC
Ten contributions mention the topic of (eco-)design specifically. One of the focus topics is the design for dismantlability which various stakeholders would like to see promoted through the new regulation (VEOLIA , EEB , Federec , INDRA , FNADE ) whereas others have objections or comments, such as:
十篇贡献特别提到了（生态）设计主题。焦点话题之一是可拆卸性设计，各利益相关者希望通过新法规（VEOLIA 、EEB 、Federec 、INDRA 、FNADE ）促进这一设计，而其他人则提出反对或意见，例如：
·‘life cycle approach more efficient to promote circularity than imposing design requirements’ (Volvo );
“生命周期方法比强加设计要求更有效地促进循环”（Volvo ）；
·‘dismantling provisions must not impair the essential targets of safety, comfort, environmental performance such as fuel/electricity consumption, costs etc’ (Plastics Europe); and
“拆除规定不得损害安全、舒适、环境绩效（例如燃料/电力消耗、成本等）的基本目标”（欧洲塑料协会）；和
·‘solutions on eco-design therefore should not be solely based on manual separation/sorting’ (EuRIC) stating that PST sorting should be taken into account.
因此，“生态设计解决方案不应仅基于手动分离/分类”（EuRIC）指出应考虑 PST 分类。
·Design for circularity could be supported by sensor-based technology (ECI) and free knowledge sharing and discussion between recyclers and manufacturers (EuRIC, FNADE; see also under ‘data availability’).
基于传感器的技术 (ECI) 以及回收商和制造商之间的免费知识共享和讨论可以支持循环设计（EuRIC、FNADE；另请参见“数据可用性”）。
Eco-Design is mentioned in combination with the 3R type-approval Directive by EuRIC in terms of merging ELV Directive and 3R type-approval Directive; and by Federec and INDRA with regards to ‘practicability checks’ of recyclability under the 3R type-approval. Volvo suggests that ‘ELV Directive should focus instead on requiring OEMs to have a strategy to cover the 3 Rs’, which is already part of the provisions of Art. 6 of 3R type-approval Directive.
EuRIC在合并ELV指令和3R型式核准指令方面结合3R型式核准指令提到了生态设计； Federec 和 INDRA 对 3R 型式认证下可回收性的“实用性检查”。沃尔沃建议，“ELV 指令应侧重于要求 OEM 制定涵盖 3 R 的策略”，这已经是 Art 条款的一部分。 3R 型式核准指令第 6 条。
Another focus is on the means of eco-design to phase out hazardous substances mentioned by VEOLIA. Other stakeholders mentioned hazardous substances under the topics of ‘data availability’, in combination with recycled content targets or with regards to ‘coherence’.
另一个焦点是威立雅提到的逐步淘汰有害物质的生态设计手段。其他利益相关者在“数据可用性”主题下提到了有害物质，并结合回收内容目标或“一致性”。
Individual aspects include ethical sourcing as part of material decisions in eco-design (ECI), less different polymers (‘there are currently 39 different types of basic plastics and polymers used to make an automobile’, and a proposal from FEAD to limit the use of non-recyclable materials based on The Plastics Industry Trade Association, 2016).
个别方面包括作为生态设计 (ECI) 材料决策一部分的道德采购、较少不同的聚合物（“目前有 39 种不同类型的基本塑料和聚合物用于制造汽车”，以及 FEAD 提出的限制使用的提案）不可回收材料的数量基于塑料工业贸易协会，2016）。
It should be noted that in their contributions some stakeholders consider recycled content targets as part of the 3R targets and some connect the recycled content targets with the topic of (eco-) design.
应该指出的是，一些利益相关者在其贡献中将回收内容目标视为 3R 目标的一部分，还有一些利益相关者将回收内容目标与（生态）设计主题联系起来。
Interviews 采访
Regarding non-recyclable materials, the vehicle manufacturing sector generally pointed out the benefit of using such materials for light weighting due to the benefits during the use phase in terms of CO2 emissions reduction. Stakeholders representing the waste phase referred to the obstacle that large amounts of such materials pose for achieving targets but were against their prohibitions, explaining that this would affect innovation, whereas proven materials would increase in use and at some point suffice to develop manufacturing (with less beneficial ones being used shortly and then abandoned).
对于不可回收材料，汽车制造界普遍指出使用此类材料的轻量化好处是因为在使用阶段有利于减少CO 2排放。代表废物阶段的利益相关者提到大量此类材料对实现目标构成障碍，但违反了他们的禁令，解释说这会影响创新，而经过验证的材料将增加使用，并在某些时候足以发展制造业（用更少的材料）有益的很快就会被使用，然后就被放弃）。
ATFs referred to the phenomenon of locking components with digital keys (e.g., window wiper motor, injector, inverter, mirror, window motor, navigation, etc.) as a problem, explaining that it is an obstacle for reuse as a component removed without the key will not be reusable. The information does not have to be free but the price should not be prohibitive for reuse practices of ATFs. This is understood to particularly affect establishments that work with multiple vehicle models and brands and that do not have contracts with specific OEMs. Vehicle manufacturers on the other side claim that the locks are of importance for the safety of vehicles, anti-theft and provision of the data could disclose proprietary. It is not clear what type of data would be at risk. Components that are interchangeable between models and brands were also raised as a type of component where OEMs are reluctant to provide data (e.g., when the same supplier provides multiple vehicles models and brands with the same component) an where this can have an effect on the ability to reuse parts.
ATF 将用数字钥匙锁定组件（例如，车窗雨刷电机、喷油器、逆变器、后视镜、车窗电机、导航系统等）的现象称为一个问题，并解释说，由于未经授权而拆除的组件，这是重复使用的障碍。密钥将不可重复使用。这些信息不一定是免费的，但价格不应该阻碍 ATF 的重复使用。据了解，这尤其影响与多种车型和品牌合作且未与特定原始设备制造商签订合同的企业。另一方的汽车制造商声称，锁对于车辆的安全、防盗以及提供可能泄露专有数据的安全至关重要。目前尚不清楚哪种类型的数据会面临风险。车型和品牌之间可互换的组件也被认为是 OEM 不愿意提供数据的组件类型（例如，当同一供应商提供具有相同组件的多个车型和品牌时），这可能会影响重复使用零件的能力。
As for IDIS, ATFs said that it contained a lot of information but that the level of detail is not always sufficient to support dismantling. Information is not available through IDIS for parts with reuse potential (the objective of IDIS is to support quick dismantling – ensuring that the component remains functional is not always in line with this objective). Though OEMs say that such data can be accessed under the RMI (Repair and maintenance information systems of the OEMs – each is individual to a certain OEM) ATFs complain about the cost of such data. Here too, the information does not have to be free but the price should be fair to encourage dismantling for reuse.
至于 IDIS，ATF 表示其中包含大量信息，但详细程度并不总是足以支持拆除。通过 IDIS 无法获得具有重复使用潜力的零件的信息（IDIS 的目标是支持快速拆卸 - 确保组件保持功能并不总是符合此目标）。尽管原始设备制造商表示可以通过 RMI（原始设备制造商的维修和维护信息系统 - 每个系统对于特定原始设备制造商而言都是单独的）访问此类数据，但 ATF 仍抱怨此类数据的成本。同样，信息不一定是免费的，但价格应该公平，以鼓励拆除以供再利用。
Some stakeholders state that the 3R type-approval Directive calculation is too theoretical, recommending requiring OEMs to also specify how certain parts can be dismantled. The calculation should also reflect the ease or difficulty of recycling a part that would be a separate Annex of depending on whether it is a mono-material of not.
一些利益相关者表示，3R 型式批准指令的计算过于理论化，建议要求原始设备制造商还指定如何拆卸某些零件。计算还应反映回收作为单独附件的零件的难易程度，具体取决于它是否是单一材料。
Workshop 车间
During the workshop the issue of compliance of automotive manufacturers with diverse regulations was brought up (ACEA). Thus, new regulations should consider the other compliance demands, in particular for passenger safety and environmental protections. Vehicles typically comply the existing regulations on the day that they are brought to the market. The changes in regulations that happen during the vehicle lifetime can be covered by post-shredder technologies.
研讨会期间提出了汽车制造商遵守各种法规的问题（ACEA）。因此，新法规应考虑其他合规要求，特别是乘客安全和环境保护方面的要求。车辆通常在投放市场之日就符合现行法规。车辆生命周期内发生的法规变化可以通过后粉碎技术来应对。
The idea to combine the ELV aspects from the ELV Directive and the 3R type-approval Directive into a single regulation was also encouraged (ECOS ). Additionally, it was proposed to bring the EU ELV legislation to the level of the United Nations when looking at lifecycle provisions (UNECE ).
将 ELV 指令和 3R 型式批准指令中的 ELV 方面合并为单一法规的想法也受到鼓励 (ECOS )。此外，有人提议在考虑生命周期条款时将欧盟 ELV 立法提升至联合国水平（UNECE ）。
Definitions 定义
Statistical OPC 统计OPC
Most stakeholders (56%) agreed or agreed strongly that the ELV definition for recycling should be aligned to that of the WFD as this would support a higher level of material recovery. Aside from the automotive producers that were mainly neutral, the majority in all stakeholder categories supported an alignment. Only 3% disagreed with this statement, however there was also a large share of stakeholders that were neutral (40 individuals) or that did not have an opinion (31 individuals) making for a total of 40% together with those that did not specify an answer (13 individuals).
大多数利益相关者 (56%) 同意或强烈同意 ELV 的回收定义应与 WFD 的定义保持一致，因为这将支持更高水平的材料回收。除了主要保持中立的汽车生产商外，所有利益相关者类别中的大多数都支持结盟。只有 3% 的人不同意这一说法，但也有很大一部分利益相关者持中立态度（40 人）或没有意见（31 人），加上那些没有具体说明意见的利益相关者，总共占 40%。答案（13人）。
Status of parts to be recycled/remanufactured must be clearly distinguished from waste and benefit from same conditions as spare parts. EU should establish a harmonized definition of waste and non-waste for reuse/remanufacturing purpose.
要回收/再制造的零件的状态必须与废物明确区分，并受益于与备件相同的条件。欧盟应制定用于再利用/再制造目的的废物和非废物的统一定义。
Written OPC 书面OPC
Coherence with the WFD is referred to in a general way (WEEE AUDITS ; CRM Alliance ) or by pointing out specific needs, e.g., to exclude backfilling from the definition of recycling (FNADE) or the need for harmonized definitions of waste and recycling in order to prevent distortions of competition due to different national implementation (FORS ). Also, consistency with the landfill directive is mentioned (Plastics Europe ). Definition of when a car becomes an ELV was also raised (Febelauto ) also in the context of vehicles export (FEDEREC ), where it should be required to present a valid technical control certificate to authorize their export.
与 WFD 的一致性以一般方式提及（WEEE 审核 ；CRM 联盟 ）或通过指出具体需求来提及，例如，将回填从回收定义中排除（FNADE）或需要统一废物和回收定义以防止由于不同国家实施情况造成的竞争扭曲（FORS ）。此外，还提到了与垃圾填埋场指令的一致性（欧洲塑料 ）。在车辆出口 (FEDEREC )的背景下，也提出了汽车何时成为ELV的定义 (Febelauto ) ，应要求出示有效的技术控制证书以授权其出口。
Interviews 采访
It is generally agreed that the definition of recycling should be aligned with the WFD to exclude backfilling. Many stakeholders do not expect that this will change the achievability of the 3R targets as backfilling operations are not so common and do not cover all downcycling operations. This is particularly understood to be relevant for glass, which is mainly considered recycled through the post-shredder mineral fraction.
人们普遍认为，回收的定义应与 WFD 保持一致，以排除回填。许多利益相关者并不认为这会改变 3R 目标的可实现性，因为回填作业并不常见，并且不涵盖所有降级回收作业。这与玻璃尤其相关，玻璃主要通过破碎机后的矿物部分进行回收。
The need to align the definition of reuse with the WFD was raised in relation to the later reference to “preparing for reuse”. Changes to the definition could affect what is considered waste and what is considered a product and need to look into how they work with the definition of “end-of-waste” to ensure that obstacles are not created for shipments of used or remanufactured parts. A definition for remanufactured components should also be introduced to strengthen how such parts are perceived in comparison to reused ones and to ensure that remanufacturing practices fulfil minimum requirements.
需要将重用的定义与 WFD 保持一致是因为后来提到“准备重用”。定义的更改可能会影响什么被视为废物以及什么被视为产品，并且需要研究它们如何与“废物终结”的定义配合使用，以确保不会对废旧或再制造零件的运输造成障碍。还应引入再制造部件的定义，以加强对此类部件与再利用部件的比较，并确保再制造实践满足最低要求。
A few stakeholders raised the need to define ELVs as compared to second hand vehicle so that the differences between these two categories are clearer and easier to enforce for customs authorities to prevent illegal exports.
一些利益相关者提出，有必要将报废汽车与二手车进行比较，以便使这两个类别之间的差异更加清晰，并更易于海关当局执行，以防止非法出口。
Workshop 车间
As shared by a car manufacturer representative (Renault), the current legal definition of a new product does not allow inclusion of remanufactured parts. This means that a new vehicle currently, in legal terms, may not contain remanufactured elements; the entire vehicle must be made new, though perhaps using recycled materials. This legal issue is not specific to vehicles. However, from a technical perspective, remanufactured vehicle parts are certified as equivalent in functionality and reliability/safety/etc. to new parts and could therefore be acceptable for use in new vehicles. This legal limitation restricts the sale of remanufactured vehicle parts to the repairs market. Also, there is anyway a limited feedstock of remanufactured parts because the long vehicular lifetime means that the current ELVs do not offer many parts for remanufacture. Additionally, the term and definitions of remanufactured parts should be included in the 3R type-approval Directive.
正如汽车制造商代表（雷诺）所分享的那样，当前新产品的法律定义不允许包含再制造零件。这意味着，从法律角度来说，目前的新车可能不包含再制造部件；整辆车必须是新的，尽管可能使用回收材料。这个法律问题并不特定于车辆。然而，从技术角度来看，再制造汽车零部件在功能和可靠性/安全性等方面被认证为等效。到新零件，因此可以用于新车。这一法律限制限制了再制造车辆零部件向维修市场的销售。此外，无论如何，再制造零件的原料是有限的，因为车辆使用寿命长意味着当前的报废汽车不能提供很多用于再制造的零件。此外，再制造零件的术语和定义应包含在 3R 型式核准指令中。
A definition of differentiating between pre- and post-consumer plastics would be helpful as well as applicable definitions of ‘open-loop’, ‘closed-loop’, etc.
区分消费前和消费后塑料的定义以及“开环”、“闭环”等的适用定义将很有帮助。
In Belgium, each total technical loss means the vehicle is an ELV, regardless of the price of repair in the home country or elsewhere. However, total economic loss is not considered in the definition of an ELV; such vehicles may be exported from Belgium as damaged vehicles without any special conditions.
在比利时，每次总技术损失都意味着该车辆是ELV ，无论在本国或其他地方的维修价格如何。然而，ELV的定义中并未考虑总经济损失；此类车辆可作为损坏车辆从比利时出口，无需任何特殊条件。
Separate Reuse target 单独的重用目标
Statistical OPC 统计OPC
46% of the participants either agreed or strongly agreed with the implementation of a reuse target separately from the recycled target. This included all environmental NGOs, most waste operators (53% of the category) and most public authorities (68% of the category). 22% disagreed or disagreed strongly with this option, with the automotive manufacturing sector most often providing these answers (51% of the category).
46% 的参与者同意或强烈同意将再利用目标与回收目标分开实施。这包括所有环保非政府组织、大多数废物运营商（占该类别的 53%）和大多数公共当局（占该类别的 68%）。 22% 的人不同意或强烈不同意此选项，其中汽车制造行业最常提供这些答案（占该类别的 51%）。
On the question on which measures would contribute to increase the reuse of vehicles parts, the most common answers were: obligation for repair shops to offer customers used spare parts as an alternative to new ones, obligation for ATFs to remove certain parts of ELVs before shredding to help increase reuse, obligation for car manufacturers to enable (e.g. the ATFs) unlocking parts so that they can be reused and dismantled, and obligation for car manufacturers to provide the dismantling centres (ATFs) with information about which parts can be used as identical parts in other models of the manufacturer or even other brands.
关于哪些措施有助于增加车辆零部件的重复利用，最常见的答案是：维修店有义务向客户提供二手零部件作为新零部件的替代品，ATF 有义务在粉碎前拆除报废汽车的某些零部件为了帮助增加重复使用，汽车制造商有义务启用（例如 ATF）解锁零件，以便可以重复使用和拆卸它们，并且汽车制造商有义务向拆解中心（ATF）提供有关哪些零件可以用作相同零件的信息制造商其他型号甚至其他品牌的零件。
Written OPC 书面OPC
When asked to explain their views, the most common views in support of a separate reuse target were that reuse is higher up in the EU waste hierarchy than recycling, also supporting circularity. Others explained that before a part is recycled it could be reused. Specific targets were explained to allow monitoring reuse, in relation to the “quantity of pieces reintroduced in the market” (an indicator of eco-design, and percentage of reuse and repairability) and as an indicator of the “efficiency of treatment operations of the authorized centres”.
当被要求解释他们的观点时，支持单独再利用目标的最常见观点是，再利用在欧盟废物等级中的地位高于回收，这也支持循环利用。其他人解释说，在回收零件之前，它可以重复使用。解释了具体目标，以允许监测再利用，与“重新引入市场的部件数量”（生态设计的指标，以及再利用和可修复性的百分比）以及作为“工厂处理操作效率的指标”相关。授权中心”。
Of those that disagreed with such measures it was explained that reuse was mainly economically motivated (if no one needs a particular spare part it’s better to recycle). Though reuse was stated to be important, as reuse is market driven it was questioned if targets would increase the amount of reuse. It was also said that vehicles that are recycled are often too old (20 years) for re-use of parts as well as mentioning that this was also the case for vehicles after a crash. Though reuse is said to be practiced commonly by ATFs, one stakeholder explained that it may not be reported to “avoid reporting taxable income in the ATFs”.
那些不同意此类措施的人解释说，再利用主要是出于经济动机（如果没有人需要特定的备件，最好进行回收）。尽管重复利用被认为很重要，但由于重复利用是市场驱动的，因此有人质疑目标是否会增加重复利用的数量。还有人说，回收的车辆往往太旧（20 年），无法重新使用零件，并提到碰撞后的车辆也是如此。尽管据称 ATF 普遍实行重复使用，但一位利益相关者解释说，可能不会报告“避免在 ATF 中报告应税收入”。
Additionally, separate reuse target worsening quality and safety risks witnessed in the informal refurbished vehicles market. Reuse and recycling should be considered as on par equivalents if separate targets for each were to be created.
此外，在非正规翻新车辆市场中，单独的再利用目标导致质量和安全风险恶化。如果要为每一个目标制定单独的目标，则应将再利用和回收视为同等地位。
Interviews 采访
Regarding reuse, many stakeholders spoke against the idea of separate targets for reuse and recycling, explaining that fulfilment of the one may have negative effects on the other. Obligatory dismantling to promote the reuse of parts was explained to create significant costs while not guaranteeing that the level of reuse would actually increase. ATFs explained that they need flexibility to look at the demand on the market and respond through deciding what components to reuse and which ones not to. This was due to fluctuations in the demand for reused components but also in the quality of components of some models. The example was given (EGARA ) of the engine, where some models may have frequent malfunctions, in which case ATFs would avoid their reuse as a minimum guarantee could not be ensured. In some models, malfunctions are very rare, so that dismantling for reuse would result in the engine being stored for years, also creating large costs. Rather ATFs explain that measures should be considered that increase the demand for reused parts, with ATFs than following suit to ensure sufficient supply.
关于再利用，许多利益相关者反对将再利用和回收分开的目标的想法，并解释说，实现一个目标可能会对另一个目标产生负面影响。为促进零件再利用而进行的强制拆卸被解释为会产生大量成本，但并不能保证再利用水平实际上会提高。 ATF 解释说，他们需要灵活地了解市场需求，并通过决定重复使用哪些组件和不重复使用哪些组件来做出响应。这是由于重复使用组件的需求波动以及某些型号组件的质量波动造成的。以发动机为例（EGARA ），其中某些型号可能会频繁发生故障，在这种情况下，ATF 将避免重复使用，因为无法确保最低保证。在某些型号中，故障非常罕见，因此拆卸再利用将导致发动机存放多年，也会产生大量成本。相反，ATF 解释说，应考虑采取措施增加对重复使用零件的需求，ATF 不应效仿以确保充足的供应。
Workshops 工作坊
Participants commented that decisions concerning remanufacturing are of high relevance in a circular economy, with such processes being essential for encouraging recycling. However, it is not recommendable to strictly consider reuse targets for aspects that may not have market options; ELV parts should not be required to be removed before shredding where there is no market for reselling such parts. It could be useful to consider environmental issues, market forces and overall demand in the recommendation.
与会者评论说，有关再制造的决策在循环经济中具有高度相关性，此类过程对于鼓励回收至关重要。然而，对于可能没有市场选择的方面，不建议严格考虑重用目标；如果没有转售此类零件的市场，则不应要求在粉碎前移除 ELV 零件。在建议中考虑环境问题、市场力量和总体需求可能会有所帮助。
A target for reuse/ remanufacturing of parts could potentially be helpful. However, it is necessary to consider the traceability of parts to know which ones would at all be suitable for reuse (as opposed to remanufacturing). It can be noted that the age of a used part may be much younger than the vehicle in which it is found. Safety should in particular be considered, especially for parts relating to vehicle safety, as was specified by one Member State.
零件再利用/再制造的目标可能会有所帮助。然而，有必要考虑零件的可追溯性，以了解哪些零件适合重复使用（而不是再制造）。值得注意的是，使用过的部件的年龄可能比发现该部件的车辆年轻得多。正如一个成员国所指出的，应特别考虑安全性，特别是与车辆安全相关的零件。
Setting material-specific recycling targets
设定特定材料的回收目标
Statistical OPC 统计OPC
The most common answer to this question (31 participants or 15%) supported the view that the establishment of material-specific recycling targets would increase the separate recycling of materials addressed by targets, their quality and revenues from sale of such materials while also increasing the costs of recycling. 12% (24 participants) answered that this would increase separate recycling and secondary material quality while also increasing costs. The same share of participants estimate that such targets would only increase the recycling costs. From 47 respondents in the automotive manufacturing sector, 72% (34 individuals) stated that this would increase costs, while 51% (24 individuals) stated that it would increase separate recycling of materials. An increase in separate recycling was supported by all environmental NGOs, 85% (5 individuals) of which also supported that it would increase the quality of recycled materials. Public authorities supported the four options similar, with between 15 and 11 individuals (68-50%) indicating the various options. Waste management operators most often indicated that this measure would support separate recycling of materials (71%) but also increase the costs (60%).
这个问题最常见的答案（31 名参与者或 15%）支持这样一种观点，即建立特定材料的回收目标将增加目标所处理材料的单独回收、其质量和销售此类材料的收入，同时还增加回收成本。 12%（24 名参与者）回答说，这会提高单独回收和二次材料的质量，同时也会增加成本。相同比例的参与者估计，这样的目标只会增加回收成本。在汽车制造行业的 47 名受访者中，72%（34 人）表示这会增加成本，而 51%（24 人）表示这会增加材料的单独回收。所有环保非政府组织都支持增加单独回收，其中 85%（5 人）还支持这将提高回收材料的质量。公共当局对四个类似的选项表示支持，其中 15 至 11 人 (68-50%) 表示了不同的选项。废物管理运营商最常表示，这一措施将支持材料的单独回收（71%），但也会增加成本（60%）。
The vast majority (64%) of stakeholders agreed that material-specific recycling targets have an impact on innovation. This was the most common answer in all stakeholder categories with most categories showing 60-70% agreement. Only 8% were against this, while the rest did not have an opinion (23%) or did not answer (5%).
绝大多数（64%）的利益相关者同意特定材料的回收目标对创新有影响。这是所有利益相关者类别中最常见的答案，大多数类别显示 60-70% 的同意。只有8%的人反对，其余的人没有意见（23%）或没有回答（5%）。
The most common answer to this question was either no answer (79 individuals or 38%) or that material specific recycling targets would lead to an increase in high quality recycling, in innovative recycling opportunities and processes and in innovative eco-design of products (59 individuals or 28%). The distribution of answers was quite similar among stakeholder categories.
对于这个问题，最常见的答案是不回答（79 人或 38%），或者特定材料的回收目标将导致高质量回收、创新回收机会和流程以及产品创新生态设计的增加（59个人或 28%）。利益相关者类别之间的答案分布非常相似。
Written OPC 书面OPC
When asked to provide detail on answers, one stakeholder stated that “Targets for the entire vehicle proved to be effective. Splitting the target into different material-specific ones should be done only for improving the quality of recycling and the effectiveness of the directive. They should not be legally binding”. Against the measure it was said that “some materials are recoverable but without any outlet / market”.
当被要求提供详细答案时，一位利益相关者表示：“事实证明，针对整辆车的目标是有效的。将目标分为不同的特定材料目标只是为了提高回收质量和指令的有效性。它们不应该具有法律约束力”。针对这项措施，有人说“一些材料是可以回收的，但没有任何出口/市场”。
Materials mentioned in the context of specific material recycling were the Platinum Group Metals (PGMs). For glass and plastics, it was mentioned that the costs of recycling are higher than revenues while for electronic components it was assumed that revenues were possible. In some cases, it was stated that this would allow a greater separation of certain materials prior to shredding, like plastics.
特定材料回收中提到的材料是铂族金属 (PGM)。对于玻璃和塑料，有人提到回收成本高于收入，而对于电子元件，则认为有可能获得收入。在某些情况下，据称这可以在粉碎之前更好地分离某些材料，例如塑料。
Stakeholders provided also further details on the question on “how material-specific recycling targets would impact innovation” and introduced negative (e.g. documentation/monitoring will be impossible: volume flows in tonnes range, versus quantities in milligram range to be documented; limits the use new materials, e.g., non-recyclables like carbon fibre composite, until a viable solutions has been developed and implemented in Europe) as well as positive sides (e.g.: increase of development of post-shredding technologies as well as processing technologies of secondary raw materials, increase use of secondary raw materials).
利益相关者还提供了有关“特定材料回收目标如何影响创新”问题的进一步详细信息，并引入了负面影响（例如，无法进行记录/监控：以吨为单位的体积流量，而不是以毫克为单位记录的数量；限制使用新材料，例如碳纤维复合材料等不可回收材料，直到欧洲开发出并实施可行的解决方案）以及积极的一面（例如：增加破碎后技术以及二次原材料加工技术的开发） , 增加二次利用 原料）。
Interviews 采访
When asked about the option of introducing separate material targets for recycling, many stakeholders explained that it was difficult to comment on the targets proposed as whether a specific value was achievable depended on how the targets were measured (EUROMETAUX ). If recycling is to be measured based on the actual material that is included in the composition of a specific vehicle or based on a theoretical value would make a big difference. Whether reporting is on the total inputs of a materials, the amount sent by operators for recycling or the amount that is actually recycled affects the achievability of a target. Also, for some materials like aluminium, there are big differences in the total content between models. Luxury cars will have higher amounts but are also more often exported, so that an average value may be difficult to fulfil. For steel it was explained that 90% is already achieved. The rate could be increased, however every marginal increase from this level will also increase the costs significantly. On tyres, views were raised that the market is still very much developing in terms of recycling options. Some outlets could be considered to increase the total recycling, but have low acceptability with MS (e.g., rubber turf for playgrounds and sport fields).
当被问及引入单独的回收材料目标的选择时，许多利益相关者解释说，很难对拟议的目标发表评论，因为是否可以实现特定值取决于目标的衡量方式（EUROMETAUX ）。如果回收利用是基于特定车辆成分中包含的实际材料或基于理论值来测量，则会产生很大的差异。无论是报告材料的总输入量、运营商发送的回收量还是实际回收的量，都会影响目标的可实现性。此外，对于铝等某些材料，不同型号之间的总含量存在很大差异。豪华车的数量会更高，但出口也更频繁，因此平均价值可能难以实现。对于钢铁，据解释已经达到了 90%。该费率可以提高，但是从该水平开始的每一次边际增长也会显着增加成本。关于轮胎，有人认为市场在回收选择方面仍在发展中。一些商店可以考虑增加总回收量，但对 MS 的接受度较低（例如，游乐场和运动场的橡胶草坪）。
Workshop 车间
Material-specific recycling targets should be seen as an addition to the common targets. The MS mainly report data from dismantlers, shredders and ATFs, data which is collected from different points in the recycling process. Ultimately, the recycling quota of the MS is reported, not dismantling rates (Swedish EPA).
特定材料的回收目标应被视为共同目标的补充。 MS 主要报告来自拆解商、粉碎商和 ATF 的数据，这些数据是从回收过程中的不同点收集的。最终，报告的是 MS 的回收配额，而不是拆解率（瑞典 EPA）。
Recycled content targets 回收内容目标
For key positions of stakeholders on a recycled content target content for plastic please refer to the respective report by the EC Joint Research Centre.
有关利益相关者对塑料回收成分目标含量的关键立场，请参阅 EC 联合研究中心的相应报告。
Statistical OPC 统计OPC
There was one question on other materials (other than plastics) for which a recycled content target should be considered in the OPC. Though a few materials were mentioned in this respect by about a third of stakeholders (e.g., aluminium, glass, REE but also platinum group metals and steel), a larger share of stakeholders (45%) did not provide input, indicating the answers “none”, “no opinion” or just skipping the question altogether.
还有一个问题是关于 OPC 中应考虑回收含量目标的其他材料（塑料除外）。尽管约三分之一的利益相关者在这方面提到了一些材料（例如，铝、玻璃、稀土元素，还有铂族金属和钢），但更大比例的利益相关者（45%）没有提供意见，表明答案“没有”、“没有意见”或者干脆跳过这个问题。
Interviews 采访
Regarding recycled content for other materials, for most metals it was explained that recycling was already quite high, and that a recycled content target would not change this much but rather create competition between (high quality) uses, which will not result in resource savings. Recycled content targets should only be considered where there is a market failure. Positive views were raised for plastics and in some cases for glass and tyres, where high quality recycling is low and where secondary raw materials are less common for use in vehicles
关于其他材料的回收含量，对于大多数金属来说，回收率已经相当高，回收含量目标不会改变这么多，而是会在（高质量）用途之间造成竞争，这不会导致资源节约。仅当市场失灵时才应考虑回收内容目标。人们对塑料以及在某些情况下对玻璃和轮胎提出了积极的看法，这些领域的高质量回收率较低，而且二次原材料在车辆中的使用较少
Vehicle data accessibility
车辆数据可访问性
Statistical OPC 统计OPC
In the OPC, when stakeholders were asked to specify what kind of information producers should provide free of charge to ATF, a large number of stakeholders (41%) specified all of the available options, namely, information on:
在 OPC 中，当利益相关者被要求指定生产者应免费向 ATF 提供何种信息时，大量利益相关者 (41%) 指定了所有可用选项，即以下信息：
·where dismantled components can be reused (which vehicle or brands, models and types);
拆卸后的部件在哪里可以重复使用（哪些车辆或品牌、型号和类型）；
·how to correctly remove parts with digital components and how to appropriately prepare them for reuse/ installation;
如何正确移除带有数字组件的部件以及如何适当地准备它们以供重复使用/安装；
·the duration / effort for obligatory depollution;
强制消除污染的持续时间/努力；
·the duration / effort for dismantling components for reuse.
拆卸组件以供再利用的持续时间/工作量。
There was furthermore strong agreement (over 70%) that manufacturers should provide such information in a fair and non-discriminatory manner and at reasonable prices (if any) to all ATFs. Stakeholders were also asked to indicate whether vehicle manufacturers should be obliged to provide information on the content of certain substance groups to support plastic recycling. Here there was a diversity of answers, with a third having no opinion, but also with large support for information obligations on flame retardants (66%), plasticisers (49%) and stabilisers (46%).
此外，大家一致认为（超过 70%）制造商应以公平和非歧视的方式并以合理的价格（如果有）向所有 ATF 提供此类信息。利益相关者还被要求表明汽车制造商是否有义务提供某些物质组的含量信息以支持塑料回收。这里有各种各样的答案，三分之一的人没有意见，但也大力支持阻燃剂（66%）、增塑剂（49%）和稳定剂（46%）的信息义务。
Written OPC 书面OPC
Stakeholders emphasised the importance of access to information on vehicle contents for dismantling and safe treatment of vehicles. Though some stakeholders stressed the need for data at model level, in some cases mentioning IDIS. The option to develop a Digital Product Passport was also mentioned as well as the option to use a Radio-frequency identification (RFID) or a QR code.
利益相关者强调了获取车辆内容信息对于车辆拆解和安全处理的重要性。尽管一些利益相关者强调需要模型级别的数据，但在某些情况下提到了 IDIS。还提到了开发数字产品护照的选项以及使用射频识别 (RFID) 或 QR 码的选项。
Interviews 采访
ATFs raise the difficulties that they experience with the availability of various data types. IDIS was said to include a lot of information however stakeholders of this sector complain that the level of data is not homogenous for all models and makes and that the amount of data on how to dismantle specific parts is not always sufficient to support the process. Availability to data on components that are locked with a digital key is problematic. Though data is understood to be made available by OEMs for a cost, ATFs explain that there is no harmonised system and rather that ATFs need to register for multiple systems, each with separate costs. For facilities dismantling vehicles of multiple brands (and also for repair shops) this makes the use of such data prohibitive as the costs paid for access will depend on how often a system is accessed. Access to data on the contents of hazardous substances may be available through the SCIP database , but this is not practical to support removal of relevant parts during dismantling. Data is not available as to the contents of hazardous substance at the level of the specific component in a specific model (except data on mercury in components that need to be removed or lead in Pb-acid batteries). This is a problem for example for substances that are prohibited by the POPs Regulation (e.g., DecaBDE) resulting in the need to send plastics with a risk of containing such materials to incineration as the level of content cannot be determined during dismantling for each material part separately.
ATF 增加了它们在各种数据类型的可用性方面遇到的困难。据说 IDIS 包含了大量信息，但该行业的利益相关者抱怨说，所有型号和品牌的数据水平并不相同，而且有关如何拆卸特定部件的数据量并不总是足以支持该过程。使用数字密钥锁定的组件上的数据的可用性是有问题的。尽管原始设备制造商 (OEM) 可以付费提供数据，但 ATF 解释说，没有统一的系统，而是 ATF 需要注册多个系统，每个系统都有单独的费用。对于拆解多个品牌车辆的设施（以及维修店）来说，这使得使用此类数据变得令人望而却步，因为访问成本将取决于访问系统的频率。可以通过 SCIP 数据库获取有关有害物质含量的数据，但这对于支持在拆卸过程中移除相关部件来说是不切实际的。没有关于特定型号中特定组件水平的有害物质含量的数据（需要去除的组件中的汞或铅酸电池中的铅的数据除外）。例如，对于持久性有机污染物法规禁止的物质（例如十溴二苯醚）来说，这是一个问题，导致需要将含有此类材料风险的塑料送去焚烧，因为在拆卸每个材料部件时无法确定其含量水平分别地。
Workshop 车间
The concern was raised that if the method for making data available to ATFs is in the form of a digital product passport (DPP), this would probably not work for all the 250 million vehicles on the road, that will take several decades to be treated. Either ATFs would not have data for these or IDIS will have to continue working even if it is not any more the solution and no new information is introduced. Also, in relation to the option of a DPP, it was mentioned that a single system would need to be developed, rather than having multiple DPP for the vehicle.
有人担心，如果以数字产品护照 (DPP) 的形式向 ATF 提供数据，这可能不适用于道路上的所有 2.5 亿辆车辆，需要几十年的时间才能得到处理。要么 ATF 没有这些数据，要么 IDIS 必须继续工作，即使它不再是解决方案并且没有引入新信息。此外，关于 DPP 的选择，有人提到需要开发单个系统，而不是为车辆配备多个 DPP。
2.3.8.2.4.2. Hazardous substances
2.4.2. 有害物质
Statistical OPC 统计OPC
The OPC had two questions on hazardous substances. The first on whether the revised ELV Directive should ban hazardous substances in vehicles, taking into account that restrictions on hazardous substances are also specified in other pieces of EU legislation (notably REACH). 66 of the responding stakeholders (32%) were of the view that all substances in vehicles should be regulated in the future under chemicals regulation. The same amount indicated that substances prohibited under ELV legislation should remain there, but that future prohibitions should be addressed under chemical legislation. In practice this would mean that for future prohibitions, 64% of stakeholders would prefer regulation under chemical legislation than under ELV legislation. Only 20% (41 individuals) were of the opinion that substances in vehicles should continue to be regulated under ELV legislation. For waste management operators, public authorities, environmental NGOs and dealers and repair shops the distribution between these answers was similar. Automotive producers had a stronger tendency to support the options where chemical legislation would be used for future prohibitions as opposed to the ELV Directive. The situation was similar for citizens and their organizations and “others”. Only 6% had no opinion or did not provide an answer.
OPC 有两个关于有害物质的问题。第一个是修订后的 ELV 指令是否应禁止车辆中含有有害物质，考虑到欧盟其他立法（特别是 REACH）中也规定了对有害物质的限制。 66 名做出回应的利益相关者（32%）认为，未来车辆中的所有物质都应受到化学品监管。同样的数量表明，ELV 立法中禁止的物质应保留在那里，但未来的禁令应根据化学立法加以解决。实际上，这意味着对于未来的禁令，64% 的利益相关者更愿意根据化学品立法进行监管，而不是根据 ELV 立法进行监管。只有 20%（41 人）认为车辆中的物质应继续受到 ELV 立法的监管。对于废物管理运营商、公共当局、环保非政府组织以及经销商和维修店来说，这些答案之间的分布是相似的。汽车生产商更倾向于支持将化学立法用于未来禁令而不是 ELV 指令的选择。公民及其组织和“其他人”的情况类似。只有6%的人没有意见或没有提供答案。
To the second question, on which, if any, additional criteria for evaluating exemptions from the list of substance prohibitions would be necessary, the answers were quite variable. This is however also due to the fact that 7 different criteria were proposed as possible answers aside from “none” and “other”. Most combinations were indicated 1-2 times, in some cases having support of 6-9 stakeholders. The most common answers were to indicate all criteria (46 individuals or 22%), none (30 individuals or 14%), no answer (28 individuals or 13%) and the “Criterion on comparison of the use of the restricted substance with that of available substitutes in terms of environmental and health impacts (15 individuals or 7%)”. All other combinations received less support.
对于第二个问题，如果有必要的话，需要额外的标准来评估物质禁令清单中的豁免，对此，答案各不相同。然而，这也是因为除了“无”和“其他”之外，还提出了 7 个不同的标准作为可能的答案。大多数组合被指示 1-2 次，在某些情况下得到 6-9 个利益相关者的支持。最常见的答案是指出所有标准（46 人或 22%）、无（30 人或 14%）、无答案（28 人或 13%）以及“限制物质与其他物质的使用比较标准”。就环境和健康影响而言，可用替代品的数量（15 人或 7%）”。所有其他组合获得的支持较少。
Asked to provide additional detail, stakeholders stated that:
当被要求提供更多细节时，利益相关者表示：
·No exemption to the list of substance prohibitions in the ELV Directive, except for limited transition, if needed. Substances meeting the criteria for CLP & SVHC under REACH should be banned. The ELV Directive should allow for additional chemicals to be banned,
ELV 指令中的物质禁令清单没有豁免，除非需要进行有限的过渡。应禁止符合 REACH 规定的CLP 和 SVHC 标准的物质。 ELV 指令应允许禁止其他化学品，
·The prohibitions and Annex II of ELV Directive need to be aligned with other EU legislations (REACH, RoHS, Batteries) concerning hazardous substances (3 stakeholders),
ELV 指令的禁令和附件 II 需要与有关危险物质的其他欧盟立法（REACH、RoHS、电池）保持一致（3 个利益相关者），
·impossible to give a “single” answer to this incredibly complicated question: as for flame retardant: you prefer the vehicle burn, or the people are exposed to a possible endocrine disruptor chemical? the answer is not technical, it is political (courage).
对于这个极其复杂的问题，不可能给出“单一”答案：至于阻燃剂：您更喜欢车辆燃烧，还是人们暴露于可能的内分泌干扰化学物质？答案不是技术性的，而是政治性的（勇气）。
Other criteria mentioned:
提到的其他标准：
·CO2 footprint assessment (2 stakeholders),
CO 2足迹评估（2 个利益相关者），
·To check whether the use of the substance creates a risk impossible to manage or prevents recycling,
检查该物质的使用是否会造成无法管理的风险或妨碍回收，
·Full life cycle consideration for the existing substance & substitute (2 stakeholders),
现有物质和替代品的完整生命周期考虑（2 个利益相关者），
·Balanced approach for chemicals management, climate aspects and circularity (2 stakeholders),
化学品管理、气候方面和循环性的平衡方法（2 个利益相关者），
·Technical and economic feasibility (2 stakeholders).
技术和经济可行性（2 个利益相关者）。
Interviews 采访
Many stakeholders when asked about the options of having all prohibitions under one legislation (ELV or REACH), did not really consider this option. Though certain stakeholders prefer REACH for (further) substance restrictions (material suppliers and recyclers), they explain that they would rather leave the exemptions for the four heavy metals under ELV legislation as the review mechanism is already established. Vehicle manufacturers were the only ones that clearly favoured the alternative of having all restrictions under ELV. Though some general statements were made as to costs of the exemption process or the environmental benefit that accrued so far from the prohibition of the 4 heavy metals, these were not quantified or e.g. explained in relation to how costs break down in to specific activities.
当许多利益相关者被问及将所有禁令纳入一项立法（ELV 或 REACH）的选项时，他们并没有真正考虑这一选项。尽管某些利益相关者更喜欢 REACH 来进行（进一步）物质限制（材料供应商和回收商），但他们解释说，他们宁愿将四种重金属的豁免保留在 ELV 立法中，因为审查机制已经建立。汽车制造商是唯一明确支持将所有限制纳入 ELV 的替代方案的制造商。尽管对豁免过程的成本或迄今为止因禁止 4 种重金属而产生的环境效益做出了一些一般性陈述，但这些都没有量化，也没有解释成本如何分解为具体活动。
Written OPC 书面OPC
With regards to the prohibition of hazardous substances, coherence with REACH and CLP Regulations are mentioned in support of less hazardous substances (Anonymous, FNADE, Swedish Government), reminding to the current obligation for reporting in the SCIP database to assist recyclers with understanding if SVHCs are present or not is also relevant here (FNADE; Plastics Europe), for the assessment of hazardous substances, uses and exposure as established for the risk assessment under REACH should be considered (Plastics Europe).
关于有害物质的禁止，提到了与 REACH 和 CLP 法规的一致性，以支持危害较小的物质（Anonymous、FNADE、瑞典政府），提醒当前在 SCIP 数据库中报告的义务，以帮助回收商了解是否SVHC 是否存在也与此相关（FNADE；欧洲塑料协会），对于有害物质的评估，应考虑 REACH 风险评估中规定的使用和暴露情况（塑料协会） 欧洲）。
Workshop 车间
The discussion on the hazardous substances part was surprisingly vivid.
关于有害物质部分的讨论出奇的生动。
Some participants stressed in the chat that they prefer REACH as central legislation for substance restrictions because REACH became a robust legal instrument and that this horizontal legislation should be referred to in all product legislation that restrict the use of substances due to risks. Also the coherence issue was noted to avoid different interpretations of legislative text or different content of definitions.
一些与会者在聊天中强调，他们更喜欢将 REACH 作为物质限制的核心立法，因为 REACH 已成为一项强有力的法律文书，并且应在所有因风险而限制物质使用的产品立法中引用这一横向立法。还注意到一致性问题，以避免对立法文本的不同解释或定义的不同内容。
On the other hand, it was argued that so far REACH restriction barely covers chemicals in products as until now this only appears for textiles and PAH in rubber. A participant from NGOs claimed that substances that meet the criteria for SVHC under REACH and meet the CLP criteria should be prohibited in the new ELV Regulation for supporting a toxic-free environment policy purpose. Other participants however reminded that the “hazard” approach does not sufficiently support “a true circular economy” as contaminants might always remain in materials that are however embedded in the solid material and no health problem occurs. For this reason, the participant reminded to the risk approach, with exposure scenarios, which, in the case of a vehicle is relatively easy to define.
另一方面，有人认为，到目前为止，REACH 限制几乎只涵盖产品中的化学品，因为到目前为止，这只出现在纺织品和橡胶中的 PAH 上。一位非政府组织的与会者声称，符合REACH规定的SVHC标准和CLP标准的物质应在新的ELV法规中被禁止，以支持无毒环境政策目的。然而，其他与会者提醒，“危险”方法并不足以支持“真正的循环经济”，因为污染物可能始终保留在嵌入固体材料的材料中，并且不会发生健康问题。因此，与会者提醒风险方法，以及暴露场景，就车辆而言，相对容易定义。
Besides, various participants reminded the difficulty of the time span until vehicles reach their end-of-life that makes the information on chemicals difficult (“How should the recycler and the automotive manufacturer know if they can use the material in a new car?” – “If you start now a digital product passport etc. the result will (perhaps) be visible/useful in 20 years.”) To solve this problem it was proposed to define specific exemptions not only for spare parts but also for recycling material. Participants argued that though this would not be in line with the aim of a non-toxic environment of chemicals strategy for sustainability, there is a risk that material will not be recycled because of legal risk or additional burden, which makes the circular business unprofitable.
此外，多位与会者还提到了车辆报废前的时间跨度，这使得化学品信息变得困难（“回收商和汽车制造商应该如何知道他们是否可以在新车中使用该材料？” –“如果你现在开始使用数字产品护照等，结果（也许）将在 20 年内可见/有用。”）为了解决这个问题，建议不仅针对备件，而且针对回收材料定义特定的豁免。与会者认为，虽然这不符合可持续发展的化学品无毒环境战略的目标，但存在由于法律风险或额外负担而导致材料无法回收的风险，这使得循环业务无利可图。
2.3.9.2.4.3. Collection / Missing vehicles
2.4.3. 收集/失踪车辆
Statistical OPC 统计OPC
That a charge applicable to the owner during periods of temporary de-registration would help ensure that owners follow their obligation to report any change of ownership or export to the authority was strongly supported by environmental NGOs, waste operators and public authorities. Only 11% were against this measure, mostly represented by consumers and their organizations who would also be the most negatively affected by such a measure. A vast majority agreed that better traceability should be established between the EU Member States’ registration systems on a legal status of a vehicle until its final deregistration. Including a roadworthiness test as a condition was considered by the largest number of stakeholders as an appropriate measure to overcome the problem of ‘illegal exports’ of ELVs and of exports of ELVs as used vehicles. Compliance with certain environmental criteria was the second most favoured, followed by conditions on maximum age or on maximum mileage. Among 14 different options for reducing the number of missing vehicles, over half of the participants (52%) indicated a combination of at least 6 of the various options which shows the high support for the implementation of additional measures to reduce the problems related with missing vehicles. A total of 46 participants (22%) did not provide an answer, 17 of which were from the automotive producing sector.
环境非政府组织、废物经营者和公共当局强烈支持在临时注销期间向所有者收取费用，这将有助于确保所有者履行向当局报告所有权或出口变化的义务。只有 11% 的人反对这项措施，其中大部分是消费者及其组织，他们也将受到此类措施的最大负面影响。绝大多数人同意，欧盟成员国的注册系统之间应建立更好的可追溯性，以了解车辆的法律地位，直至其最终注销。大多数利益相关者认为，将适航性测试作为一项条件是解决报废汽车“非法出口”和作为二手车出口报废汽车问题的适当措施。遵守某些环境标准是第二受欢迎的，其次是最大年龄或最大里程的条件。在减少失踪车辆数量的 14 种不同方案中，超过一半的参与者（52%）表示至少结合了其中 6 种方案，这表明他们高度支持采取额外措施来减少失踪问题。车辆。共有 46 名参与者（22%）没有给出答案，其中 17 名来自汽车生产行业。
Results of a stakeholder consultation held in the course of the study on the ELVs of unknown whereabouts (Mehlhart et al. 2017) can provide additional insights as to the pros and cons of the various options. Due to former public consultations on the aspect of vehicles of unknown whereabouts, exported vehicles and collection, this OPC did not put a strong focus on this topic, but only asked the questions summarized above. To display a comprehensive stakeholder feedback on the topic, the OPC results from a study in 2016 can be found in the following box:
在对下落不明的 ELV 进行研究过程中举行的利益相关者咨询结果（Mehlhart 等人，2017 年）可以提供有关各种选项的利弊的更多见解。 由于此前就去向不明车辆、出口车辆和征收等方面进行过公开咨询，本次OPC并未重点关注这一话题，仅提出了上述总结的问题。为了显示利益相关者对该主题的全面反馈，2016 年一项研究的 OPC 结果可在以下框中找到：
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Excurse: Open Public Consultation in 2016
短途：2016年公开公众咨询
The `Public consultation on potential measures to improve the implementation of certain aspects of Directive on end-of-life vehicles, with emphasis on vehicles of unknown whereabouts´ was open for twelve weeks from 29 June to 21 September 2016.
2016年6月29日至9月21日，“关于改善报废车辆指令某些方面的实施的潜在措施的公众咨询，重点是下落不明的车辆”，为期十二周。
The objective of this public consultation was to receive the views of stakeholders concerned with the topics of the consultation.
此次公众咨询的目的是收集利益相关者对咨询主题的意见。
The online survey covers 6 topics below:
在线调查涵盖以下6个主题：
1. Keeping track of vehicles within the EU (intra EU trade);
1. 跟踪欧盟境内的车辆（欧盟内部贸易）；
2. Methods to achieve more complete reporting on extra EU export and ways to distinguish between exporting ELVs vs. used vehicle;
2. 实现更完整的欧盟额外出口报告的方法以及区分出口报废汽车和二手车的方法；
3. Enforcement techniques to reduce illegal dismantling of ELVs at dealers and repair shops (garages) and actions to improve ATF compliance;
3.减少经销商和维修店（车库）非法拆解报废汽车的执法技术和提高ATF合规性的行动；
4. Public awareness and incentives for ELV tracking and environmental risks;
4. 公众对报废车辆追踪和环境风险的认识和激励措施；
5. Aspects to improve coverage and data quality when reporting on ELVs (possible revision of the Commission Decision 2005/293/EC);
5. 报告 ELV 时提高覆盖范围和数据质量的方面（可能对委员会第 2005/293/EC 号决定进行修订）；
6. Persistent Organic Pollutants (POPs) and ELVs.
6. 持久性有机污染物 (POP) 和 ELV。
According to the conclusion from the OPC in 2016 , "there is a broad and joint understanding among all stakeholders that the current procedures need further improvement to keep track of vehicles and to strengthen the requirement to issue and present a CoD. This applies for the provision of evidence on the vehicles fate during a temporary de-registration and also applies for fines to owners which do not provide statement of whereabouts for such temporary de-registered vehicles.
根据 OPC 2016 年的结论 ，“所有利益相关者之间存在广泛且共同的理解，即当前程序需要进一步改进，以跟踪车辆并加强签发和提交 CoD 的要求。这适用于提供临时注销登记期间车辆命运的证据，并对不提供临时注销车辆下落声明的车主处以罚款。
Most of the stakeholder support the implementation of economic incentives for instance fees or refund systems to ensure that ELVs are delivered to ATFs. Only car manufacturers and importers oppose such economic incentives.
大多数利益相关者支持实施经济激励措施，例如收费或退款制度，以确保将报废汽车交付给 ATF。只有汽车制造商和进口商反对这种经济激励措施。
With regard to the extra EU export of used vehicles (some of them possibly to be considered as ELV) the proposal to make Correspondents Guideline No 9 legally binding, many stakeholders oppose this proposal. Several stakeholders argue that the current version is difficult to apply and adjustments are needed before making the stipulations legally binding. Also, the approach to ban the extra EU export of used vehicles was not supported by the stakeholders. Instead, the stricter enforcement of inspections (when exporting) cooperation between IMPEL, police and customs authorities and the adjustment of reporting on waste shipment found strong support by all stakeholders.
对于欧盟额外出口二手车（其中一些可能被视为ELV）而使第9号通讯员指南具有法律约束力的提议，许多利益相关者反对这一提议。一些利益相关者认为，当前版本很难适用，需要进行调整才能使这些规定具有法律约束力。此外，禁止欧盟额外出口二手车的做法并未得到利益相关者的支持。相反，IMPEL、警察和海关当局之间更严格的检查执行（出口时）以及对废物运输报告的调整得到了所有利益相关者的大力支持。
With regard to the fight against illegal treatment within the EU the majority of stakeholders acknowledged the need for action in particular the need for national/ regional authorities to perform regular inspections of the sector (not only ATF and shredders but with a broader scope for garages, repair shops and spare part dealers) to identify illegal operations. Comments expressed the concern that improved burden to ATF only might even cause adverse effects (more illegal operator) and inspections should carefully focus to support legal operating facilities.
关于打击欧盟境内的非法待遇，大多数利益相关者承认需要采取行动，特别是国家/地区当局需要对该行业进行定期检查（不仅是 ATF 和碎纸机，还包括更广泛的车库、修理店和零配件经销商）以识别非法操作。评论表达了这样的担忧：仅增加 ATF 负担甚至可能会造成不利影响（更多非法运营商），检查应认真关注支持合法运营设施。
The proposal to establish minimum requirements for such inspection activities is less supported and partly rejected by the car manufacturers and importers. Again, proposals to establish economic incentives to strengthen the legally operating sector are opposed by the car manufacturers and importers. The proposal to improve the reporting mechanism when issuing a CoD and upon arrival of an ELV at ATFs or shredder facilities was in general supported, including the establishment of electronic notifications to the registration authorities.
汽车制造商和进口商较少支持并部分拒绝为此类检查活动制定最低要求的提议。同样，汽车制造商和进口商反对建立经济激励措施以加强合法经营部门的建议。关于改进发出 CoD 时以及 ELV 到达 ATF 或碎纸机设施时的报告机制的建议得到了普遍支持，包括向登记机构建立电子通知。
Supporting public awareness for the management of ELVs is considered as relevant by the stakeholders. While penalties to car owners not fulfilling their duties are supported by the vast majority of stakeholders, incentives based on funds/ deposits are again opposed by the car manufacturers and importers.
利益相关者认为，提高公众对报废车辆管理的认识非常重要。虽然绝大多数利益相关者支持对未履行职责的车主进行处罚，但基于资金/存款的激励措施再次遭到汽车制造商和进口商的反对。
All replies of the stakeholders to the manyfold questions in details can be found in the mentioned report “Assessment of the implementation of Directive 2000/53/EU on end-of-life vehicles (the ELV Directive) with emphasis on the end-of-life vehicles of unknown whereabouts ” published by the EC in 2017.
利益相关者对众多问题的详细答复可以在上述报告“评估报废车辆指令 2000/53/EU（ELV 指令）的实施情况，重点是报废车辆”中找到。欧盟委员会于 2017 年发布的《下落不明的救生车 》。 |
Written OPC 书面OPC
The topic was of high interest for stakeholders providing written input. Of 57 contributions, 15 contained information or opinion on vehicles of unknown whereabouts, 13 on (de-)registration, and additional 6 on reporting. Contributions on these topics were received from all stakeholder groups.
提供书面意见的利益相关者对该主题非常感兴趣。在 57 份贡献中，15 份包含有关下落不明车辆的信息或意见，13 份涉及（注销）登记，另外 6 份包含有关报告的信息或意见。所有利益相关者团体都对这些主题做出了贡献。
Workshop 车间
Topics discussed at the workshop following the presentation of the consultants on the topic of missing vehicles were:
在顾问就失踪车辆主题进行介绍后，研讨会上讨论的主题是：
·The suitability of road-worthiness test where various stakeholders have different opinions on details of the use of such test, however, it is seen a ”key question”;
适航性测试的适用性，各利益相关者对此类测试的使用细节有不同意见，但被视为“关键问题”；
·ELV registration competencies, e.g., a Member States representative pointed out that EU-wide information exchange (database) on CoDs accessible by the EU registration authorities would be an effective tool, industry agreed. It was clarified that EUCARIS, the data exchange mechanism for vehicle data in Europe, does already have a CoD-message in place to exchange the CoD-info across Member States. EUCARIS is used by many EU Member States, however the CoD-message is currently not being used;
ELV 注册能力，例如，一位成员国代表指出，业界一致认为，欧盟注册机构可访问的欧盟范围内关于 CoD 的信息交换（数据库）将是一个有效的工具。据澄清，EUCARIS（欧洲车辆数据的数据交换机制）确实已经有了 CoD 消息，用于在成员国之间交换 CoD 信息。 EUCARIS 被许多欧盟成员国使用，但 CoD 消息目前尚未使用；
·vehicles deregistration, e.g., in relation to the limitations of temporary deregistration, harmonized rules, and automotive industry requested that an automatic deletion from the registration systems after seven years for example like in some MS should not be continued. Recyclers pointed out to the responsibilities of insurance companies and total technical loss status, but also the definition of an ELV compared to used vehicles
车辆注销，例如，涉及临时注销的限制、协调规则和汽车工业要求，不应继续像某些成员国那样，在七年后自动从注册系统中删除。回收商指出了保险公司的责任和总体技术损失状况，以及与二手车相比的报废汽车的定义
In general, many stakeholders engaged in the debate. Many of the stakeholders participating in the debate shared perspectives and experiences from MS, e.g. from Sweden or Germany (MS representatives), the Netherlands (stakeholders engages in repair and dismantling and EPR), Belgium (representative of the EPR system) or Latvia, Poland, France etc. (recyclers). Further, a representative of the Dutch EPR said that a good cooperation between the Ministry of Environment and Ministry of Infrastructure/transportation (etc.) is key […] to be able to monitor ELVs. Another idea presented by stakeholders were ‘massive citizens information about legal way to dispose your ELV’ (recycler + manufacturers).
总的来说，许多利益相关者都参与了辩论。参与辩论的许多利益相关者分享了来自MS的观点和经验，例如来自瑞典或德国（MS代表）、荷兰（利益相关者从事维修和拆除以及EPR）、比利时（EPR系统代表）或拉脱维亚、波兰、法国等（回收商）。此外，荷兰 EPR 的代表表示，环境部和基础设施/交通部（等）之间的良好合作是监测 ELV 的关键 [...]。利益相关者提出的另一个想法是“向大量公民提供有关处置报废汽车的合法方式的信息”（回收商+制造商）。
2.3.10.2.4.4. EPR System
2.4.4. EPR系统
Statistical OPC 统计OPC
In the OPC, most stakeholders argued that in order to ensure a high quality of recycling, it is necessary to compensate ATFs for their dismantling efforts, which are not economically viable under the current conditions. This was mainly supported by environmental NGOs and consumer organizations, waste management operators, public authorities, and citizens but also a fair share of automotive producers (32%). When asked in more detail, 56% of all stakeholders agreed that producers should compensate the ATFs for their dismantling efforts and for appropriate treatment and disposal of these wastes. Here, waste management operators were the most prominent in their support of this aspect.
在 OPC 中，大多数利益相关者认为，为了确保高质量的回收，有必要对 ATF 的拆解工作进行补偿，而这在当前条件下在经济上不可行。这主要得到环保非政府组织和消费者组织、废物管理运营商、公共当局和公民的支持，但也有相当一部分汽车生产商 (32%) 的支持。当更详细地询问时，56% 的利益相关者同意生产商应补偿 ATF 的拆除工作以及对这些废物的适当处理和处置。其中，废物管理运营商在这方面的支持最为突出。
Written OPC 书面OPC
A few written contributions addressed Extended Producer Responsibility aspects, some only as a simple need that has to be implemented and others with more elaboration. Several stakeholders explained the purpose of an EPR scheme to be to affect the design of products so that they result in less negative environmental impacts. Others see the EPR scheme mainly as a funding opportunity to e.g. to balance costs for dismantling in particularly when secondary materials are more expensive than virgin materials, to boost investment in high-quality PST through economic incentives. One stakeholder raised the concern that the creation of an EPR monopoly dominated by producers could end up limiting the free and fair competitiveness of the current network of dismantlers and shredders.
一些书面贡献涉及生产者延伸责任方面，有些只是作为必须实施的简单需求，而另一些则有更多的阐述。一些利益相关者解释说，EPR 计划的目的是影响产品的设计，从而减少对环境的负面影响。其他人则认为 EPR 计划主要是一个融资机会，例如平衡拆除成本，特别是当二次材料比原始材料更昂贵时，通过经济激励措施增加对高质量 PST 的投资。一位利益相关者担心，由生产商主导的 EPR 垄断最终可能会限制当前拆解商和碎纸商网络的自由和公平竞争。
Interviews 采访
Waste management operator look at the establishment of an EPR positively, in particular where it is necessary to support the financing of components of materials that need to be dismantled and treated in a way that is not economical. Though EPRs exist for some MS, a difficulty was raised that they are usually run by OEMs without involving ATFs in their management. The difficulties in managing funds for a European EPR were raised in light of the frequent exports between countries and also the different costs that waste management results in each country that would make setting a single fee for an EPR fund at EU level tricky.
废物管理运营商积极看待 EPR 的建立，特别是在需要为需要以不经济的方式拆除和处理的材料组件提供融资的情况下。尽管某些 MS 存在 EPR，但存在一个困难，即它们通常由 OEM 运营，而 ATF 不参与其管理。鉴于各国之间的频繁出口以及废物管理在每个国家造成的不同成本，这使得在欧盟层面为 EPR 基金设定单一费用变得棘手，因此管理欧洲 EPR 基金的困难增加。
Workshop 车间
Participants commented that there are concerns about what entity has authority over EPR schemes. A few stakeholders mentioned that funds have not shown big advantages to support the economic feasibility of ATFs and stated that the processes that ATFs should treat vehicles and then producers have to cover negative market value vehicles is the direction that the EPR should develop, with it being established in the Directive. In contrast it was mentioned that funds were effective in compensating unprofitable labour (material dismantling), allowing the dismantler to compete more effectively with the illegal sector and being less dependent on enforcement. A few stakeholders raised the aspect of the CoD and the need for more enforcement to lower illegal exports leading to less vehicles being treated in the EU. The EPR was mentioned as an option to address the problem of cars going to other continents and not just for ensuring financial feasibility of ELV treatment.
与会者评论说，人们担心哪个实体拥有 EPR 计划的权力。一些利益相关者提到，资金并没有表现出很大的优势来支持ATF的经济可行性，并表示ATF应该处理车辆然后生产商必须覆盖负市值车辆的流程是EPR应该发展的方向，即指令中规定。相比之下，有人提到，资金可以有效补偿无利可图的劳动力（材料拆除），使拆除者能够更有效地与非法部门竞争，并减少对执法的依赖。一些利益相关者提出了 CoD 的方面以及需要加强执法以减少非法出口，从而导致欧盟处理的车辆减少。 EPR 被认为是解决汽车前往其他大陆问题的一种选择，而不仅仅是为了确保 ELV 处理的财务可行性。
2.3.11.2.4.5. Scope of the ELV Directive
2.4.5。 ELV指令的范围
Statistical OPC 统计OPC
For almost all stakeholder categories participating in the OPC, over 50% of the individual answers were in favour of extending the Directive to additional vehicles. The highest support of this option was given by environmental organizations (100%), public authorities (90.9%) and waste management stakeholders (85.7%). On the question which additional vehicles should be included into the scope of the ELV Directive, the majority was in favour of adding motorcycles and lorries with a higher preference for lorries from the waste management operators and a higher preference for motorcycles from the manufacturers.
对于参与 OPC 的几乎所有利益相关者类别，超过 50% 的个人答案赞成将该指令扩展到更多车辆。环境组织（100%）、公共当局（90.9%）和废物管理利益相关者（85.7%）对此方案给予了最高支持。关于应将哪些额外车辆纳入ELV指令范围的问题，大多数人赞成增加摩托车和卡车，其中废物管理运营商更倾向于卡车，制造商更倾向于摩托车。
Avoidance of environmental harms to the environment thanks to minimum requirements for end-of-life treatment, increased resource recovery and increased recyclability were the top 3 important advantages of extending the scope of the ELV Directive largely supported by all stakeholder categories. Individual stakeholders explained that including them in the scope would increase the supply of recycled materials and lead to better dismantling, that heavy vehicles are exported to a larger extent than cars and reuse of spare parts is not as developed. And illegal vehicle dismantling, and unfair competition take place. This should be dealt with in the legislation. One third had no opinion on disadvantages of the scope extension. The most supported individual answers were that “These other vehicles (e.g., motorcycles and lorries) have features which are different from the vehicles covered by the ELV Directive, so that the provisions of the ELV Directive are not adapted to these other vehicles” (62 individuals or 30%) and “Higher burdens for SMEs” (48 individuals or 23%). Answers were distributed relatively evenly between the various categories. The stakeholders themselves relativised their statements on disadvantages when asked to detail: Though, “motorcycles are small, so it will be a lot of work for a very small amount of materials”, and “trucks [lorries] are big and require specialised facilities for dismantling”, stakeholders say that “recycling facilities are suitable for all of the ELV Directive scope”. “Today these vehicles [it is not clear which] are already treated in authorized facilities even if they are not covered by the scope of the Directive.” Or: “The ELV Directive change will result in some system changes and investment costs. It however involves an investment for the future. If the demand for recycled material is successfully established, it will pay itself back.”
通过报废处理的最低要求、提高资源回收率和提高可循环性，避免对环境造成危害，这是扩大 ELV 指令范围的三大重要优势，得到了所有利益相关者类别的大力支持。个别利益相关者解释说，将它们纳入范围将增加回收材料的供应并带来更好的拆解，重型车辆的出口程度比汽车更大，而且零部件的再利用并不发达。非法拆解车辆、不正当竞争等现象时有发生。这应该在立法中予以解决。三分之一的人对范围扩大的缺点没有意见。最受支持的个人答案是“这些其他车辆（例如摩托车和卡车）具有与 ELV 指令涵盖的车辆不同的功能，因此 ELV 指令的规定不适用于这些其他车辆”（62个人或 30%）和“中小企业负担较高”（48 人或 23%）。答案在各个类别之间分布相对均匀。当被要求详细说明时，利益相关者自己对缺点的陈述相对化：尽管如此，“摩托车很小，因此使用很少量的材料需要做大量的工作”，而“卡车[卡车]很大，需要专门的设施来运输拆解”，利益相关者表示，“回收设施适用于所有 ELV 指令范围”。 “如今，这些车辆（尚不清楚哪些）已经在授权设施中进行了处理，即使它们不在该指令的范围内。”或者：“ELV指令的变更将导致一些系统变化和投资成本。 然而，它涉及对未来的投资。如果成功建立对回收材料的需求，它就会得到回报。”
More than one third of the stakeholders did not have an opinion on / did not know the areas where compliance for motorcycles and/or lorries would be difficult, and 15% said there are none. About 20% support that the following measures may be difficult to comply with: Material-specific recycling targets (45 individuals or 22%), reuse target (47 individuals or 23%), and recycled content target (38 individuals or 18%).
超过三分之一的利益相关者对摩托车和/或卡车合规困难的领域没有意见/不知道，15% 的利益相关者表示不存在。约 20% 的人支持以下措施可能难以遵守：具体材料回收目标（45 人或 22%）、再利用目标（47 人或 23%）以及回收内容目标（38 人或 18%）。
Written OPC 书面OPC
Various stakeholders from the motorcycles sector contributed additional information: ACEM emphasises that the sector consists of many SMEs that have no experience with the requirements of the current ELV Directive. Besides the quantitative results from a survey on the numbers of recycled motorcycles in Finland, SMOTO brings forward the concern that the common reuse practices could be undermined by the perceived focus of the current ELV Directive on recycling rather than reuse. An anonymous stakeholder (motorcycle manufacturer) proposes non-reusable parts for motorcycles in addition to those listed in Art. 8 of the 3R Type approval Directive for M1 and N1 . FORS (a Polish recycling association) speaks for the practice of certificates of destruction for end-of-life motorcycles. A recyclability target is preferred whereas recycled content targets and reuse targets are explicitly not recommended for motorcycles (EUROFER ).
来自摩托车行业的各个利益相关者提供了更多信息：ACEM 强调，该行业由许多对当前 ELV 指令要求没有经验的中小企业组成。除了芬兰回收摩托车数量调查的定量结果外，SMOTO 还提出了这样的担忧：当前 ELV 指令的重点是回收而不是再利用，这可能会破坏常见的再利用做法。一位匿名利益相关者（摩托车制造商）提议，除了第 1 条中列出的部件外，摩托车还应使用不可重复使用的部件。 M1 和 N1 的 3R 型式核准指令第 8 条。 FORS（波兰回收协会）代表报废摩托车销毁证明的做法。可回收性目标是首选，而回收含量目标和再利用目标则明确不建议用于摩托车（EUROFER ）。
For lorries, the Swedish Government considers it important to distinguish between light and heavy-duty vehicles. If lorries were included, the Czech Ministry of Environment sees “problems in their size and different composition of materials”. Generally, for new vehicles in scope, the regulation should prevent the phenomenon seen for missing vehicles, i.e., the avoidance of the EU end of life treatment requirements (Swedish Governmental Agencies).
对于卡车来说，瑞典政府认为区分轻型车辆和重型车辆很重要。如果卡车也包括在内，捷克环境部认为“其尺寸和材料成分不同存在问题”。一般来说，对于范围内的新车，该法规应防止出现车辆丢失的现象，即避免欧盟报废处理要求（瑞典政府机构）。
Six contributions focus on historic cars and motorcycles. Current practice of exempting historic cars should be pursued.
六项贡献集中于历史悠久的汽车和摩托车。应继续推行目前豁免历史车辆的做法。
Interviews 采访
Relevant interviewees are ACEA and ACEM presenting the manufacturers of lorries and L-type approved vehicles, and ANERVI /AETRAC , EuRIC and EGARA representing the EoL stakeholders. To describe the status quo of the dismantling of lorries, the main messages in the interviews were that lorries are not just bigger cars, that depollution is in practice in some MS, that lorry recycling infrastructure is different in different Member States, and that ATFs that can manage a lorry also manages trailers. As for the status quo of EoL treatment of motorcycles, it was noted that reuse is important, that L-type approved vehicles have no chassis which is relevant for the definition of what is an ELV. Then, a very small number of L-type approved vehicles are returned to recyclers, and that there is no statistics on motorcycles, e.g., no separate waste code, right now.
相关受访者包括代表卡车和 L 型认证车辆制造商的 ACEA 和 ACEM，以及代表 EoL 利益相关者的ANERVI /AETRAC 、EuRIC 和 EGARA 。为了描述卡车拆解的现状，采访中的主要信息是，卡车不仅仅是更大的汽车，一些成员国正在实施消除污染的做法，不同成员国的卡车回收基础设施有所不同，以及ATF可以管理卡车也可以管理拖车。至于摩托车报废处理的现状，有人指出，再利用很重要，L型批准的车辆没有底盘，这与ELV的定义相关。然后，极少数经过L类认证的车辆被返回到回收商，并且目前没有关于摩托车的统计数据，例如没有单独的废物代码。
In relation to potential regulation covering additional vehicles, the clear message was sent that vehicles different to M1 and N1 vehicles require specific rules, e.g., that the same 3R targets could not apply, and that these vehicles potentially require different exemptions from heavy metal restrictions (or new substance restrictions).
关于涵盖更多车辆的潜在法规，发出了明确的信息，即与 M1 和 N1 车辆不同的车辆需要特定的规则，例如，相同的 3R 目标不能适用，并且这些车辆可能需要不同的重金属限制豁免（或新物质限制）。
Workshop 车间
Views differed on exemptions for hazardous substances in additional vehicle categories. Vehicle manufacturers were in favour of a category specific Annex II, i.e., to review the application of existing Annex II bans per vehicle category. The issue was also brought up in relation to multi-stage built vehicles, incl. wheelchair accessible vehicles. There is also a difficulty if more than one vehicle category applies to a vehicle.
对于其他车辆类别中有害物质的豁免存在不同看法。汽车制造商赞成制定特定类别的附件二，即按车辆类别审查现有附件二禁令的适用情况。这个问题也与多级制造的车辆有关，包括。可供轮椅通行的车辆。如果一辆车辆适用于多个车辆类别，也会遇到困难。
Stakeholders broadly support that it is currently not recommended to apply the 3R type approval Directive to multi-stage built vehicles.
利益相关者广泛支持目前不建议将 3R 型式核准指令应用于多阶段制造的车辆。
In the workshop, various participants of all stakeholder groups commented on the presented data and/or provided additional data (on the calculation of the fleet of motorcycles and lorries, on actual fleet data from Spain and Germany). ACEA is currently performing a study on lorry, with results expected at a later stage.
在研讨会上，所有利益相关者团体的不同参与者对所提供的数据进行了评论和/或提供了附加数据（关于摩托车和卡车车队的计算、来自西班牙和德国的实际车队数据）。 ACEA 目前正在对卡车进行一项研究，预计稍后会得出结果。
A representative from the European Environmental Bureau (Environmental NGO) stated that, if the scope of these Directives is currently being discussed, the discussion should not be limited to a scope for only on-road vehicles.
欧洲环境局（环境非政府组织）的一位代表表示，如果目前正在讨论这些指令的范围，那么讨论不应仅限于道路车辆的范围。
2.3.12.2.4.6. 3R Type-Approval and its relation to the ELV Directive
2.4.6。 3R 型式认证及其与 ELV 指令的关系
Current situation. Questions were asked to understand better the role of type-approval technical services’, the type-approval authorities’ and the OEMs’ in the process of type-approvals in general as well as the special part of the 3R type-approval in particular. Because this is more for the understanding of the current situation, the answers are not summarised here.
现状。提出问题是为了更好地理解型式核准技术服务、型式核准机构和原始设备制造商在型式核准过程中的作用，特别是 3R 型式核准的特殊部分。因为这更多的是为了了解目前的情况，这里就不总结答案了。
Effectiveness. Type approval authorities state that the Directive generally facilitates the achievement of the 3R targets. This is also supported by OEMs. However, this is not supported with data. Stakeholders are of different opinion in relation to whether the 3R Directive facilitates “high-quality” recycling. There is no systematic monitoring or studies that compare between the targets reported in type approval declarations of OEMs for specific vehicle models and between their actual performance at end-of-life. Quantitative feedback is scattered.
效力。型式核准机构表示，该指令总体上有助于实现3R目标。这也得到了 OEM 厂商的支持。然而，这并没有数据支持。对于3R指令是否有利于“高质量”回收，利益相关者存在不同意见。没有系统的监测或研究来比较原始设备制造商针对特定车型的型式批准声明中报告的目标及其报废时的实际性能。定量反馈是分散的。
The number of 3R Type Approvals performed per Member State varies largely:
每个成员国执行的 3R 型式认证数量差异很大：
·Some have not performed any type-approvals since Directive 2005/64/EC came into force (e.g., Latvia, Finland) but do report on Regular TAs for second stage of N vehicles. Some perform 3R type-approvals regularly (6-9 per annum).
有些国家自 2005/64/EC 指令生效以来尚未进行任何型式认证（例如拉脱维亚、芬兰），但确实报告了 N 车辆第二阶段的常规技术援助。有些定期进行 3R 型式认证（每年 6-9 次）。
·One authority estimated the costs for the process at “< 0.25 years FTE per each 3R type approval”
一位权威机构估计该流程的成本为“每项 3R 型式认证 < 0.25 年 FTE”
·Some Member States collect fees for the type-approval and some do not – amount also depends on certificate type (0-600 �).
有些成员国收取型式认证费用，有些则不收取费用——金额还取决于证书类型（0-600 欧元）。
·3 of 5 Member States agreed that the 3R type-approval should cover all stages of multi-stage vehicles (2 did not answer the question)
5 个成员国中的 3 个同意 3R 型式认证应涵盖多级车辆的所有阶段（2 个未回答该问题）
A second cluster of question was asked around the possible future amendments of the ELV Directive. In general, little to no input is provided on impacts of introducing certain measures proposed to be changed in the 3R Directive. One stakeholder is of the opinion, that the scope of the 3R type-approval should be extended to include additional vehicles.
第二组问题是围绕 ELV 指令未来可能的修订提出的。一般来说，对于引入 3R 指令中提议更改的某些措施的影响，几乎没有提供任何意见。一位利益相关者认为，3R 型式认证的范围应扩大到包括更多车辆。
On the merge of ELV Directive and 3R Directive. Of the interviewed stakeholders, one is of the opinion that there is a missing link and missing references between 3R Directive and ELV Directive. Member States that perform 3R type-approvals were against a merge with ELV. At least, two times China was provided as an example where one legal instrument is in place, however, the European market would be more diverse according to stakeholders. Looking at the stakeholder groups that provided their input on this topic, it should be noted that the stakeholders rarely take the perspective of the end-of-life. An ACEA position paper refers to the positions of the automotive industry in relation to the merge of 3R type-approval Directive and ELV Directive: ACEA “call[s] for the current legal framework to be maintained.” Rather than focusing on recyclability, they would like to see their engagement in the field of emission reductions during the use phase, i.e., strategies focusing on light weight, acknowledged framing it Design for Sustainability. Another argument put forward (stakeholder shall not be named) is that currently, the responsibilities are distributed, i.e., recyclers fulfil the ELV Directive and manufacturers fulfil 3R type-approval Directive requirements. A merge of the Directives producing a legislation with joint responsibilities could increase innovation times and create longer discussion processes.
关于ELV指令和3R指令的合并。在接受采访的利益相关者中，其中一位认为 3R 指令和 ELV 指令之间存在缺失环节和缺失参考。执行 3R 型式批准的成员国反对与 ELV 合并。至少两次以中国为例，其中制定了一项法律文书，但根据利益相关者的说法，欧洲市场将更加多样化。看看就该主题提供意见的利益相关者群体，应该指出的是，利益相关者很少采取生命终结的观点。 ACEA 立场文件提及了汽车行业对于 3R 型式批准指令和 ELV 指令合并的立场：ACEA“呼吁维持当前的法律框架”。他们希望看到自己在使用阶段参与减排领域，而不是关注可回收性，即注重轻量化的战略，承认其为可持续设计。 提出的另一个论点（利益相关者不应被命名）是，目前，责任是分散的，即回收商满足 ELV 指令，制造商满足 3R 型式认证指令的要求。合并指令产生具有共同责任的立法可以增加创新时间并创造更长的讨论过程。
Annex 3: Who is affected and how?
附件 3：谁受到影响以及如何受到影响？
This annex sets out the implications of the preferred policy package for all affected groups of stakeholders. It describes the actions that public authorities and economic operators might need to take in order to comply with the obligations under the revised legislation and indicates the expected costs and benefits to be incurred in complying with new obligations. Where quantitative information is not available, the overview on the nature and costs and benefits is provided.
本附件列出了首选政策方案对所有受影响的利益相关者群体的影响。它描述了公共当局和经济运营商为遵守修订后的立法规定的义务可能需要采取的行动，并指出了遵守新义务所需的预期成本和收益。如果无法获得定量信息，则提供有关性质以及成本和效益的概述。
3.1Introduction 介绍
The stakeholders affected by the initiative are listed below.
下面列出了受该计划影响的利益相关者。
Vehicle producers: they have traditionally been involved in facilitating the collection of ELVs across the EU (in line with the obligations set out in the ELV Directive). They also have to demonstrate to the type-approval competent authorities that new vehicle types comply with the provisions of the 3R TA Directive and the ELV Directive relating to recyclability, re-usability and recoverability and the restrictions of hazardous substances. Some vehicle producers have taken voluntary initiatives to promote the use of remanufactured components or the incorporation of recycled materials in new models. Overall, however, vehicles producers have not made the transition to a circular economy a priority in their overall sustainability strategies. They would be affected by measures aiming at changing the design and production of new vehicles (especially obligations linked to the use of recycled materials, the provision of information on the composition of vehicles to the dismantling and recycling sector and the development of circularity strategies), as well as by measures designed to increase the responsibility of producers in the collection and treatment of ELVs, especially through the establishment or reinforcement of EPR schemes. Producers of motorcycles and of lorries have until recently paid limited attention to the potential offered by the transition to a circular economy for their sector. The new legislation will strengthen the cooperation between the car manufacturers and the ATFs. For instance, the vehicle manufacturers would be required to provide ATFs with detailed instructions for the dismantling and disposal/recycling/reuse of all components of a vehicle type. These instructions will be submitted to the type approval authorities during type approval and be made available through the existing methodologies related to Repair and Maintenance Information (RMI). Furthermore, Manufacturers will have to make this information accessible to the relevant operators of the vehicle engaged into the end-of-life treatment.
汽车生产商：他们历来参与促进整个欧盟 ELV 的收集（根据 ELV 指令规定的义务）。他们还必须向型式核准主管部门证明，新车型符合 3R TA 指令和 ELV 指令中有关可回收性、可重复使用性和可回收性以及有害物质限制的规定。一些汽车生产商已采取自愿举措，促进在新车型中使用再制造零部件或采用回收材料。然而，总体而言，汽车生产商并未将向循环经济转型作为其整体可持续发展战略的优先事项。它们将受到旨在改变新车设计和生产的措施的影响（特别是与使用回收材料、向拆解和回收部门提供车辆成分信息以及制定循环战略相关的义务），以及旨在加强生产者在收集和处理报废车辆方面的责任的措施，特别是通过建立或加强 EPR 计划。直到最近，摩托车和卡车生产商对其行业向循环经济转型所带来的潜力关注有限。新立法将加强汽车制造商和 ATF 之间的合作。例如，车辆制造商需要向 ATF 提供有关车辆类型所有组件的拆卸和处置/回收/再利用的详细说明。 这些说明将在型式核准期间提交给型式核准机构，并通过与维修和维护信息 (RMI) 相关的现有方法提供。此外，制造商必须向参与报废处理的车辆的相关操作员提供这些信息。
Suppliers of vehicle producers: the suppliers of components and parts for the automotive industry have been affected by the restrictions on the use of hazardous substances set out in the ELV legislation. They would be affected by any new provisions affecting the design and production of vehicles.
汽车生产商的供应商：汽车行业零部件的供应商受到了ELV法规中有害物质使用限制的影响。他们将受到任何影响车辆设计和生产的新规定的影响。
Dismantlers: there are approximately 12,000 “authorised treatment facilities” in the EU, which are on the frontline for the dismantling of ELVs. Most of them are SMEs. Some are integrated in bigger units and companies which also comprise shredding activities. Some of them also have contractual links with car producers. They receive ELVs from their last owners, carry out their depollution and remove the most valuable parts and components. They make most of their business in the commercialisation of these parts removed and the sale of depolluted ELVs to shredders. Many of them also deal with “used vehicles” that they purchase and sell inside or outside the EU. They are directly affected by the provisions of the ELV Directive on collection, treatment and depollution, as well as on recycling/re-use and recovery targets. While they have to abide by the EU requirements, they face competition (both to receive ELV but also when selling spare parts) from the informal sector which collect ELVs and dismantle them in less environmentally sound manner.
拆解人员：有 欧盟约有 12,000 个“授权处理设施”，处于报废车辆拆除的前线。其中大多数是中小企业。有些被整合到更大的单位和公司中，其中也包括粉碎活动。其中一些还与汽车生产商有合同关系。他们从上一任车主那里收到报废汽车，进行净化处理并拆除最有价值的零部件。他们的大部分业务是将这些拆除的部件商业化，并将无污染的报废汽车出售给粉碎机。他们中的许多人还处理在欧盟境内或境外购买和销售的“二手车”。它们直接受到 ELV 指令中有关收集、处理和去污染以及回收/再利用和回收目标的规定的影响。虽然他们必须遵守欧盟的要求，但他们面临着来自非正规部门的竞争（既包括接收报废汽车，也包括销售备件），这些非正规部门收集报废汽车并以不太环保的方式拆除它们。
Shredding/recycling companies: there are a few hundred companies in the EU active in the sorting, shredding and processing of ELVs and waste fractions resulting from ELVs. Most of them are linked to large waste companies. They buy depolluted ELVs from ATFs, sell the resulting sorted and shredded materials to industries using secondary materials as feedstock in their production processes and send residual waste to landfills or incineration with energy recovery. Such companies are not evenly equipped with modern technologies, some of them having invested in “post-shredding technologies” allowing to better sort and decontaminate materials mixed during the shredding process, while other rely on more basic technology. They have traditionally been focusing on the commercialisation of ferrous and non-ferrous scrap, which are by far the most profitable waste fractions from ELVs. A large share of this metal scrap is exported outside the EU. Some of them however have been investing in plastics recycling and have called for the establishment of recycled content obligations for these materials in new vehicles to support their activities.
粉碎/回收公司：欧盟有数百家家公司活跃于报废汽车及报废汽车产生的废物碎片的分类、粉碎和加工领域。其中大多数与大型垃圾处理公司有联系。他们从 ATF 购买无污染的报废汽车，将分类和粉碎后的材料出售给在生产过程中使用二次材料作为原料的行业，并将残余废物送往垃圾填埋场或焚烧并进行能源回收。这些公司并没有均匀地配备现代技术，其中一些公司投资了“破碎后技术”，可以更好地对破碎过程中混合的材料进行分类和净化，而其他公司则依赖于更基础的技术。他们传统上一直专注于黑色金属和有色金属废料的商业化，这是迄今为止报废汽车中利润最高的废料部分。大部分金属废料出口到欧盟以外。然而，其中一些公司一直在投资塑料回收，并呼吁对新车中的这些材料制定回收成分义务，以支持他们的活动。
Industries relying on scraps as feedstock for their production: scrap/secondary materials from shredding companies are incorporated in the production processes of large industries (steel, aluminium, copper or plastics industries) which see them as an important feedstock for their decarbonisation. They have been calling for higher quality of materials which could replace primary materials and save additional amount of energy and greenhouse gas emissions.
依靠废料作为生产原料的行业：来自破碎公司的废料/二次材料被纳入大型行业（钢铁、铝、铜或塑料行业）的生产过程中，这些行业将其视为脱碳的重要原料。他们一直呼吁使用更高质量的材料来替代初级材料，并节省额外的能源和温室气体排放。
Repair shops and garages: this group of stakeholders is composed of SMEs which would be affected mostly by measures impacting the purchase and selling of used parts and components. They are indeed important actors in the market of spare parts: this is the case both of new spare parts, which they buy from vehicle manufacturers or spare part suppliers and used spare parts stemming from ATFs or other garages. Measures dedicated to support reuse of remanufactured and used parts would enlarge the supply of used parts to these stakeholders but could also generate additional administrative burden for them compares to the baseline scenario.
修理厂和车库：这一利益相关者群体由中小企业组成，这些企业主要受到影响二手零部件购买和销售的措施的影响。他们确实是备件市场的重要参与者：无论是从汽车制造商或备件供应商那里购买的新备件，还是来自 ATF 或其他车库的旧备件，都是如此。专门支持再制造和二手零件再利用的措施将扩大对这些利益相关者的二手零件供应，但与基准情景相比，也可能给他们带来额外的管理负担。
Companies involved in the export of used vehicles: most companies exporting used vehicles outside the EU are SMEs. This is the case of some garages or ATFs which sell used vehicles as part of their regular business activities. There are also companies which exercise exclusively these activities, buying used cars from garages, insurance companies or individual owners, and organising their export to non-EU countries. They will be affected by the measures designed to ensure a better control on the interdiction to export ELVs outside the OECD, as well as by the new measures governing the export of used vehicles (only authorised upon presentation of a roadworthiness certificate). The companies specialised in the export of used cars will be the most affected. They would incur costs linked to the obligation for them to carry out roadworthiness tests for vehicles which are currently exported after the certificate has expired. In addition, they are likely to see a decrease in revenues linked to a reduction in the export of used vehicles which do not meet the conditions to obtain a roadworthiness certificate. They would then have to sell these vehicles as ELVs to ATFs in the EU, at a much lower price than what they could have obtained for exporting them.
涉及二手车出口的公司：大多数向欧盟以外出口二手车的公司都是中小企业。一些车库或 ATF 的情况就是如此，他们将出售二手车作为其日常业务活动的一部分。也有一些公司专门从事这些活动，从车库、保险公司或个人车主那里购买二手车，并组织将其出口到非欧盟国家。它们将受到旨在确保更好地控制在经合组织之外出口报废汽车的措施的影响，以及管理二手车出口的新措施（仅在出示适航证书时才授权）的影响。专门从事二手车出口的公司将受到最大的影响。他们将承担与对证书过期后目前出口的车辆进行适航性测试的义务相关的费用。此外，由于不符合获得适航证书条件的二手车出口减少，他们可能会看到收入下降。然后，他们必须将这些车辆作为 ELV 出售给欧盟的 ATF，价格远低于出口的价格。
Insurance companies: insurance companies are amongst the largest owners of ELVs, which own on average 14% of ELVs obtained from their customers after accidents . A few of these companies have adopted an ambitious approach based on circular economy considerations, but the majority of them have so far shown little interest in this dimension and are mostly interested in getting the highest prices for the ELVs and used vehicles that they sell, often in bulks in auction sales.
保险公司：保险公司是最大的报废汽车所有者之一，平均拥有事故发生后从客户处获得的报废汽车的 14% 。其中一些公司已经 采用 这是一种基于循环经济考虑的雄心勃勃的方法，但迄今为止，他们中的大多数人对此方面表现出很少的兴趣，并且最感兴趣的是为他们销售的ELV和二手车获得最高价格，通常是在拍卖中批量销售。
EU Consumers/citizens: EU consumers and citizens have little information to date on the environmental stakes linked to the design, production and end-of-life treatment of vehicles. This is partly due to a lack of proactive information on this issue by the automotive industry . Consumers might be affected by changes in EU legislation to improve the re-use, remanufacturing and recycling of vehicles, which could lead to an increase in the price of new vehicles. Changes designed to boost the market for used spare parts might on the other hand lower the prices of these parts, to the benefits of consumers who have to change parts (for example during repair operations), as used parts are usually considerably cheaper than new parts.
欧盟消费者/公民：迄今为止，欧盟消费者和公民对与车辆设计、生产和报废处理相关的环境风险知之甚少。部分原因是汽车行业缺乏有关此问题的主动信息 。消费者可能会受到欧盟立法变化的影响，以改善车辆的再利用、再制造和回收，这可能导致新车价格上涨。另一方面，旨在促进二手备件市场的变化可能会降低这些零件的价格，这对必须更换零件（例如在维修操作期间）的消费者有利，因为二手零件通常比新零件便宜得多。
Non-EU stakeholders: non-EU stakeholders are mostly affected by the export from the EU of used vehicles and ELVs, which constitute an important supply for the automotive market in some countries, especially on the African continent.
非欧盟利益相关者：非欧盟利益相关者主要受到欧盟二手车和报废汽车出口的影响，这些车辆构成了一些国家汽车市场的重要供应，特别是在非洲大陆。
Society as a whole: the challenges linked to the implementation of the ELV and 3R type-approval Directives are also relevant to the society as a whole, in as much as they can greatly help reducing the environmental footprint and associated harm to the environment linked to the production and end-of-life treatment of vehicles. The transition of the sector to a circular economy would also bring with it considerable environmental gains.
整个社会：与实施 ELV 和 3R 型式核准指令相关的挑战也与整个社会相关，因为它们可以极大地帮助减少环境足迹以及与环境相关的危害车辆的生产和报废处理。该行业向循环经济的转型还将带来可观的环境效益。
·Administrations in the Member States: different national administrations in the Member States are responsible for the implementation of the ELV and 3R type-approval directives (from environment Ministries or agencies, type-approval authorities, market surveillance authorities, inspection services and customs) authorities. They would be affected by the adoption of new measures, which will create additional burden linked to the reporting on new data and information, as well as the implementation and enforcement of new obligations for economic actors. For instance, upon entry into effect of the new legislation, the competent authorities of the Member States will have increased responsibilities in two fronts: 1) ensuring the market surveillance of newly type-approved vehicles; 2) monitoring, reporting on the overall performance of ATFs and other corresponding actors of the automotive sector through implementing reporting obligations.
成员国主管部门：成员国不同的国家主管部门负责执行 ELV 和 3R 型式核准指令（来自环境部或机构、型式核准机构、市场监督机构、检验部门和海关）当局。它们将受到新措施的影响，这将给经济参与者带来与报告新数据和信息以及实施和执行新义务相关的额外负担。例如，新立法生效后，成员国主管当局将在两个方面承担更多责任：1）确保对新型号核准车辆的市场监管； 2) 通过履行报告义务，监测、报告 ATF 和汽车行业其他相应参与者的整体绩效。
3.2Summary of costs and benefits
成本和收益摘要
Table 3.1 Overview of benefits
表 3.1 优势概述
|
I. Overview of Benefits (total for all provisions, compared to a “business as usual baseline”) – Preferred Option - in 2035
I. 福利概述（所有条款的总计，与“一切照旧基准”相比）——首选方案——2035年 |
|
Description 描述 |
Amount 数量 |
Comments 评论 |
|
Direct benefits - materials
直接好处 - 材料 |
|
Materials recycled at higher quality (in addition to baseline)
以更高质量回收材料（除了基线） |
+5,400 ktons +5,400 吨 |
Total amount: this covers materials used as recycled content, treated at higher quality and collected more.
总量：这包括用作回收成分、经过更高质量处理和收集更多的材料。 |
|
Plastics used as recycled content in new vehicles
新车中使用塑料作为回收材料 |
+710 ktons +710 吨 |
Post-consumer plastics used in new vehicles
新车中使用的消费后塑料 |
|
Materials reused, removed and recycled at higher quality (current vehicle scope)
以更高质量重复使用、移除和回收材料（当前车辆范围） |
+2,300 ktons +2,300 吨 |
Steel: Reuse +600 ktons; Recycled +860 ktons;
钢材：再利用+600吨；回收+860吨；
Aluminium: Reuse +120 ktons; Recycling +330 ktons
铝：再利用+120吨；回收+330吨
Copper: Reuse +15 kton; Recycled +82 ktons
铜：再利用+15kton；回收+82吨
Glass: Recycled +160 kton
玻璃：回收+160 kton
Plastics: Reused +87 kton; Recycled +160 kton
塑料：重复使用+87 kton；回收+160吨
CRMs - REEs: Recycled +2.4 kton
CRM - REE：回收 +2.4 千吨 |
|
Materials collected and treated more
收集和处理的材料更多 |
+1,900 ktons +1,900 吨 |
Steel: +1,550 ktons 钢材：+1,550 吨
Aluminium: +240 ktons 铝：+240 吨
Copper: +31 ktons 铜：+31 吨
Plastics: + 60 ktons 塑料：+ 60 吨
Platinum in catalysts: +7 tons
催化剂中的铂：+7吨 |
|
Materials reused, removed and recycled at higher quality from extended scope
在更大的范围内以更高的质量重复使用、移除和回收材料 |
+510 ktons +510 吨 |
Motorcycles: + 57 ktons 摩托车：+ 57 吨
Heavy-duty vehicles: + 450 ktons
重型车辆：+ 450 ktons |
|
Direct benefits – Economic revenues (in current value)
直接效益 – 经济收入（现值） |
|
Revenues from improved collection and recycling
改善收集和回收带来的收入 |
+2,400 million EUR +24亿欧元 |
Total value of revenues and avoided costs for materials used as recycled content, treated at higher quality and collected more.
用作回收材料、经过更高质量处理并收集更多材料的收入总价值和避免的成本。 |
|
Plastics used as recycled content in new vehicles
新车中使用塑料作为回收材料 |
+600 million EUR +6亿欧元 |
Post-consumer plastics used in new vehicles: shredders and PST operators
新车中使用的消费后塑料：粉碎机和 PST 操作员 |
|
Materials reused, removed and recycled at higher quality (current vehicle scope)
以更高质量重复使用、移除和回收材料（当前车辆范围） |
+1,380 million EUR +13.8亿欧元 |
ATFs: +110 million EUR (net revenues)
ATF：+1.1 亿欧元（净收入）
Shredders/ PST operators: +1,090 million EUR
碎纸机/PST 运营商：+10.9 亿欧元
Recyclers: +170 million EUR
回收商：+1.7 亿欧元 |
|
Materials collected and treated more
收集和处理的材料更多 |
+360 million EUR +3.6 亿欧元 |
ATFs: + 328 million EUR
ATF：+ 3.28 亿欧元
Shredders/ PST operators: +29 million EUR
碎纸机/PST 运营商：+2900 万欧元 |
|
Materials reused, removed and recycled at higher quality from extended scope
在更大的范围内以更高的质量重复使用、移除和回收材料 |
+81 million EUR +8100万欧元 |
ATFs: + 42 million EUR
ATF：+ 4200 万欧元
Recyclers: +39 million EUR
回收商：+3900 万欧元 |
|
GHG savings 温室气体减排
(- = reduction) （- = 减少） |
-12,300 kton CO2eq -12,300 千吨 CO2eq |
Production share only: 仅生产份额：
Plastics recycled content: -310 kton CO2eq
塑料回收含量：-310 kton CO2eq
Reuse and recycling: -4,540 kton CO2eq
再利用和回收：-4,540 kton CO2eq
Increased collection: -6,350 kton CO2eq
增加收集量：-6,350 kton CO2eq
Scope extension: -1,120 kton CO2eq
范围扩展：-1,120 kton CO2eq |
|
Energy savings plastics recycled content
节能塑料回收成分
(- = reduction) （- = 减少） |
-7,300 GWh (plastics) -7,300 GWh（塑料） |
Plastics recycled content
塑料回收含量
-4.5 million barrels of oil eq.
-450万桶石油当量 |
|
Reduced air pollution emissions, plastics recycling
减少空气污染排放，塑料回收 |
+13 |
Reduced decease incidences due to particulate matter
减少颗粒物引起的死亡发生率 |
|
ELVs collected and treated more
收集和处理更多的 ELV |
+3.8 million vehicles +380万辆汽车 |
+3.2 million for N1,M1; +0.6 million for scope extension. Includes 1.1 million vehicles more from illegal/ informal treatment EU, in total 65% less low value used vehicles and ELVs exported less for N1,M1
N1、M1+320万； +60 万用于范围扩展。包括 110 万辆来自欧盟非法/非正规处理的车辆，总共减少了 65% 的低价值二手车和 N1、M1 出口的 ELV |
|
Export reduction used vehicles + ELVs
减少出口二手车+报废汽车 |
-2.1 million vehicles -210万辆 |
|
|
Indirect benefits 间接效益 |
|
Additional EU jobs 其他欧盟职位 |
+22,100 |
Of which: 其中：
Manufacturers: +7,200 制造商：+7,200
SMEs: ATFs and shredders: +14,200
中小企业：ATF 和碎纸机：+14,200 |
|
Improved resource efficiency
提高资源效率 |
Not quantified 未量化 |
Manufacturers 制造商 |
|
Reduced environmental externalities of mismanaged waste and health risks in third countries
减少第三国废物管理不善的环境外部性和健康风险 |
Not quantified 未量化 |
Reduced offer of second-hand vehicles in 3rd countries” expected with 2.1 million vehicles and “increase in prices of second hand vehicles in 3rd countries”. Improved quality of vehicles exported with a valid roadworthiness. Many importing countries are taking measures to ban the import of second hand cars over a certain age, or below certain emission levels.
“第三国二手车供应量减少”预计为 210 万辆，并且“第三国二手车价格上涨”。提高出口车辆的质量并具有有效的适航性。许多进口国正在采取措施，禁止进口超过一定车龄或低于一定排放水平的二手车。 |
|
Lower amounts of landfill
减少垃圾填埋量 |
Not quantified 未量化 |
Waste management sector 废物管理部门 |
|
Improved recycling rates vehicles
提高车辆回收率 |
+5% |
Based on improved recycling definitions,
基于改进的回收定义，
main benefits are improved recycling quality
主要好处是提高回收质量 |
|
Lower repair costs from 2nd-hand spare parts
二手备件可降低维修成本 |
Not quantified 未量化 |
Vehicle owners, reduced costs by avoiding new spare parts. Rough estimation is a 50% lower parts costs on average, very dependent on the type of parts and age of the vehicle
车主通过避免购买新备件来降低成本。粗略估计零件成本平均降低 50%，这很大程度上取决于零件类型和车辆的车龄 |
|
More legitimate income 更合法的收入 |
Not quantified 未量化 |
Waste management sector 废物管理部门 |
|
Increased tax revenue 税收收入增加 |
Not quantified 未量化 |
Member States 成员国 |
|
Administrative cost savings related to the ‘one in, one out’ approach*
与“一进一出”方法相关的行政成本节省* |
|
Not applicable 不适用 |
Not applicable 不适用 |
Not applicable 不适用 |
For more details per policy option and for 2030 and 2040, see Annex 8.
有关 2030 年和 2040 年各政策选项的更多详细信息，请参阅附件 8。
With respect to one out costs, there are no ‘one out’ costs included. There is however, potentially reduced administrative burdens not included as a result of the aimed digitalisation of vehicle registration documents facilitating the exchange of information between Member States on their registers. This line is worth up to 1 EUR per vehicle and thus 9.8 million EUR of recurrent savings when fully implemented. It benefits ATFs in particular due to more streamlined issuing and tracking of CoDs. The saving is however not included for this impact assessment as it results primarily from the general digitalisation of the national vehicle registration system under DG MOVE’s impact assessment of the roadworthiness package and Directive 2014/46/EU on vehicle registration documents.
关于一出成本，不包括“一出”成本。然而，由于车辆登记文件的数字化促进了成员国之间的登记信息交换，因此可能会减少行政负担，但并未包括在内。该产品线每辆车价值高达 1 欧元，全面实施后可节省 980 万欧元的经常性成本。由于 CoD 的发放和跟踪更加简化，它尤其有利于 ATF。然而，节省的费用不包括在本次影响评估中，因为它主要是根据 DG MOVE 的适航性包影响评估和关于车辆登记文件的指令 2014/46/EU 对国家车辆登记系统进行全面数字化的结果。
Table 3.2 Overview of costs
表 3.2 成本概览
|
II. Overview of costs – Preferred option, compared to a “business as usual baseline”,
二.成本概述 – 与“一切照旧基准”相比，首选方案，
all values in million EUR, in 2035, current value
所有值均以百万欧元为单位，2035 年当前值 |
|
|
Citizens/Consumers 公民/消费者 |
Businesses 企业 |
Administrations 行政管理 |
|
|
One-off 一次性的 |
Recurrent 复发性 |
One-off 一次性的 |
Recurrent 复发性 |
One-off 一次性的 |
Recurrent 复发性 |
|
Design circular PO1 设计圆形 PO1 |
Direct administrative costs
直接管理费用 |
|
|
Manufacturers: 2.370 制造商：2.370 |
Manufacturers: 5.20; ATFs, shredders 0.16
制造商：5.20； ATF、碎纸机 0.16 |
EC: 0.200 欧共体：0.200 |
Type approval: 0.014; market surveillance 0.191
型式认可：0.014；市场监督 0.191 |
|
Recycled content plastics and steel PO2
回收塑料和钢材 PO2 |
Direct adjustment costs 直接调整成本 |
|
|
Plastic recyclers capacity investment: 690
塑料回收商产能投资：690 |
Manufacturers: 392, Recyclers 284
制造商：392 家，回收商 284 家 |
|
|
|
|
Direct administrative costs
直接管理费用 |
|
|
|
Manufacturers 0.24 制造商 0.24 |
|
|
|
Recycling PO3 回收PO3 |
Direct adjustment costs 直接调整成本 |
|
|
|
ATFs: 491 ATF：491
Shredders/ PST operators: 1,230
碎纸机/PST 操作员：1,230
Recyclers: 83 回收商：83 |
|
|
|
|
Direct administrative costs
直接管理费用 |
|
|
|
ATFs: 16.2 ATF：16.2
Shredders/ PST operators: 12.9
碎纸机/PST 操作员：12.9
Recyclers: 2.52 回收商：2.52 |
|
MS waste authorities 0.043
MS 废物管理机构 0.043 |
|
Collection and EPR (PO4,5)
收集和 EPR (PO4,5) |
Direct adjustment costs 直接调整成本 |
|
Reduced export value: 151
出口额减少：151 |
|
Specialised export car dealers: 523
专业出口汽车经销商：523家 |
|
|
|
|
Direct administrative costs
直接管理费用 |
|
|
|
Manufacturers: 32.1 制造商：32.1 |
MS waste authorities 1.35
MS 废物管理机构 1.35 |
MS waste, 4.87; MS vehicle registration 16.6; EC: 0.850
MS 废物，4.87； MS 车辆登记 16.6；电导率：0.850 |
|
Scope extension PO6 范围扩展 PO6 |
Direct adjustment costs 直接调整成本 |
|
|
|
Specialised exporters HDV: 51; ATFs: 39
专业出口商 HDV：51； ATF：39 |
|
|
|
|
Direct administrative costs
直接管理费用 |
|
Private vehicle owners (L3e-L7e): 2.331
私家车车主（L3e-L7e）：2.331 |
Manufacturers L: 0.056; Manufacturers HDV: 0.026
厂家L：0.056；制造商HDV：0.026 |
Manufacturers: 0.016, ATFs: 10.4; HDV vehicle owners: 0.574
制造商：0.016，ATF：10.4； HDV车主：0.574 |
|
MS waste authorities 0.280
MS 废物管理机构 0.280 |
|
Costs related to the ‘one in, one out’ approach (in million EUR)
与“一进一出”方法相关的成本（单位：百万欧元） |
|
Total 全部的 |
Direct adjustment costs 直接调整成本 |
n.a. 娜 |
n.a. 娜 |
n.a. 娜 |
n.a. 娜 |
|
|
|
|
Indirect adjustment costs
间接调整成本 |
n.a. 娜 |
n.a. 娜 |
n.a. 娜 |
n.a. 娜 |
|
|
|
|
Administrative costs (for offsetting)
行政费用（用于抵消） |
0 |
2.331 |
2.452 |
79.720 |
|
|
Detailed recurrent and one-off costs per measure and policy option are provided in Tables 8.29 to 8.37 in Annex 8.3.
附件 8.3 的表 8.29 至 8.37 提供了每项措施和政策选择的详细经常性和一次性成本。
3.3Relevant sustainable development goals
相关可持续发展目标
Figure 3 visualises the contribution of the policy options to the SDGs. On the left-hand ‘design and production’ side of the diagram, policy options PO1 and PO2 contribute mostly to sustainable innovations (SDG9), responsible consumption and production with a lower environmental footprint (SDG12) and climate action (SDG13). The collection and recycling options PO3 and PO4 contribute to the same SDGs and to less pollution water and air pollution (SDG14 and SDG15) to a lesser extent. PO5 will improve partnerships for the goals (SDG17).
图 3 直观地展示了政策选项对可持续发展目标的贡献。在图的左侧“设计和生产”侧，政策选项PO1和PO2主要致力于可持续创新 (SDG9)、负责任的消费和生产以及较低的环境足迹 (SDG12) 和气候行动 (SDG13)。 PO3和PO4 的收集和回收方案有助于实现相同的可持续发展目标，但在较小程度上有助于减少水污染和空气污染（SDG14 和 SDG15）。 PO5 将改善合作伙伴关系以实现目标（SDG17）。
Figure 3.1 Contribution of the Regulation to the SDGs
图 3.1 法规对可持续发展目标的贡献
As demonstrated in the figure, the implementation of the preferred option of the joint revision of the ELV and 3R type-approval directives will make a significant contribution to the United Nations' Sustainable Development Goals, promoting responsible consumption and production, decent work and economic growth, industry, innovation and infrastructure, and climate action. More detailed description is provided in the table below.
如图所示，实施联合修订ELV和3R型式核准指令的首选方案将为联合国可持续发展目标做出重大贡献，促进负责任的消费和生产、体面工作和经济增长、工业、创新和基础设施以及气候行动。下表提供了更详细的描述。
Table 3.8 Overview of relevant SDGs
表 3.8 相关可持续发展目标概述
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III. Overview of relevant Sustainable Development Goals – Preferred Option
三．相关可持续发展目标概述——首选方案 |
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Relevant SDG 相关可持续发展目标 |
Expected progress towards the Goal
实现目标的预期进展 |
Comments 评论 |
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SDG no. 9 – Industry, innovation and infrastructure
可持续发展目标编号9 – 工业、创新和基础设施 |
The revised guidelines will promote the use of cutting-edge technologies and services, leading to increased innovation in the automotive industry and improved infrastructure for the automotive recycling sector. The use of advanced technologies and services in the automotive sector (e.g. development of PST, improvement of sorting operations) will contribute to the development of smart industry, innovation and infrastructure.
修订后的指南将促进尖端技术和服务的使用，从而增加汽车行业的创新并改善汽车回收行业的基础设施。汽车行业先进技术和服务的使用（例如PST的发展、分拣操作的改进）将有助于智能工业、创新和基础设施的发展。 |
Representing 27% of the region’s total R&D investments, the automotive industry is Europe’s largest R&D investor. In 2021, Automotive R&D investment (EU) was equal to 58.8 billion Eur. The new requirements will increase the investment need, e.g. recycled content for plastic is estimated to have a need to boost recycling capacity by 69 million EUR by 2035.
汽车行业是欧洲最大的研发投资者，占该地区研发总投资的 27%。 2021年，汽车研发投资（欧盟）达到588亿欧元。新要求将增加投资需求，例如，预计到 2035 年，塑料回收量需要将回收能力提高 6900 万欧元。 |
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SDG no. 12 – Responsible consumption and production
可持续发展目标编号12 – 负责任的消费和生产 |
The implementation of the new legislation will increase the reusability, recyclability and recoverability of vehicles and their components, thus promoting more responsible and sustainable consumption and production practices throughout the automotive value chain. More precise and stricter European end-of-life rules, focusing on the reuse of spare parts and high-quality treatment, will require that end-of-life vehicles are treated efficiently and that their parts are reused or recycled in wherever possible. Clearer requirements for 3R type-approval of vehicles (e.g. disassembly requirements, adoption of a circularity strategy, use of recycled content) will ensure that vehicles are designed in a more sustainable way, to reduce their environmental impact.
新立法的实施将提高车辆及其零部件的可重复使用性、可回收性和可回收性，从而促进整个汽车价值链更加负责任和可持续的消费和生产实践。更精确、更严格的欧洲报废规则，重点关注备件的再利用和高质量处理，将要求对报废车辆进行有效处理，并尽可能重复使用或回收其零部件。车辆 3R 型式认证的更明确要求（例如拆卸要求、采用循环策略、使用回收材料）将确保车辆以更可持续的方式设计，以减少对环境的影响。 |
The implementation of the preferred measures will result in additional 5.4 million t of materials recycled at higher quality or reused than today.
优先措施的实施将导致比现在额外增加 540 万吨材料的回收或再利用，其质量更高。
350 tons of rare earth permanent magnet materials would be separately collected for reuse and recycling in 2035, which would contribute greatly to the EU efforts for strategic autonomy for CRMs. That will also allow better quality secondary materials to be available on the market. Incentives to support reuse of spare parts will make the vehicle maintenance to be more affordable by a roughly 50% of lower costs depended on the model, type.
到2035年，将有350吨稀土永磁材料被单独收集进行再利用和回收，这将极大地促进欧盟在稀土永磁材料战略自主方面的努力。这也将使市场上可以买到质量更好的二次材料。支持备件重复使用的激励措施将使车辆维护变得更加经济实惠，根据型号、类型，成本可降低约 50%。 |
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SDG no. 13 – Climate action
可持续发展目标编号13 – 气候行动 |
Setting a comprehensive EU wide legal framework that covers design, production and end-of-life treatment of vehicles will reduce the environmental footprint of vehicles throughout their lifecycle, contributing to efforts to mitigate the effects of climate change. The major contribution is expected though the reduced dependence of primary materials and mandatory uptake of recycled content in manufacturing new vehicles. This shift will accelerate the decarbonisation of automotive industry which is one of the biggest contributors to CO2 emissions.
制定涵盖车辆设计、生产和报废处理的全面欧盟法律框架将减少车辆整个生命周期的环境足迹，有助于减轻气候变化的影响。预计主要贡献是减少对初级材料的依赖以及在制造新车时强制采用回收材料。这一转变将加速汽车行业的脱碳，而汽车行业是 CO 2排放的最大贡献者之一。 |
The production of vehicles and their components involves energy-intensive processes requiring large amounts of energy, which is often generated from the burning of fossil fuels, leading to GHG emissions. The transportation of components also results in additional emissions. Implementation of the new legislation will result in annual reduction of 12.3 million tons of CO2-eq in 2035. (10.8 million tons in 2030 to 14.0 million tonnes in 2040), key for the decarbonisation of the automotive industry. These CO2 savings represent 2.8 billion EUR when monetised.
车辆及其零部件的生产涉及能源密集型过程，需要大量能源，这些能源通常来自化石燃料的燃烧，从而导致温室气体排放。部件的运输也会导致额外的排放。新立法的实施将导致到 2035 年每年减少 1,230 万吨二氧化碳当量（ 2030 年减少 1,080 万吨至 2040 年减少 1,400 万吨），这是汽车行业脱碳的关键。这些 CO 2节省量货币化后相当于 28 亿欧元。 |
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SDG no. 14 – Life below water
可持续发展目标编号14 – 水下生命 |
The new legislation is expected to contribute to SDG14 in several ways:
新立法预计将从以下几个方面为可持续发展目标 14 做出贡献：
Conservation of marine life and ecosystems: SDG14 aims to conserve and sustainably use the oceans, seas and marine resources. The initiative emphasizes the importance of reuse, recovery and recycling of end-of-life vehicles. Clearer requirements for depollution and disposal of end-of-life vehicles, as well as stricter regulations on the export of used cars in working order from the EU to third countries will reduce the risks pollution of water and ecosystems. Resource conservation: the new legislation will help conserve resources by encouraging the reuse and recycling of end-of-life vehicles, increasing the secondary use of spare parts and reducing dependence on raw materials. Increased use of recycled materials and improved quality of ELV processing will address the triggers of climate change and its effects on marine life and ecosystems.
保护海洋生物和生态系统：SDG14 旨在保护和可持续利用海洋和海洋资源。该倡议强调了报废车辆再利用、回收和再循环的重要性。对报废车辆的去污染和处置更加明确的要求，以及对欧盟向第三国出口处于正常状态的二手车的更严格的规定，将减少水和生态系统污染的风险。资源节约：新立法将通过鼓励报废车辆的再利用和回收、增加零部件的二次利用以及减少对原材料的依赖来帮助节约资源。增加回收材料的使用和提高报废汽车加工质量将解决气候变化的触发因素及其对海洋生物和生态系统的影响。 |
Today, the problem of "missing vehicles" leads to illegal dismantling in the EU or illegal export outside the EU. In all cases, the treatment of ELVs and the recovery of materials from these ELVs do not comply with the requirements and cause environmental damage, such as oil spills, improper treatment of refrigerants or improper disposal of hazardous substances. and components for better recycling quality.
如今，“失踪车辆”问题导致欧盟境内非法拆解或非法出口欧盟以外。在所有情况下，报废汽车的处理和从这些报废汽车中回收材料都不符合要求，并造成环境破坏，例如漏油、制冷剂处理不当或有害物质处置不当。和组件以提高回收质量。
Successful enforcement of export requirements is expected to prevent 2.1 million unroadworthy (not-roadworthy) vehicles from being not exported from the EU to third countries. In total 65% less low value used vehicles and ELVs will be exported than today. These initiatives address the problems presented in UNEP report where a significant part of the used vehicles exported to African countries do not meet Euro 4/IV emissions standard, i.e., they are older than 15 years, and do not have a valid roadworthiness certificate. They present a serious risk of polluting the environment and for road safety.
成功执行出口要求预计将防止 210 万辆不适合上路（不适合上路）的车辆从欧盟出口到第三国。低价值二手车和 ELV 的出口总量将比现在减少 65%。这些举措解决了UNEP报告中提出的问题，其中很大一部分出口到非洲国家的二手车不符合欧4/IV排放标准，即车龄超过15年，并且没有有效的道路适航证书。它们对污染环境和道路安全构成严重风险。 |
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SDG no. 15 – Life on land
可持续发展目标编号15 – 陆地上的生活 |
All the measures of the preferred option aiming to collect more ELVs and to improve the treatment conditions will contribute to the protection of biodiversity, ecosystems, water quality. Reduction of air pollution: Old and highly polluting vehicles emit high levels of air pollutants such as nitrogen oxides, particulate matter, and greenhouse gases. By regulating export of such vehicles, the levels of air pollution in non-EU countries will be reduced, protecting the environment and preserving life on land. These measures will also help to protect wildlife and their habitats. This is particularly important in areas where the impact of air pollution on the environment is already significant.
优选方案中旨在收集更多ELV并改善处理条件的所有措施将有助于保护生物多样性、生态系统和水质。减少空气污染：老旧和高污染车辆排放大量空气污染物，如氮氧化物、颗粒物和温室气体。通过规范此类车辆的出口，将降低非欧盟国家的空气污染水平，从而保护环境并保护陆地上的生命。这些措施也将有助于保护野生动物及其栖息地。这对于空气污染对环境影响已经很严重的地区尤其重要。 |
Support for local communities: By reducing the EU's external pollution footprint resulting from the export of poor-driving vehicles, the new rules will help local communities and improve road safety and overall quality lives of people living in the most vulnerable third. countries.
支持当地社区：通过减少欧盟因出口不良驾驶车辆而造成的外部污染足迹，新规则将帮助当地社区，改善道路安全，并提高生活在最脆弱的三分之一地区的人们的整体生活质量。国家。 |
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SDG no.17 – Partnerships for the goals
可持续发展目标 17 – 为实现目标而建立的伙伴关系 |
The implementation of the measures will promote collaboration between different actors from governments to automotive industry and ELV operators that will contribute to the achievement of common environmental and sustainability objectives. The most intensive cooperation is expected in the implementation of the ERP requirements. This will involve sharing best practices, technology and knowledge, as well as developing new partnerships to support sustainable production and consumption practices in the automotive industry. Accordingly, enforcement of EU export requirements for the used vehicles will boost partnerships both intra- and extra-EU.
这些措施的实施将促进从政府到汽车行业和报废汽车运营商等不同参与者之间的合作，从而有助于实现共同的环境和可持续发展目标。最密切的合作预计是在 ERP 要求的实施方面。这将涉及分享最佳实践、技术和知识，以及发展新的合作伙伴关系，以支持汽车行业的可持续生产和消费实践。因此，欧盟对二手车出口要求的执行将促进欧盟内部和外部的伙伴关系。 |
For a smooth implementation of EPR requirements, Member States will be required to designate an independent competent authority (“clearinghouse”) to monitor producers' compliance with mandatory requirements for end-of-life treatment of ELVs. It will ensure the dialogue between vehicle manufacturers and ELV operators in the assessment of the compensation of costs related to mandatory treatment operations, e.g. collection, depollution, dismantling and recycling of ELVs.
为了顺利实施 EPR 要求，成员国将需要指定一个独立的主管机构（“信息交换所”）来监督生产商遵守报废汽车报废处理强制性要求的情况。它将确保汽车制造商和报废汽车运营商之间在评估与强制处理操作相关的成本补偿方面进行对话，例如报废汽车的收集、消除污染、拆解和回收。 |
Annex 4: Analytical methods
附件4：分析方法
3
4
4.1Main sources 主要来源
This impact assessment relies on a multitude of sources, including the evaluation of the ELV Directive, evaluation of the 3RTA Directive (see separate Annex), a literature review, an open public consultation, targeted interviews with a number of stakeholders from Member States, industry and non-governmental organisations, and a two-day stakeholder workshop.
该影响评估依赖于多种来源，包括对 ELV 指令的评估、对 3RTA 指令的评估（参见单独的附件）、文献综述、公开的公众咨询、对来自成员国、行业的许多利益相关者的有针对性的访谈。和非政府组织，以及为期两天的利益相关者研讨会。
Three studies are particularly carried out to support this impact assessment:
为了支持这一影响评估，特别进行了三项研究：
·a comprehensive IA support study by Oeko-Institut , which includes a custom-made impact assessment model for the purpose of this revision,
Oeko-Institut 进行的综合 IA 支持研究，其中包括为本次修订而定制的影响评估模型，
·a study by the Commission Joint Research Centre (JRC) entitled “Towards recycled plastic content targets in new passenger cars“ ,
委员会联合研究中心 (JRC) 的一项研究，题为“实现新乘用车中的再生塑料含量目标” ，
·a JRC study focusing particularly on critical raw materials in vehicles .
JRC 研究特别关注车辆的关键原材料 。
This Annex provides information on the analytical methods used to identify and screen the measures described in this impact assessment, as well as for assessing their environmental, social and economic impacts.
本附件提供了用于识别和筛选本影响评估中所述措施以及评估其环境、社会和经济影响的分析方法的信息。
In the following sections, the individual tables summarise the main environmental and economic impacts for each of the policy options. The main year of comparison is 2035 and the number of collected ELVs expected to derive in that year from the model calculation. In most cases such calculations are based on all types of ELVs, in specific cases only the relevant share of specific types of EVs (ICE, EV, hybrids and plug-in hybrids) are covered due to different assumptions and relevancies for the different vehicle categories.
在以下各节中，各个表格总结了每种政策选择的主要环境和经济影响。主要比较年份是 2035 年，以及模型计算预计当年收集的 ELV 数量。在大多数情况下，此类计算基于所有类型的 ELV，在特定情况下，由于不同车辆类别的不同假设和相关性，仅涵盖特定类型 EV（ICE、EV、混合动力和插电式混合动力）的相关份额。
For the environmental impacts, net global warming potential and the amounts of materials recovered (in addition) are chosen as the main categories to summarise results. Some of the measures target an improvement in the quality of materials recycled from vehicles and not just an increase in quantity.
对于环境影响，选择净全球变暖潜势和回收的材料量（另外）作为总结结果的主要类别。其中一些措施的目标是提高车辆回收材料的质量，而不仅仅是增加数量。
The different recycling qualities have a financial significance which is captured in the calculation of revenues from recycled material. Data for other years are available in Annex 8 – Summary of costs and benefits. In the tables below, when referring to monetary impacts, the minus symbol is used when a cost is referred to (a negative monetary impact) and a plus when a revenue is referred to (a positive monetary impact).
不同的回收质量具有财务意义，这在计算回收材料的收入时得到体现。其他年份的数据可参见附件 8——成本和效益摘要。在下表中，当提及货币影响时，当提及成本（负面货币影响）时使用减号，当提及收入（正面货币影响）时使用加号。
4.2Structuring of measures and options
措施和选项的构建
2.3.13.4.2.1 Identification and screening of measures
4.2.1 措施的识别和筛选
In line with the Commission better regulation guidelines , the identification and screening of measures analysed in this impact assessment have been done on the basis of the criteria described below. The application of these criteria to the measures assessed to meet the various objectives of this revision is presented in detail in the IA support study by the Oeko-Institut.
根据委员会更好的监管指南 ，本次影响评估中分析的措施的识别和筛选是根据下述标准进行的。 Oeko-Institut 的 IA 支持研究详细介绍了这些标准在评估措施中的应用，以满足本次修订的各种目标。
2.3.14.4.2.2 Structuring of options and impacts calculation order
4.2.2 选项的结构和影响计算顺序
The Better Regulation Guidance (BRG), tool #16 on the structuring of options is followed.
遵循更好的监管指南 (BRG)，关于期权结构的第16 号工具。
Figure 4.1 Structuring of options and calculation of joint impacts
图 4.1 方案结构和联合影响计算
While there are links between the 5 specific objectives plus the EPR supporting objectives, they respond to specific problems, have distinct features and denominators, and affect different stakeholders. It has therefore been chosen for this impact assessment to first treat all 5 specific objectives plus the EPR one as if they are unrelated (in line with the BRG Tool#16 - Figure 1b approach). For each of these problems, specific objectives and options are developed (in section 5), their impacts assessed (in section 6) and compared (in section 7), and finally the best performing option selected for each problem (section 8.1). However, in view of the links between these problems and options, the preferred package of option also takes into account the synergies between them, especially the amplification effects linked to the additional ELVs collected under PO4 and the incentives provided through the EPR schemes under PO5. These synergies are also calculated when presenting the combination of the overall impact of the preferred package (section 8.2).The collection and EPR options PO4 and PO5 determine the amount of materials available for treatment (PO3) and the recycled amounts for the availability of materials for the recycled content target (PO2). They are therefore computed in that sequence. After selecting the preferred option for EPR, the influence of this on the other preferred options for collection and recycling is first determined individually as an amplification to the preferred options. After this step, the joint impacts, in particular the influence of increased collection that multiplies the effect of improved treatment are determined as illustrated in above Figure 4.1. Following this logic throughout is selected as the most careful way to prevent ‘circular references’. In all relevant tables, this two-step aggregation of joint impacts is labelled first as ‘preferred – individual’ versus secondly as ‘preferred – combined’.
虽然 5 个具体目标与 EPR 支持目标之间存在联系，但它们针对具体问题，具有不同的特征和分母，并影响不同的利益相关者。因此，本次影响评估选择首先将所有 5 个具体目标加上 EPR 目标视为不相关（与 BRG 工具#16 - 图 1b 方法一致）。对于每个问题，都制定了具体目标和选项（第 5 节），评估其影响（第 6 节）并进行比较（第 7 节），最后为每个问题选择最佳性能选项（第 8.1 节）。然而，考虑到这些问题和选项之间的联系，优选的一揽子选项还考虑了它们之间的协同作用，特别是与 PO4 下收集的额外 ELV 相关的放大效应以及通过 PO5 下的 EPR 计划提供的激励措施。在呈现首选方案的总体影响组合时，也会计算这些协同效应（第 8.2 节）。收集和 EPR 选项 PO4 和 PO5 确定可用于处理的材料量 (PO3) 以及材料可用性的回收量回收含量目标 (PO2)。因此它们是按该顺序计算的。选择 EPR 的首选选项后，首先单独确定其对收集和回收的其他首选选项的影响，作为对首选选项的放大。 在此步骤之后，联合影响，特别是增加收集的影响，使改进处理的效果成倍增加，如上图 4.1 所示。始终遵循这一逻辑被选为防止“循环引用”的最谨慎方法。在所有相关表格中，这种联合影响的两步汇总首先被标记为“首选 - 个体”，其次被标记为“首选 - 组合”。
The preferred package of options therefore takes into consideration the interlinkages between problems and options, is based on a careful balance in that respect and provides the most efficient, effective and consistent solution to all identified problems. The elements contained in section 7 on the comparison of options provide an assessment of each option and allow to perform calculations for a large number of combinations of options, which could be alternative to the preferred package. This impact assessment report does not provide for the assessment of the impacts of such alternative combinations of options, as this would not be proportionate and not required under the Commission better regulation guidelines. However, the information provided in section 7 is sufficiently comprehensive and transparent to allow stakeholders and policy-makers to perform such assessment, for example if they consider than one objective should be given higher importance compared to another one. As indicated above, the preferred package of options takes into consideration the interlinkages between problems and options and is based on a careful balance in that respect, so that alternative choices for a preferred option would not be as effective and efficient as the proposed preferred package.
因此，优选的一揽子选项考虑到问题和选项之间的相互联系，基于这方面的仔细平衡，并为所有已确定的问题提供最高效、最有效和最一致的解决方案。第 7 节中有关选项比较的要素提供了对每个选项的评估，并允许对大量选项组合进行计算，这些选项组合可以替代首选方案。本影响评估报告不提供对此类替代方案组合的影响的评估，因为这不相称，并且根据委员会更好的监管指南也没有要求。然而，第 7 节中提供的信息足够全面和透明，足以让利益相关者和政策制定者进行此类评估，例如，如果他们认为一个目标与另一目标相比应给予更高的重要性。如上所述，优选方案考虑了问题和方案之间的相互联系，并基于这方面的仔细平衡，因此优选方案的替代选择不会像提议的优选方案那样有效和高效。
4.3Analysis of impacts 影响分析
The economic, environmental and social impacts of the proposed measures were assessed in line with the better regulation guidelines.
根据更好的监管指南评估了拟议措施的经济、环境和社会影响。
4.3.1Datasets
数据集
The methodology used to assist in the determination of impacts uses both quantitative data and analytical tools.
用于协助确定影响的方法使用定量数据和分析工具。
Data on the current and projected vehicle production and on the number of vehicles becoming ELVs are key in that regard. The initial life cycle stages of resource extraction, material processing and vehicle assembly were aggregated to the common process of ‘vehicle production’. Thus, the mass flows start with the ‘sales’ stage which includes the carbon footprint of the vehicle production (e.g. carbon footprint, x ton of CO2eq per vehicle; material footprint, such as for example x kg copper per vehicle). The vehicle life cycle ends with recycling and recovery of secondary materials.
当前和预计的汽车产量以及成为 ELV 的车辆数量的数据是这方面的关键。资源开采、材料加工和车辆组装的初始生命周期阶段被聚合到“车辆生产”的共同过程中。因此，质量流从“销售”阶段开始，其中包括车辆生产的碳足迹（例如碳足迹，每辆车x吨CO2当量；材料足迹，例如每辆车x公斤铜）。车辆生命周期随着二次材料的回收和回收而结束。
The model covers a period up to the year 2035. Results for the fleet of vehicles are available for the years 2020 to 2035. Not extending the modelling period beyond 2035 seems sensible in view of the unpredictable technical possibilities and developments, especially in the development of the vehicle fleet. As a starting point for comparison – mainly for developing, checking and adapting modelled vehicle mass flows – the time series used went back to the year 2009 for all applications except for ICEVs which have been modelled back to 1990. The most recent data from ACEA are available for the reference year 2020. The future perspective is based on data from the Euro 7 impact assessment .
该模型涵盖的时期截至 2035 年。车队的结果可提供 2020 年至 2035 年的结果。鉴于不可预测的技术可能性和发展，特别是在车队。作为比较的起点（主要是为了开发、检查和调整建模的车辆质量流量），所有应用所使用的时间序列都可以追溯到 2009 年，除了 ICEV 之外，ICEV 的建模可以追溯到 1990 年。来自 ACEA 的最新数据是可用于 2020 年参考年。未来前景基于欧盟 7 号影响评估的数据 。
For each individual life cycle stage, the mass flows are differentiated into the relevant engine types of ELVs. The following engine types are addressed in the model: Internal combustion engines (ICEs), battery electric vehicles (BEVs), Hybrid electric vehicles (HEVs) and Plug-in-Hybrid electric vehicles (PHEVs). Passenger cars with other propulsion systems, such as fuel cell vehicles (FCEV), were excluded from this study, as only very few of these vehicles are expected to be in use during the period considered in the scenarios. In the context of this study, natural gas vehicles are treated as ICEs as they are based on the same principles using a different fossil fuel. FCEV are comparable to BEVs since they also contain a battery and an electric motor, resulting in a very roughly comparable resource demand (when excluding the fuel cell itself).
对于每个单独的生命周期阶段，质量流量被区分为 ELV 的相关发动机类型。该模型涉及以下发动机类型：内燃机 (ICE)、电池电动汽车 (BEV)、混合动力电动汽车 (HEV) 和插电式混合动力电动汽车 (PHEV)。具有其他推进系统的乘用车，例如燃料电池汽车（FCEV），被排除在本研究之外，因为预计这些车辆中只有极少数会在情景中考虑的时期内使用。在本研究中，天然气汽车被视为内燃机，因为它们基于相同的原理，使用不同的化石燃料。 FCEV 与 BEV 相当，因为它们也包含电池和电动机，因此资源需求非常大致可比（不包括燃料电池本身）。
4.3.2Vehicle composition data 车辆成分数据
To model the material composition of passenger cars, data from JRC-RMIS on the composition of passenger cars was used, supplemented by data from the Greet model (Argonne 2021). The percentage composition was calculated down to the average weight of ELVs in the EU according to Eurostat.
为了对乘用车的材料成分进行建模，使用了 JRC-RMIS 有关乘用车成分的数据，并辅以 Greet 模型 (Argonne 2021) 的数据。根据欧盟统计局的数据，百分比构成是根据欧盟 ELV 的平均重量计算的。
Table 4.1 Material composition of End-of-life vehicles (passenger cars) in kg after depollution .
表 4.1 报废车辆（客车）去污染后的材料成分（公斤） 。
|
Material 材料 |
ICEV |
HEV |
PHEV |
EV |
|
Steel 钢 |
653 |
660 |
621 |
642 |
|
Cast Iron 铸铁 |
101 |
101 |
96 |
16 |
|
Wrought Aluminium 锻铝 |
40 |
58 |
76 |
108 |
|
Cast Aluminium 铸铝 |
79 |
91 |
93 |
77 |
|
Copper 铜 |
14 |
20 |
23 |
35 |
|
Magnesium 镁 |
5 |
5 |
5 |
1 |
|
Manganese 锰 |
8 |
8 |
8 |
7 |
|
Glass 玻璃 |
24 |
21 |
22 |
26 |
|
Average Plastic 普通塑料 |
159 |
129 |
143 |
166 |
|
Rubber 橡皮 |
41 |
34 |
38 |
39 |
|
Glass-Fibre-Reinforced Plastic
玻璃纤维增强塑料 |
9 |
4 |
5 |
5 |
|
Others 其他的 |
5 |
6 |
7 |
14 |
|
Total 全部的 |
1,137 |
1,137 |
1,137 |
1,137 |
The model delivers mass flows based on the development of different types of vehicles. It includes passenger cars with a variety of different propulsion types (internal combustion engine (ICE), hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV) and battery electric vehicles (BEV). Furthermore, the model also includes light commercial vehicles, heavy commercial vehicles and buses. The fleet model for all vehicles is based on the model used for the Euro 7 impact assessment . The data were supplemented by additional information from other sources. The overall development has been cross-checked with scenarios used by the JRC.
该模型根据不同类型车辆的开发提供质量流量。它包括各种不同驱动类型的乘用车（内燃机（ICE）、混合动力电动汽车（HEV）、插电式混合动力电动汽车（PHEV）和纯电动汽车（BEV））。此外，该模型还包括轻型汽车商用车、重型商用车和公共汽车的车队模型均基于 Euro 7 影响评估中使用的模型数据由其他来源的附加信息进行了补充。所使用的JRC。
4.3.3Number and types of vehicles entering and leaving the fleet
进出车队的车辆数量和类型
The table below shows the sales of passenger cars in the EU split by propulsion types according to statistical data from ACEA and the predicted forecast according to Euro 7 impact assessment.
下表显示了根据ACEA的统计数据和根据Euro 7影响评估的预测，按动力类型划分的欧盟乘用车销量。
Figure 4.2 Sales of passenger cars in the EU (2009-2035)
图4.2 欧盟乘用车销量（2009-2035）
Since this only covers the fraction of newly registered vehicles, the vehicle stock had to be modelled. To cover the accurate number of vehicles in the stock, the model takes into account all registrations dating back to 1990 based on ACEA data (ACEA 2009-2019, OICA 2020).
由于这仅涵盖新注册车辆的一部分，因此必须对车辆库存进行建模。为了涵盖库存车辆的准确数量，该模型根据 ACEA 数据（ACEA 2009-2019、OICA 2020）考虑了自 1990 年以来的所有注册情况。
The figure below shows the development of the stock of passenger cars in the EU split by propulsion types.
下图显示了欧盟乘用车保有量的发展情况（按动力类型划分）。
Figure 4.3 Development of the stock of passenger cars in the EU
图4.3 欧盟乘用车保有量发展
In order to determine the volumes of ELVs, it is necessary to estimate the duration of the use phase of the vehicles. To describe the probability of a vehicle reaching its end-of-life, a Weibull distribution has been used. Since no long-term data on the lifetimes of EVs are currently available, estimates based on literature, interviews with the automotive industry and own expert judgement have been used to determine reasonable assumptions for the lifetime of EVs (Ricardo 2015, Møller Andersen 2008, Buchert et al. 2017, Buchert et al 2019, Mehlhart et al. 2017). The figure below depicts the curve used for ICEs, EVs, PHEVs and HEVs. The distribution shows the probability of the number of years after which a newly registered vehicle reaches its end of life. Accordingly, e.g. 14% of all vehicles that have been registered 15 years ago will reach the EoL.
为了确定报废汽车的数量，有必要估计车辆使用阶段的持续时间。为了描述车辆达到其使用寿命的概率，使用了威布尔分布。由于目前没有关于电动汽车寿命的长期数据，因此基于文献、汽车行业访谈和自己的专家判断的估计已被用来确定电动汽车寿命的合理假设（Ricardo 2015，Møller Andersen 2008，Buchert等人，2017 年，Buchert 等人，2019 年，Mehlhart 等人，2017 年）。下图描绘了用于 ICE、EV、PHEV 和 HEV 的曲线。该分布显示了新注册车辆达到使用寿命的年数概率。因此，例如 15 年前注册的所有车辆中有 14% 将达到 EoL。
Figure 4.4 EoL Weibull distribution for vehicles
图 4.4车辆的 EoL 威布尔分布
The model calculates the volumes of ELVs for each year based on the lifetime distribution shown above. This represents the total volume of ELVs available for collection. The total volume available for recycling in the case of ELVs is reduced due to some losses. There are two main types of losses. Firstly, export losses and secondly, unknown whereabouts.
该模型根据上面显示的寿命分布计算每年的 ELV 数量。这代表可收集的 ELV 总量。对于 ELV，可回收的总体积由于一些损失而减少。损失主要有两种类型。一是出口损失，二是下落不明。
In the assessment report of the ELV directive, Mehlhart et al. (2017) pointed out that in 2014 app. 12 million vehicles were estimated to become ELVs in the EU, 51% of which were reported. App. 10 % of the used vehicles were exported (outside the EU) and 39 % had unknown whereabouts. It is assumed that half of the unknown were exported to non-Community countries and half were dismantled within the EU without reporting. This assumption leads to an estimated export rate of 35 % which has been used for the baseline for HEVs and PHEVs since these vehicles are similar to ICEVs. BEVs, on the other hand, are expected to be exported to a lesser extent, since they require a charging infrastructure which is not available in all countries outside the EU. Hence, the export rate applied for used BEVs is 10 %. The figure below shows the development of ELVs available for recycling in the EU split by split by propulsion types.
在ELV指令的评估报告中，Mehlhart等人。 （2017）指出，2014 年应用程序。据估计，欧盟有 1200 万辆汽车将成为 ELV，其中 51% 已报告。应用程序。 10% 的二手车被出口（欧盟以外），39% 去向不明。据推测，一半的未知物被出口到非共同体国家，一半在欧盟内部被拆除而没有报告。这一假设导致估计出口率为 35%，该出口率已用作 HEV 和 PHEV 的基准，因为这些车辆与 ICEV 类似。另一方面，纯电动汽车的出口预计会较小，因为它们需要充电基础设施，而欧盟以外的所有国家都无法提供这些基础设施。因此，二手纯电动汽车适用的出口税率为 10%。下图显示了欧盟可回收的 ELV 的发展情况（按推进类型划分）。
Figure 4.5 Development of ELVs available for recycling in the EU
图 4.5 欧盟可回收的报废汽车的发展情况
Table 4.2 ELVs available for treatment (PTW, lorries, buses, trailers)
表 4.2 可用于处理的 ELV（两轮机动车、卡车、公共汽车、拖车）
|
Category 类别 |
2020 |
2021 |
2022 |
2023 |
2024 |
2025 |
2026 |
2027 |
2028 |
2029 |
2030 |
|
L |
1,336,572 |
1,362,667 |
1,388,348 |
1,413,449 |
1,437,763 |
1,461,075 |
1,483,176 |
1,503,903 |
1,523,145 |
1,540,863 |
1,557,104 |
|
M2,M3 |
28,061 |
28,449 |
28,822 |
29,182 |
29,527 |
29,859 |
30,177 |
30,483 |
30,780 |
31,070 |
31,359 |
|
N2,N3 |
212,025 |
216,992 |
222,048 |
227,193 |
232,418 |
237,708 |
243,023 |
248,291 |
253,441 |
258,410 |
263,158 |
|
O |
1,007,722 |
1,039,377 |
1,072,220 |
1,106,517 |
1,142,498 |
1,180,362 |
1,220,275 |
1,262,369 |
1,306,737 |
1,353,423 |
1,402,422 |
Source: Calculated as M1 and N1 ELVs based on stock data from the PRIMES model for lorries and buses, calculated based on Eurostat and linear forecast according to development from 2015-2019 for trailers; calculated based on Eurostat using the trend in the EU Reference Scenario for PTW.
资料来源：根据卡车和公共汽车 PRIMES 模型的库存数据计算为 M1 和 N1 ELV，根据欧盟统计局和根据 2015-2019 年拖车发展的线性预测计算；根据欧盟统计局使用欧盟 PTW 参考情景中的趋势计算得出。
These numbers build the baseline for the analysis of the impacts for the policy options on scope extension. For L-category vehicles it is assumed that a) the major share is already currently taken back by dealers and then either sent to shredders or to dismantlers for further treatment, and b) the major share is not subject to exports at their EoL, i.e. there are no additional vehicles being treated at ATFs. For lorries and buses it is assumed that a) the majority of the above numbers is already treated in ATFs and b) they are subject to exports, i.e. only the share of EoL lorries and buses which will not get a roadworthiness certificate for export anymore will be new / in addition be treated at ATFs under policy option PO6.
这些数字为分析政策选项对范围扩展的影响奠定了基础。对于 L 类车辆，假设 a) 主要份额目前已被经销商收回，然后送往粉碎机或拆解厂进行进一步处理，以及 b) 主要份额在其停产时不受出口限制，即没有其他车辆正在接受 ATF 处理。对于卡车和公共汽车，假设 a) 上述数量中的大部分已经在 ATF 中处理，b) 它们需要出口，即只有不再获得出口适航证书的 EoL 卡车和公共汽车的份额将被出口。是新的/此外还可以根据政策选项 PO6 在 ATF 中接受治疗。
The following methodology was applied to assess the share of vehicles which might not pass the future requirement of a valid roadworthiness certificate under PO6B:
采用以下方法来评估可能无法满足 PO6B 下有效道路适航证书未来要求的车辆比例：
The vehicle categories 870422, 870423, 870432, 871639xx and 8702 were assessed at the level of the 8-digit CN-codes with the following approach (for more details, see Oeko-Institut Impact Assessment support study ):
车辆类别 870422、870423、870432、871639xx 和 8702 采用以下方法在 8 位 CN 代码级别进行评估（更多详细信息，请参阅 Oeko-Institut Impact Assessment 支持研究 ）：
1. Identification of the average value of the intra EU trade with new vehicles per CN code.
1. 根据 CN 代码确定欧盟内部新车贸易的平均值。
2. Definition of a function on the share of non-eligible vehicles, depending on the distance to the average value of a new vehicle as displayed in the Figure 2 1.
2. 定义不合格车辆比例的函数，取决于与新车平均值的距离，如图 2 1 所示。
3. Calculation of the number of non-exportable vehicles with the above function.
3、具有上述功能的非出口车辆数量的计算。
4. Estimation for the economic impact.
4. 经济影响估算。
4.3.4Recycling 回收
Since the model includes detailed information related to material compositions of the different vehicles, it allows for the estimation of recycling potentials. The recycling of the end-of-life vehicles is modelled in different steps: depollution, dismantling, shredding, post-shredder technologies (PST) and material specific recycling processes. The steps of depollution, dismantling and shredding were modelled using data from Sander et al. (2020). The PST was calculated using data from JRC. The following table shows the efficiency rates for different materials that have been used in the model. In the second column (‘Recycling rate (ASR + PST)’) recovery rates from shredder (ASR) and post shredder treatment (PST) from literature and interviews are given for different materials. In the third column (‘Recycling rate (specific process)’) recovery rates for the materials specific recycling processes are given, e. g. the recovery rate for steel recycling in an electric arc furnace. The percentages refer to the input that goes into the shredding process and the specific recycling process, respectively, not to the original composition of the ELVs. The efficiency rates here only include those quantities that were recovered as material, not of those quantities where, for example, glass was used for backfilling or aluminium was used as a reducing agent in steel recycling.
由于该模型包含与不同车辆的材料成分相关的详细信息，因此可以估计回收潜力。报废车辆的回收利用不同的步骤进行建模：去污染、拆解、粉碎、粉碎后技术 (PST) 和特定材料的回收流程。使用 Sander 等人的数据对去污染、拆除和粉碎的步骤进行了建模。 （2020）。 PST 使用 JRC 的数据计算。下表显示了模型中使用的不同材料的效率。在第二列（“回收率（ASR + PST）”）中，给出了不同材料的破碎机回收率（ASR）和破碎机后处理（PST），这些数据来自文献和访谈。在第三列（“回收率（特定工艺）”）中，给出了特定回收工艺的材料回收率，例如电弧炉中钢回收的回收率。这些百分比分别指进入粉碎过程和特定回收过程的输入，而不是报废汽车的原始成分。这里的效率仅包括作为材料回收的数量，而不包括例如玻璃用于回填或铝在钢铁回收中用作还原剂的数量。
Table 4.3 Efficiency rates for different materials in ASP + PST and specific recycling processes
表 4.3 ASP + PST 和特定回收工艺中不同材料的效率
|
Material 材料 |
Efficiency rates (ASR + PST)
效率（ASR + PST） |
Efficiency rates (specific process)
效率（具体流程） |
|
Steel 钢 |
99% |
88.0% |
|
Cast Iron 铸铁 |
99% |
88.0% |
|
Wrought Aluminium 锻铝 |
85% |
94.5% |
|
Cast Aluminium 铸铝 |
85% |
94.5% |
|
Copper 铜 |
85% |
76.3% |
|
Glass 玻璃 |
0% |
99.5% |
|
Average Plastics 普通塑料 |
24% |
95.0% |
|
PP |
40% |
95.0% |
|
PUR |
0% |
95.0% |
|
Nylon 尼龙 |
0% |
95.0% |
|
PE |
40% |
95.0% |
|
ABS |
37% |
95.0% |
|
PET |
0% |
95.0% |
In the case of reused parts, an environmental credit is calculated based on the environmental burdens of primary production of the corresponding material.
对于重复使用的零件，环境信用是根据相应材料的初级生产的环境负担计算的。
4.3.5Data and scenarios for the whereabout of (used) vehicles
（二手）车辆行踪数据和场景
To assess the impacts of the diverse measures addressing the aspect of “missing vehicles” the IA support study of Oeko-Institut distinguishes different categories of whereabouts as follows:
为了评估解决“失踪车辆”问题的各种措施的影响，Oeko-Institut 的 IA 支持研究将不同类别的行踪区分如下：
A. 一个。ELVs directed to ATFs and subsequently to shredders and reported by ATFs and MS (ATF, reported)
ELV 导向 ATF，随后导向碎纸机，并由 ATF 和 MS 报告（ATF，报告）
B.ELVs directed to ATFs and subsequently to shredders but not reported (ATFs, not reported)
ELV 被引导至 ATF，随后被引导至碎纸机，但未报告（ATF，未报告）
C.ELVs directed to non-ATFs and subsequently to shredders, not reported (non-ATF)
ELV 导向非 ATF，随后导向碎纸机，未报告（非 ATF）
D. D .Used Vehicles exported (extra EU) and reported accordingly (Export, reported)
出口二手车（欧盟以外）并相应报告（出口，报告）
E.Used Vehicles exported (extra EU) but not reported (Export, not reported)
出口（额外欧盟）但未报告的二手车（出口，未报告）
F. F。ELVs exported (extra EU), not reported (ELVs export, not reported)
ELV 出口（额外欧盟），未报告（ELV 出口，未报告）
G. G。Missing vehicles = B) + C) + E) + F)
失踪车辆 = B) + C) + E) + F)
The following table displays the assumptions for the current situation (last data available for 2019) and the assumptions for the scenarios.
下表显示了当前情况的假设（2019 年可用的最新数据）和情景的假设。
The total ELVs arising in Column 4 are taken from the sales of passenger cars in the EU (2009-2035) and the EoL Weibull distribution for vehicles both displayed above. The 7 columns to the right of the table display the changes (shift) in % points compared to the percentage points for the current situation.
第 4 列中出现的 ELV 总量取自欧盟乘用车销量（2009-2035） 以及上面显示的车辆的 EoL Weibull 分布。表右侧的 7 列显示与当前情况的百分点相比的变化（变化）。
The environmental impacts are calculated with the data displayed for the material composition of the different types of vehicles and the environmental impacts and in the subsequent section.
环境影响是根据不同类型车辆的材料成分和环境影响显示的数据以及后续部分中显示的数据来计算的。
Table 4.4 Vehicle fleet data, options refer to Impact Assessment study
表 4.4 车队数据，选项参见影响评估研究
4.3.6Scope extension 范围扩展
The methodology for the scope extension is described in a dedicated Annex to the IA support study by Oeko-Institut.
Oeko-Institut 的 IA 支持研究的专门附件中描述了范围扩展的方法。
4.4Modelling environmental impacts
环境影响建模
The environmental assessment is based on a life cycle approach. The entire life cycle of vehicles is taken into account: from the extraction of primary resources and energy sources, the production of the vehicles to the recycling processes of the ELVs and disposal of materials at the end of the life cycle.
环境评估基于生命周期方法。考虑到车辆的整个生命周期：从初级资源和能源的开采、车辆的生产到报废汽车的回收过程以及生命周期结束时的材料处置。
A full range of impacts and thus a relevant share of the results of the policy options are directly linked and proportional to the mass flows. This applies especially to environmental impacts. Some economic data are as well directly linked to mass flows depending on the policy options that are selected for assessment.
全方位的影响以及政策选择结果的相关份额与大众流量直接相关并成比例。这尤其适用于环境影响。一些经济数据也与质量流量直接相关，具体取决于选择评估的政策选项。
The main environmental impact category that is given as a default by the model is the global warming potential (GWP in t CO2eq) (CO2-equivalents = CO2eq).
模型默认给出的主要环境影响类别是全球变暖潜势（GWP，单位为 t CO2eq）（CO2 当量 = CO2eq）。
A further 10 environmental impact categories can be called up via the model, including e.g. acidification potential, ozone layer depletion, photochemical oxidation or eutrophication. These impacts are linked to individual life cycle stages of the mass flows. Other life cycle stages with relevant environmental impacts are ‘recycling’ and a comparison of the production of primary and secondary materials (e.g. steel, aluminium, copper, plastics and glass).
通过该模型还可以调用另外 10 个环境影响类别，包括酸化潜力、臭氧层消耗、光化学氧化或富营养化等。这些影响与质量流的各个生命周期阶段有关。其他具有相关环境影响的生命周期阶段是“回收”以及初级材料和次级材料（例如钢、铝、铜、塑料和玻璃）生产的比较。
LCA studies and LCA databases are the source for the calculation of the environmental impacts.
LCA 研究和 LCA 数据库是环境影响计算的来源。
4.4.1LCA data 生命周期评估数据
The calculation of the environmental impacts of ELVs takes into account different life cycle stages, including upstream processes. Results are generated according to different environmental impact categories. The calculation presented in this study is based on the ecoinvent database (ecoinvent 3.8) , the “openLCA” (openLCA 2022) LCA tool and further literature data. The quantification of environmental impacts of ELVs focuses on material production (incl. upstream processes such as mining and further processing, regardless of whether inside or outside the EU) and the recycling of the end-of-life vehicles.
报废汽车的环境影响计算考虑了不同的生命周期阶段，包括上游过程。结果是根据不同的环境影响类别生成的。本研究中提出的计算基于 ecoinvent 数据库 (ecoinvent 3.8) 、“openLCA”(openLCA 2022) LCA 工具和其他文献数据。报废汽车对环境影响的量化侧重于材料生产（包括采矿和深加工等上游流程，无论是在欧盟境内还是境外）以及报废车辆的回收。
The following sections describe the applied methodology and main assumptions used for quantifying the environmental impacts of vehicles. Although much literature is available addressing the environmental impacts of ELVs, its usability for the present calculation is limited for various reasons, including:
以下各节描述了用于量化车辆环境影响的应用方法和主要假设。尽管有很多文献讨论了 ELV 的环境影响，但由于各种原因，其当前计算的可用性受到限制，包括：
·the level of detail is not sufficient to extract relevant data;
详细程度不足以提取相关数据；
·different functional units are applied;
应用不同的功能单元；
·relevant input factors are not compatible to the scope of the present calculation; and/or
相关输入因素与本计算范围不符；和/或
·results are given in aggregated parameters instead of individual impact categories.
结果以汇总参数而不是单独的影响类别给出。
A full range of environmental impacts is directly linked to the mass flows in the model. The total environmental impacts are proportional to the mass flows and are calculated via the model for the different policy options. The main environmental impact category that was evaluated via the model and addressed in the report is climate change (global warming potential GWP in kg CO2-eq.).
全方位的环境影响与模型中的质量流量直接相关。总环境影响与质量流量成正比，并通过不同政策选项的模型进行计算。通过模型评估并在报告中讨论的主要环境影响类别是气候变化（全球变暖潜势 GWP，单位为千克二氧化碳当量）。
4.4.2Environmental impact categories
环境影响类别
A further 10 environmental impact categories can be called up via the model:
通过该模型还可以调用另外 10 个环境影响类别：
·Abiotic depletion potential of mineralic resources (ADPelem. in kg Sb eq.)
矿产资源的非生物消耗潜力（ADP元素，单位：千克锑当量）
·Abiotic depletion of fossil fuels (ADP in MJ)
化石燃料的非生物消耗（ADP，MJ）
·Acidification (AP in kg SO2 eq.)
酸化（AP，kg SO2当量）
·Eutrophication potential (EP in kg PO4---eq.)
富营养化潜力（EP，单位：kg PO 4 ---eq.）
·Fresh water aquatic ecotoxicity (FAET in kg 1,4-DB eq.)
淡水水生生态毒性（FAET，单位：kg 1,4-DB eq.）
·Human toxicity (in kg 1,4-DB eq.)
人体毒性（单位：kg 1,4-DB eq.）
·Marine aquatic ecotoxicity (MAET in kg 1,4-DB eq.)
海洋水生生态毒性（MAET，单位：kg 1,4-DB eq.）
·Ozone layer depletion potential (ODP in kg CFC-11 eq.)
臭氧层消耗潜势（ODP，单位：千克 CFC-11 eq.）
·Photochemical oxidation (POCP in kg C2H4 eq.)
光化学氧化（POCP，单位：kg C2H4 eq.）
·Terrestrial ecotoxicity (TET in kg 1,4-DB eq.)
陆地生态毒性（TET，单位为 kg 1,4-DB eq.）
The primary production of vehicles was calculated from the material composition of the vehicles with data for the primary production of these materials and the energy and material demand for the manufacturing of the vehicles.
车辆的初级产量是根据车辆的材料成分以及这些材料的初级生产的数据以及车辆制造的能源和材料需求来计算的。
The recycling was calculated from the energy and material demand for the recycling process and the refining of the recovered materials. Credits for the recovered materials were given for the avoided primary production.
回收量是根据回收过程和回收材料精炼的能源和材料需求计算的。回收材料的功劳是为了避免初级生产。
The data for the primary production and the recycling was taken from the LCA database ecoinvent 3.8 and specific LCA studies and supplemented by information from the stakeholder surveys.
初级生产和回收的数据取自 LCA 数据库 ecoinvent 3.8 和具体的 LCA 研究，并辅以利益相关者调查的信息。
Detailed results of the calculations are presented for selected impact categories in the tables below.
下表列出了所选影响类别的详细计算结果。
Table 4.5 LCA data: Primary production of materials I
表4.5 LCA 数据：材料初级生产 I
|
Impact category 影响类别 |
Unit 单元 |
Steel 钢 |
Stainless Steel 不锈钢 |
Cast Iron 铸铁 |
Wrought aluminium 锻铝 |
Cast aluminium 铸铝 |
Copper 铜 |
Glass 玻璃 |
Rubber 橡皮 |
Carbon Fiber-Reinforced Plastic |
Glass Fiber-Reinforced Plastic |
PTFE |
Silicon |
|
Abiotic depletion 非生物耗竭 |
kg Sb eq 千克锑当量 |
3.4E-05 |
1.6E-04 |
5.9E-06 |
1.9E-05 |
1.9E-05 |
2.4E-03 |
8.3E-06 |
4.9E-05 |
2.2E-04 |
3.5E-05 |
2.3E-04 |
2.5E-05 |
|
Abiotic depletion 非生物耗竭
(fossil fuels) （化石燃料） |
MJ |
1.9E+01 |
4.6E+01 |
1.8E+01 |
1.8E+02 |
1.8E+02 |
6.8E+01 |
1.0E+01 |
7.4E+01 |
8.9E+02 |
5.8E+01 |
1.3E+02 |
4.5E+01 |
|
Acidification 酸化 |
kg SO2 eq 千克二氧化硫当量 |
7.3E-03 |
2.4E-02 |
6.3E-03 |
1.1E-01 |
1.1E-01 |
1.0E-01 |
8.4E-03 |
1.3E-02 |
4.0E-01 |
1.8E-02 |
5.5E-02 |
1.2E-02 |
|
Eutrophication 富营养化 |
kg PO4--- eq kg PO4---当量 |
3.8E-03 |
7.6E-03 |
2.7E-03 |
2.7E-02 |
2.7E-02 |
3.8E-01 |
1.1E-03 |
3.8E-03 |
1.2E-01 |
5.7E-03 |
1.4E-02 |
4.0E-03 |
|
Fresh water aquatic ecotox.
淡水水生生态毒素。 |
kg 1,4-DB eq 千克1,4-DB当量 |
6.0E+00 |
1.5E+01 |
1.4E+00 |
1.4E+01 |
1.4E+01 |
7.7E+02 |
2.5E-01 |
1.3E+00 |
3.6E+01 |
1.5E+00 |
7.8E+00 |
1.7E+00 |
|
Global warming (GWP100a) 全球变暖（GWP100a） |
kg CO2 eq 千克二氧化碳当量 |
2.1E+00 |
4.4E+00 |
1.8E+00 |
1.9E+01 |
1.9E+01 |
6.5E+00 |
9.7E-01 |
2.7E+00 |
8.3E+01 |
3.9E+00 |
1.3E+02 |
2.9E+00 |
|
Human toxicity 人体毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
3.2E+00 |
7.7E+01 |
1.6E+00 |
1.2E+01 |
1.2E+01 |
1.2E+03 |
3.7E-01 |
1.8E+00 |
3.2E+01 |
4.7E+00 |
3.0E+01 |
1.6E+00 |
|
Marine aquatic ecotoxicity
海洋水生生态毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
7.0E+03 |
1.7E+04 |
2.7E+03 |
5.6E+04 |
5.6E+04 |
8.7E+05 |
1.4E+03 |
2.9E+03 |
1.1E+05 |
4.4E+03 |
2.6E+05 |
7.4E+03 |
|
Ozone layer depletion (ODP)
臭氧层消耗（ODP） |
kg CFC-11 eq 千克 CFC-11 当量 |
9.2E-08 |
1.9E-07 |
8.7E-08 |
5.8E-07 |
5.8E-07 |
4.0E-07 |
9.3E-08 |
5.3E-07 |
2.0E-06 |
3.5E-07 |
4.3E-03 |
1.9E-06 |
|
Photochemical oxidation 光化学氧化 |
kg C2H4 eq kg C2H4 当量 |
9.5E-04 |
1.1E-03 |
8.1E-04 |
6.7E-03 |
6.7E-03 |
2.0E-03 |
2.7E-04 |
7.0E-04 |
1.8E-02 |
1.1E-03 |
4.4E-03 |
7.1E-04 |
|
Terrestrial ecotoxicity 陆地生态毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
2.3E-03 |
7.5E-02 |
6.6E-02 |
3.5E-02 |
3.5E-02 |
1.5E-01 |
6.6E-04 |
3.8E-03 |
2.5E-01 |
5.6E-03 |
2.0E-02 |
5.1E-03 |
Table 4.6 LCA data: Primary production of materials II
表 4.6 LCA 数据：材料 II 的初级生产
|
Impact category 影响类别 |
Unit 单元 |
ABS |
Liquid Epoxy 液体环氧树脂 |
GPPS |
HIPS |
HDPE |
LDPE |
LLDPE |
Nylon 6 尼龙6 |
Nylon 66 尼龙66 |
PC |
PET |
PP |
|
Abiotic depletion 非生物耗竭 |
kg Sb eq 千克锑当量 |
2.8E-06 |
5.5E-05 |
4.4E-07 |
4.4E-07 |
1.4E-05 |
1.4E-05 |
1.5E-05 |
6.5E-05 |
3.0E-06 |
1.7E-06 |
3.7E-05 |
1.4E-05 |
|
Abiotic depletion (fossil fuels)
非生物耗竭（化石燃料） |
MJ |
8.7E+01 |
8.0E+01 |
7.8E+01 |
7.8E+01 |
7.1E+01 |
7.3E+01 |
7.0E+01 |
1.0E+02 |
1.1E+02 |
9.2E+01 |
6.8E+01 |
7.3E+01 |
|
Acidification 酸化 |
kg SO2 eq 千克二氧化硫当量 |
1.3E-02 |
1.7E-02 |
1.1E-02 |
1.2E-02 |
7.8E-03 |
8.7E-03 |
7.5E-03 |
3.0E-02 |
2.9E-02 |
2.5E-02 |
1.1E-02 |
7.6E-03 |
|
Eutrophication 富营养化 |
kg PO4- eq kg PO4-当量 |
2.2E-03 |
6.9E-03 |
9.4E-04 |
9.9E-04 |
2.0E-03 |
2.6E-03 |
2.0E-03 |
6.8E-03 |
7.7E-03 |
2.5E-03 |
3.1E-03 |
1.9E-03 |
|
Fresh water aquatic ecotox.
淡水水生生态毒素。 |
kg 1,4-DB eq 千克1,4-DB当量 |
4.7E-01 |
3.6E+00 |
6.8E-01 |
6.7E-01 |
6.3E-01 |
7.5E-01 |
6.4E-01 |
3.0E-01 |
2.5E-01 |
2.2E-01 |
1.2E+00 |
6.1E-01 |
|
Global warming (GWP100a) 全球变暖（GWP100a） |
kg CO2 eq 千克二氧化碳当量 |
4.5E+00 |
4.6E+00 |
3.6E+00 |
3.6E+00 |
2.3E+00 |
2.5E+00 |
2.2E+00 |
9.1E+00 |
8.1E+00 |
8.1E+00 |
3.1E+00 |
2.3E+00 |
|
Human toxicity 人体毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
4.1E-01 |
8.0E+00 |
3.5E-01 |
3.8E-01 |
8.4E-01 |
9.4E-01 |
9.8E-01 |
4.6E-01 |
4.2E-01 |
4.2E-01 |
2.1E+00 |
7.9E-01 |
|
Marine aquatic ecotoxicity
海洋水生生态毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
1.6E+03 |
4.7E+03 |
3.7E+03 |
3.6E+03 |
1.5E+03 |
1.9E+03 |
1.4E+03 |
1.4E+03 |
1.1E+03 |
9.0E+02 |
2.7E+03 |
1.4E+03 |
|
Ozone layer depletion (ODP)
臭氧层消耗（ODP） |
kg CFC-11 eq 千克 CFC-11 当量 |
7.5E-08 |
6.5E-07 |
2.9E-09 |
3.4E-09 |
5.2E-08 |
4.7E-08 |
6.0E-08 |
1.2E-08 |
7.4E-09 |
1.7E-08 |
1.0E-05 |
3.9E-08 |
|
Photochemical oxidation 光化学氧化 |
kg C2H4 eq kg C2H4 当量 |
7.5E-04 |
2.3E-03 |
7.5E-04 |
7.3E-04 |
6.8E-04 |
1.4E-03 |
5.6E-04 |
1.4E-03 |
1.4E-03 |
1.4E-03 |
6.8E-04 |
4.4E-04 |
|
Terrestrial ecotoxicity 陆地生态毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
1.3E-03 |
6.4E-03 |
5.4E-04 |
6.7E-04 |
1.5E-03 |
2.1E-03 |
1.5E-03 |
9.6E-04 |
7.0E-04 |
2.7E-02 |
4.0E-03 |
1.3E-03 |
Table 4.7 LCA data: Primary production of materials III
表 4.7 LCA 数据：材料 III 的初级生产
|
Impact category 影响类别 |
Unit 单元 |
PUR Flexible Foam PUR软质泡沫 |
PUR Rigid Foam PUR硬质泡沫 |
PVC |
Zinc 锌 |
Magnesium 镁 |
Nickel 镍 |
Platinum 铂 |
Gold 金子 |
Silver |
Tin |
Brass |
Palladium |
|
Abiotic depletion 非生物耗竭 |
kg Sb eq 千克锑当量 |
1.4E-05 |
6.8E-05 |
3.7E-05 |
1.5E-03 |
5.2E-05 |
2.2E-03 |
3.6E+00 |
6.1E+01 |
8.5E-01 |
2.7E-02 |
9.4E-03 |
8.9E-01 |
|
Abiotic depletion (fossil fuels)
非生物耗竭（化石燃料） |
MJ |
8.2E+01 |
9.8E+01 |
5.0E+01 |
3.1E+01 |
1.1E+03 |
2.3E+02 |
1.0E+06 |
5.7E+05 |
5.8E+03 |
1.2E+02 |
8.0E+01 |
1.9E+05 |
|
Acidification 酸化 |
kg SO2 eq 千克二氧化硫当量 |
2.2E-02 |
2.6E-02 |
8.9E-03 |
2.2E-02 |
2.3E-01 |
1.8E+00 |
4.1E+03 |
3.8E+02 |
4.9E+00 |
9.8E-02 |
3.4E-01 |
2.0E+03 |
|
Eutrophication 富营养化 |
kg PO4- eq kg PO4-当量 |
5.5E-03 |
1.1E-02 |
3.2E-03 |
1.3E-02 |
1.6E-01 |
6.4E-02 |
4.5E+02 |
5.8E+02 |
4.8E+00 |
9.1E-02 |
1.1E-01 |
6.9E+01 |
|
Fresh water aquatic ecotox.
淡水水生生态毒素。 |
kg 1,4-DB eq 千克1,4-DB当量 |
1.5E+00 |
3.0E+00 |
1.3E+00 |
1.2E+01 |
2.9E+01 |
1.6E+02 |
2.8E+05 |
7.5E+05 |
5.6E+03 |
8.1E+01 |
1.9E+02 |
5.0E+04 |
|
Global warming (GWP100a) 全球变暖（GWP100a） |
kg CO2 eq 千克二氧化碳当量 |
5.2E+00 |
5.0E+00 |
2.4E+00 |
2.7E+00 |
4.5E+01 |
1.8E+01 |
6.9E+04 |
4.9E+04 |
5.0E+02 |
1.0E+01 |
6.6E+00 |
1.3E+04 |
|
Human toxicity 人体毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
9.7E-01 |
4.2E+00 |
1.8E+00 |
1.1E+01 |
8.3E+01 |
1.2E+02 |
2.3E+05 |
6.7E+05 |
4.9E+03 |
6.8E+01 |
3.4E+02 |
3.9E+04 |
|
Marine aquatic ecotoxicity
海洋水生生态毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
6.6E+03 |
7.1E+03 |
2.8E+03 |
3.6E+04 |
6.6E+04 |
1.5E+05 |
3.9E+08 |
1.2E+09 |
7.3E+06 |
9.2E+04 |
2.3E+05 |
6.6E+07 |
|
Ozone layer depletion (ODP)
臭氧层消耗（ODP） |
kg CFC-11 eq 千克 CFC-11 当量 |
2.6E-08 |
8.2E-07 |
1.1E-06 |
1.7E-07 |
5.9E-06 |
1.7E-06 |
3.3E-03 |
2.9E-03 |
5.2E-05 |
5.8E-07 |
9.8E-07 |
3.0E-03 |
|
Photochemical oxidation 光化学氧化 |
kg C2H4 eq kg C2H4 当量 |
1.0E-03 |
4.9E-03 |
5.0E-04 |
7.1E-04 |
3.4E-02 |
8.5E-02 |
1.4E+02 |
1.2E+01 |
1.6E-01 |
2.9E-03 |
1.3E-02 |
7.9E+01 |
|
Terrestrial ecotoxicity 陆地生态毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
5.5E-03 |
1.4E-02 |
3.8E-03 |
1.8E-02 |
4.1E-02 |
3.1E-01 |
2.5E+02 |
9.7E+02 |
3.8E+00 |
7.4E-02 |
2.2E-01 |
4.6E+01 |
Table 4.842 LCA data: Secondary production of materials
表 4.842 LCA 数据：材料的二次生产
|
Impact category 影响类别 |
Unit 单元 |
Steel 钢 |
Aluminium wrought alloy 变形铝 |
Aluminium cast alloy 铸铝合金 |
Glass 玻璃 |
HDPE |
PET |
Platinum 铂 |
|
Abiotic depletion 非生物耗竭 |
kg Sb eq 千克锑当量 |
1.1E-05 |
1.9E-04 |
7.5E-05 |
4.2E-08 |
7.0E-06 |
6.1E-06 |
7.2E-01 |
|
Abiotic depletion (fossil fuels)
非生物耗竭（化石燃料） |
MJ |
6.6E+00 |
3.6E+01 |
6.4E+01 |
1.6E-01 |
4.7E+00 |
8.0E+00 |
2.0E+05 |
|
Acidification 酸化 |
kg SO2 eq 千克二氧化硫当量 |
2.6E-03 |
1.6E-02 |
3.0E-02 |
3.5E-05 |
1.9E-03 |
2.5E-03 |
1.5E+02 |
|
Eutrophication 富营养化 |
kg PO4--- eq kg PO4---当量 |
1.6E-03 |
7.2E-03 |
8.4E-03 |
5.8E-05 |
4.1E-03 |
2.3E-03 |
4.1E+01 |
|
Fresh water aquatic ecotox.
淡水水生生态毒素。 |
kg 1,4-DB eq 千克1,4-DB当量 |
1.9E+00 |
5.0E+00 |
3.3E+00 |
1.1E-02 |
2.1E+00 |
8.1E+00 |
9.4E+04 |
|
Global warming (GWP100a) 全球变暖（GWP100a） |
kg CO2 eq 千克二氧化碳当量 |
6.4E-01 |
3.5E+00 |
4.2E+00 |
1.4E-02 |
4.9E-01 |
8.2E-01 |
1.8E+04 |
|
Human toxicity 人体毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
1.5E+00 |
4.3E+00 |
3.7E+00 |
7.5E-03 |
1.4E+00 |
1.6E+00 |
8.4E+04 |
|
Marine aquatic ecotoxicity
海洋水生生态毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
2.3E+03 |
1.1E+04 |
6.0E+03 |
2.4E+01 |
9.5E+03 |
4.2E+04 |
6.4E+07 |
|
Ozone layer depletion (ODP)
臭氧层消耗（ODP） |
kg CFC-11 eq 千克 CFC-11 当量 |
4.8E-08 |
1.7E-07 |
2.1E-06 |
1.2E-09 |
3.7E-08 |
6.6E-08 |
1.6E-03 |
|
Photochemical oxidation 光化学氧化 |
kg C2H4 eq kg C2H4 当量 |
1.4E-04 |
2.8E-03 |
1.4E-03 |
1.4E-06 |
1.2E-04 |
1.5E-04 |
8.8E+00 |
|
Terrestrial ecotoxicity 陆地生态毒性 |
kg 1,4-DB eq 千克1,4-DB当量 |
2.3E-03 |
2.1E-02 |
5.6E-02 |
3.4E-05 |
1.2E-02 |
4.9E-03 |
6.6E+01 |
4.4.3Data for the modelling of environmental impact from coolants
用于冷却剂环境影响建模的数据
According to the EU ELV rules, ELV must be depolluted and inter alia the coolants for air conditioning must be separated to avoid that the coolant is discharged to the air. As the coolants are very volatile, this requires special extraction systems. If only a limited number of vehicles is depolluted it is economically not viable to invest in such extraction systems. A German study assessed the potential impact and concluded that the coolant R12 (with a GWP100 of 10.890 CO2eq), which was phased out the latest 1995, are not relevant anymore. However, the coolant R134a (phased out the latest in 2017) is relevant77.
根据欧盟ELV规则，ELV必须进行去污染，其中空调冷却剂必须分开，以避免冷却剂排放到空气中。由于冷却剂非常容易挥发，因此需要特殊的提取系统。如果只有有限数量的车辆得到净化，那么投资此类提取系统在经济上是不可行的。德国的一项研究评估了潜在影响，并得出结论认为，最近于 1995 年逐步淘汰的冷却剂 R12（GWP100 为 10.890 CO2eq）已不再适用。然而，冷却剂 R134a（最近于 2017 年逐步淘汰）是相关的77 。
1)Global warming potential (GWP-100) of the air conditioning cooling agent R134a: 1,430 kg CO2eq
空调冷却剂 R134a 的全球变暖潜能值 (GWP-100)：1,430 kg CO2eq
2)Average filling of a vehicle with R134a at the end-of-life: 0.6 kg per vehicle
报废车辆中 R134a 的平均填充量：每辆车 0.6 千克
3)Vehicles placed on the market and share of new vehicles equipped with R134a. The time series ends in 2021 as the application of R134a is phased out.
投放市场的车辆以及配备 R134a 的新车份额。 随着 R134a 的应用逐步淘汰，该时间序列于 2021 年结束。
Table 4.942 GWP impacts of air conditioning coolant removal
表 4.942 空调冷却剂去除对 GWP 的影响
|
|
total,M1,+,N1,PoM 总计,M1,+,N1,PoM |
Share,R134a 分享，R134a |
|
1991 |
12,591,233 |
25.7% |
|
1992 |
12,701,341 |
25.7% |
|
1993 |
10,061,079 |
25.7% |
|
1994 |
10,632,622 |
31.7% |
|
1995 |
10,687,789 |
37.8% |
|
1996 |
11,401,688 |
43.9% |
|
1997 |
11,908,142 |
50.0% |
|
1998 |
12,852,409 |
56.1% |
|
1999 |
13,667,723 |
62.2% |
|
2000 |
13,296,470 |
68.3% |
|
2001 |
13,126,889 |
74.3% |
|
2002 |
12,578,688 |
80.4% |
|
2003 |
13,337,197 |
86.5% |
|
2004 |
13,613,138 |
92.6% |
|
2005 |
13,652,647 |
94.2% |
|
2006 |
14,374,710 |
95.7% |
|
2007 |
14,474,905 |
95.8% |
|
2008 |
13,409,195 |
95.9% |
|
2009 |
13,368,260 |
96.0% |
|
2010 |
12,667,065 |
96.1% |
|
2011 |
12,651,986 |
96.6% |
|
2012 |
12,636,906 |
97.0% |
|
2013 |
12,621,827 |
93.7% |
|
2014 |
12,606,748 |
90.4% |
|
2015 |
12,591,668 |
66.3% |
|
2016 |
12,283,340 |
42.1% |
|
2017 |
11,975,012 |
22.9% |
|
2018 |
11,666,683 |
3.6% |
|
2019 |
11,358,355 |
2.3% |
|
2020 |
11,050,026 |
0.0% |
|
2021 |
11,791,238 |
0.0% |
4)Weibull parameters for the lifetime of a vehicle (same as for the other model calculations)
车辆寿命的威布尔参数（与其他模型计算相同）
Figure 4.6 Lifetime distribution of vehicles
图4.6 车辆寿命分布
5) Loss rate for the different destinations of the vehicle
5）车辆不同目的地的丢失率
As addressed in other sections (on “missing vehicles”) we distinguish different locations where the vehicles become an end-of-life vehicle. We distinguish the following cases:
正如其他部分（关于“失踪车辆”）所述，我们区分了车辆成为报废车辆的不同位置。我们区分以下几种情况：
With 和
A) ELVs directed to ATFs and subsequently to shredders and reported by ATFs and MS
一个） ELV 定向至 ATF，随后定向至碎纸机，并由 ATF 和 MS 报告
B) ELVs directed to ATFs and subsequently to shredders but not reported
二） ELV 被引导至 ATF，随后被引导至碎纸机，但未报告
C) ELVs directed to intra-EU non-ATFs and subsequently to shredders, not reported
三） ELV 直接用于欧盟内部非 ATF，随后用于碎纸机，未报告
D) Used Vehicles exported (extra EU) and reported accordingly
D） 出口二手车（欧盟以外）并相应报告
E) Used Vehicles exported (extra EU) but not reported
E） 出口二手车（欧盟以外）但未报告
F) ELVs exported (extra EU), not reported
F） ELV 出口（欧盟以外），未报告
As outlined in the German report mentioned earlier77 it is expected that a certain proportion of the coolant from the air-conditioning system of ELVs is not extracted in accordance with the regulations but is released uncontrolled to the air.
正如前面提到的德国报告77所述，预计报废汽车空调系统中一定比例的冷却剂没有按照规定提取，而是不受控制地释放到空气中。
Transposing these assumptions to the 6 categories above, we consider for the calculation of the impact that the following share of coolant is not extracted in accordance with the regulations but is released uncontrolled to the air (=loss rate)
将这些假设转移到上述 6 个类别中，我们在计算影响时考虑以下部分冷却剂未按照规定提取，而是不受控制地释放到空气中（=损失率）
Destination where vehicles become ELVs and their loss rate
车辆成为报废汽车的目的地及其损失率
(A) ELVs directed to ATFs: 10%
（一个） ELV 定向至 ATF：10%
(B) ELVs directed to ATFs but not reported: 70%
(二) ELV 直接用于 ATF 但未报告：70%
(C) ELVs directed to intra-EU non-ATFs : 70%
(三) 针对欧盟内部非 ATF 的 ELV : 70%
(D), (E) and (F): extra EU export: 100%
(D)、(E) 和 (F)：欧盟额外出口：100%
6) The above-mentioned data / assumptions are finally combined with the total numbers of ELVs directed to the 6 different destinations as calculated for the different scenarios under “missing vehicles”.
6) 上述数据/假设最终与根据“失踪车辆”不同情况计算出的驶往 6 个不同目的地的报废汽车总数相结合。
4.5Modelling the economic impacts
模拟经济影响
4.5.1Main indicators 主要指标
The main indicators used for the modelling of the economic impacts are the following:
用于经济影响建模的主要指标如下：
For the economic impacts on ATFs the following aspects are of relevance under the current depollution and dismantling requirements:
根据当前的去污染和拆除要求，对于 ATF 的经济影响，以下方面具有相关性：
·revenues of components and spare parts removed by Authorised Treatment Facilities (ATFs) for re-use or recycling,
由授权处理设施 (ATF) 拆除用于再利用或回收的组件和备件的收入，
·revenues for recyclates and the remaining hulk of ELVs sent by ATFs to shredders,
回收物和由 ATF 送往粉碎机的剩余废旧车辆的收入，
·costs for management of ELVs including the (current) obligatory depollution and dismantling management,
报废汽车的管理成本，包括（当前）强制性的去污染和拆除管理，
·cost for ATFs to buy ELVs
ATF 购买 ELV 的成本
These aspects are assessed in detail in a German report, published in 2022 . For the EU Impact assessment, the IA support study of the Oeko-Institut did not refer to the separated cost and revenues but refers to the aggregated profit of 200 � per each ELV treated at ATFs. As the sources refer to the conditions in Germany, the situation might differ in other EU Member States. However, the mentioned profit is, in absence of other data, considered for the entire EU. As the size of the ATFs is very diverse no impacts of “economies of scale” are considered.
2022 年发布的一份德国报告对这些方面进行了详细评估 。对于欧盟影响评估， Oeko-Institut 的 IA 支持研究并未提及单独的成本和收入，而是提及在 ATF 处理的每辆 ELV 的总利润为 200 欧元。由于消息来源提到的是德国的情况，其他欧盟成员国的情况可能有所不同。然而，在没有其他数据的情况下，上述利润是针对整个欧盟考虑的。由于 ATF 的规模差异很大，因此不考虑“规模经济”的影响。
The IA support study of the Oeko-Institut further assumed that the profits of exporting used vehicles are higher compared to the profits from ELV treatment. In absence of qualified sources an estimated profit for the exporter of 400 � per exported used vehicle is considered.
Oeko-Institut的IA支持研究进一步假设，出口二手车的利润比报废车处理的利润更高。在缺乏合格来源的情况下，出口商每辆出口二手车的预计利润为 400 欧元。
Regards the economic impacts for shredders the IA support study of Oeko-Institut considers a profit 20 � per ton additional ELVs directed to shredders in the EU, with the assumption that a depolluted and dismantled ELV has a weight of 700 kg.
关于碎纸机的经济影响，Oeko-Institut 的 IA 支持研究认为，在欧盟，每吨额外的 ELV 可以为碎纸机带来 20 欧元的利润，假设无污染和拆除的 ELV 重量为 700 公斤。
The dismantling of Batteries from EV falls under the obligation of ATFs and is regulated under the ELV legislation and not under the Battery Regulation . Considering that each of the 12,000 ATFs will sooner or later need training in handling of high-voltage batteries, such training, including missed work time, easily costs each ATFs more than �5,000, which would add up to � 60 million for the entire EU. Considering that such training needs to be completed in a period of 5 years and taking into account 63 million new passenger cars registered in the previous 5-year period (2017 – 2021) this would account for around 1 � per each new vehicle in that period. Other trainings e.g. regards the separation / dismantling of additional parts is not considered in the economic impact assessment,
电动汽车电池的拆卸属于 ATF 的义务，并受 ELV 立法而非电池法规监管。考虑到 12,000 个 ATF 中的每一个迟早都需要接受高压电池处理方面的培训，这种培训（包括误工时间）很容易使每个 ATF 花费超过 5,000 欧元，这对于整个欧盟来说将高达 6000 万欧元。考虑到此类培训需要在 5 年内完成，并考虑到前 5 年期间（2017 年至 2021 年）注册的 6300 万辆新乘用车，这将占该时期每辆新车约 1 欧元。经济影响评估中不考虑其他培训，例如关于附加部件的分离/拆卸的培训，
The economic impacts from the more extensive dismantling and separation are built upon analysis of economic impacts for various materials: steel, copper, aluminium (cast and wrought), glass, plastics, and electric and electronic components (EEC). The analysed economic impacts in Oeko-Institut’s IA support study considered inter alia the following parameters:
更广泛的拆除和分离所产生的经济影响是基于对各种材料的经济影响的分析：钢、铜、铝（铸造和锻造）、玻璃、塑料以及电气和电子元件（EEC）。 Oeko-Institut 的 IA 支持研究中分析的经济影响尤其考虑了以下参数：
4.5.2Revenues for spare parts removed by ATFs for reuse or separate recycling;
ATF 拆除备件以供再利用或单独回收的收入；
·Revenues for recyclates (shredders/PSTs, and recyclers);
回收品收入（碎纸机/PST 和回收商）；
·Dismantling costs (labour cost) for additional manual dismantling;
额外人工拆解的拆解费用（人工费）；
·Investment costs by all relevant economic actors (except for plastics, qualitative analysis).
所有相关经济参与者的投资成本（塑料除外，定性分析）。
The economic impacts were analysed qualitatively and quantitatively. The following table provides an overview of the quantitative analysis of economic impacts that was performed for each material in Oeko-Institut’s IA support study.
对经济影响进行了定性和定量分析。下表概述了 Oeko-Institut 的 IA 支持研究中对每种材料进行的经济影响定量分析。
Table 4.10 Economic impact categories
表 4.10 经济影响类别
|
Impact category 影响类别 |
Material 材料 |
|
|
Steel, Copper, Aluminium 钢、铜、铝 |
Glass 玻璃 |
Plastic 塑料 |
EEC |
|
Change in revenues (decrease or increase) for recyclates
回收品收入的变化（减少或增加） |
|
ATFs ATF |
x |
x |
x |
x (also for reuse sales)
x（也用于重复使用销售） |
|
Shredder/PSTs 碎纸机/PST |
x |
x |
x |
|
|
Recyclers 回收商 |
x |
x |
x |
|
|
Dismantling costs (labour costs) at ATFs
ATF 的拆卸成本（人工成本） |
x |
x |
x |
x |
|
Operating costs at shredder/PSTs
碎纸机/PST 的运营成本 |
|
|
x |
|
|
Compounding costs at recyclers
回收商的复合成本 |
|
|
x |
|
|
Investment costs 投资成本 |
|
|
x |
|
All quantitative analysis were done for baseline and further scenarios developed for each material separately. These scenarios considered different routes of treatment of materials as well as shares (in %) of total material stream. All considered routes of treatment were:
所有定量分析都是针对基线进行的，并分别为每种材料开发了进一步的方案。这些情景考虑了不同的材料处理途径以及总材料流的份额（以%为单位）。所有考虑的治疗途径是：
·In components for reuse/remanufacturing
用于再利用/再制造的组件
·Recycled material of potentially higher-quality (directly recycled, no shredding)
潜在更高质量的回收材料（直接回收，无需粉碎）
·Dismantled --> shredded --> recycled (not relevant for copper, plastics, and EEC)
拆卸 --> 粉碎 --> 回收（与铜、塑料和 EEC 无关）
·Shredded --> recycled (no dismantling) (not relevant for cast aluminium)
切碎 --> 回收（无需拆卸）（与铸铝无关）
·Recovery (backfilling in case of glass and energy recovery in case of aluminium, or for plastics and EEC either backfilling or energy recovery)
回收（玻璃的回填和铝的能量回收，或者塑料和 EEC 的回填或能量回收）
·Recycled removed copper from steel scrap (relevant only for copper)
从废钢中回收去除的铜（仅与铜相关）
·Losses/process inefficiencies
损失/流程效率低下
For the analysis at hand, the model developed for this study specifies the tonnage of each analysed material that will be contained in ELVs to be collected in years: 2025, 2030, 2035, and 2040. These calculations also consider a weight of each material per vehicle depending on the type of vehicle. Based on above calculations and the assumed shares for each route of treatment for material, the tonnage of analysed material treated in different routes for each scenario/policy option was calculated.
对于当前的分析，为本研究开发的模型指定了将在 2025 年、2030 年、2035 年和 2040 年收集的 ELV 中包含的每种分析材料的吨位。这些计算还考虑了每种材料的重量。车辆取决于车辆类型。根据上述计算以及每种材料处理途径的假设份额，计算出每种情况/政策选项在不同途径中处理的分析材料的吨位。
The calculations of revenues for ATFs, shredders/PSTs, and recyclers considered the tonnage of analysed material treated in different routes for each scenario multiplied by the unit price of the analysed material. For aluminium and glass, different unit prices based on the recyclate quality were used in the calculations. In the qualitative analysis of Oeko-Institut’s IA support study, it was noted that increased quality of recyclates resulted in a unit price increase. Obtained results, which can be found in the Final Report, refer to a baseline scenario and express the difference of revenues compared to the baseline scenario. Below is a table that contains all assumed unit prices for recyclates of the analysed materials.
ATF、碎纸机/PST 和回收商的收入计算考虑了每种情况下以不同路线处理的分析材料的吨位乘以分析材料的单价。对于铝和玻璃，计算中使用了基于回收质量的不同单价。在 Oeko-Institut 的 IA 支持研究的定性分析中，注意到回收材料质量的提高导致单价上涨。获得的结果可在最终报告中找到，参考基准情景并表达与基准情景相比的收入差异。下表包含所分析材料回收的所有假设单价。
Table 4.11 Economic impacts, price of recyclates and reusable parts
表 4.11 经济影响、回收材料和可重复使用部件的价格
|
Material 材料 |
Unit prices (in Euro/tonne)
单价（欧元/吨） |
|
|
Recyclates 回收物 |
Reuse sales 重复利用销售 |
|
Steel 钢 |
187.08
187.08 |
|
|
Copper 铜 |
6,28679
6,286 79 |
|
|
Aluminium 铝 |
|
|
|
Cast 投掷 |
967.3979 |
|
|
Wrought 锻 |
1,160.87
1,160.87 |
|
|
Glass 玻璃 |
|
|
|
For ATFs 对于 ATF |
10.00
10.00 |
|
|
For shredder/PSTs 对于碎纸机/PST |
10.40
10.40
1,50
1,50 |
|
|
For recyclers 对于回收商 |
18.32
18.32 |
|
|
Plastics 塑料 |
400.0093 |
|
|
Inverter (EEC) 逆变器（EEC） |
10.35
10.35 |
12.2086 |
The calculation of dismantling costs for steel, copper, aluminium, and EEC was based on time required for dismantling of selected parts and the costs of an hour work or unit. As already stressed above, the model developed for the Oeko-Institut’s IA support study, specifies the amount of ELVs to be collected in years: 2025, 2030, 2035, and 2040. Based on these values and the assumed shares for each route of treatment for material, the number of dismantled parts for each scenario/policy option was calculated. For steel, aluminium, and copper, to calculate dismantling costs, removal of an engine was considered . Additionally for copper, the removal of cables was calculated . For the analysis of these costs for EEC the removal of inverter was considered.
钢、铜、铝和 EEC 的拆卸成本的计算是基于拆卸选定零件所需的时间以及每小时工作或单位的成本。正如上面已经强调的，为 Oeko-Institut 的 IA 支持研究开发的模型指定了以下年份收集的 ELV 数量：2025 年、2030 年、2035 年和 2040 年。基于这些值和每种治疗途径的假设份额对于材料，计算了每个场景/政策选项的拆卸零件数量。对于钢、铝和铜，为了计算拆卸成本，考虑了拆除发动机 。此外，对于铜，还计算了电缆的去除量 。为了分析 EEC 的这些成本，考虑了移除逆变器。
The calculation of dismantling costs for plastics and glass based on the total mass of these materials in ELVs collected in years: 2025, 2030, 2035, and 2040.
根据 2025 年、2030 年、2035 年和 2040 年收集的报废车辆中塑料和玻璃材料的总质量计算塑料和玻璃的拆解成本。
The following tables contains unit costs for dismantling (labour costs at ATFs) as well as additional unit costs at shredder/PSTs and recyclers.
下表包含拆卸的单位成本（ATF 的人工成本）以及碎纸机/PST 和回收商的额外单位成本。
Table 4.12 Dismantling costs
表 4.12 拆除费用
|
Route of treatment 治疗途径 |
Material (various units) 材料（各种单位） |
|
|
Steel, Copper, Aluminium (�/hour)
钢、铜、铝（欧元/小时） |
Glass (�/ tonne) 玻璃（欧元/吨） |
Plastic (�/ tonne) 塑料（欧元/吨） |
EEC 欧洲经济共同体
(�/ unit) （欧元/单位） |
|
Dismantling costs at ATFs
ATF 的拆除费用 |
51,00
51,00 |
223,00
223,00
49,00
49,00 |
80,00
80,00 |
2,2085
2,20 85 |
|
Operating costs at shredder/PSTs
碎纸机/PST 的运营成本 |
|
|
110,0093
110,00 93 |
|
|
Compounding costs at recyclers
回收商的复合成本 |
|
|
300,0085
300,00 85 |
|
4.6Modelling the social impacts
社会影响建模
Regards the employment the following indicators are applied:
对于就业，适用以下指标：
·1.5 FTE per 1000 additional ELVs treated at ATFs (at current dismantling conditions)
在 ATF 中每增加 1000 辆 ELV，需要 1.5 个 FTE（在当前拆除条件下）
·Additional job positions calculated for ATFs for increased dismantling of parts and components (for enhanced dismantling and separation at ATFs).
为 ATF 计算额外的职位，以增加零部件的拆卸（以加强 ATF 的拆卸和分离）。
·The calculations of additional jobs for ATFs considered additional number of parts removed from an ATFs prior shredding assumed for each scenario/policy option. For instance, the calculations for steel, aluminium, and copper scenarios/policy options were based on the removal of engines and time required to remove them.
ATF 额外作业的计算考虑了从 ATF 先前粉碎中为每个场景/策略选项假定的额外零件数量。例如，对钢铁、铝和铜情景/政策选项的计算是基于发动机的拆除以及拆除所需的时间。
·Additional job positions calculated for recyclers to operate new machines required by shredder/PST (for enhanced separation at recyclers).
为回收商计算的额外工作职位，以操作碎纸机/PST 所需的新机器（以加强回收商的分离）。
Employees will be needed for the operation of new machines in shredder/PST and additional employees for hand picking/sorting in shredder facility. In Europe there are about 300 shredders/PST. It is expected that relevant investments would be done by facilities from middle up to big size, thus not in all existing facilities. There is no precise data on shredder/PST and also if shredders have a PST in house, therefore rough assumptions are done: 60% of existing plants are middle or bigger size, for the new technological solutions there will be need for 2 employees that could operate new machines. It would mean that for scenarios/policy option, in which investment in new technologies are planned, would be required in total to hire additional 360 employees.
将需要员工来操作碎纸机/PST 中的新机器，并需要额外的员工来在碎纸机设施中进行手工拣选/分类。在欧洲，每个太平洋标准时间大约有 300 台碎纸机。预计相关投资将由中型到大型设施进行，而不是所有现有设施。没有关于碎纸机/PST 的精确数据，并且碎纸机是否有内部 PST，因此进行粗略假设：60% 的现有工厂是中型或大型工厂，对于新技术解决方案，将需要 2 名员工操作新机器。这意味着对于计划投资新技术的方案/政策选项，总共需要额外雇用 360 名员工。
4.7Methodological approach for recycled content plastics
回收塑料成分的方法论
The analysis is based on the JRC plastics recycled content study . The main scenarios included in the study are displayed in Table 4.13.
该分析基于 JRC 塑料回收成分研究 。研究中包含的主要情景如表 4.13 所示。
Table 4.13: Main scenarios evaluated for proposed targets for minimum recycled plastics content in new vehicles sold (Options 3 series) compared to newly type approved (Option 4 series) of the JRC study .
表 4.13：与 JRC 研究中新批准型式（选项 4 系列）相比，所售新车（选项 3 系列）中最低再生塑料含量建议目标的主要评估情景 。
|
|
All new vehicles sold (M1)
所有售出的新车 (M1) |
Newly type approved vehicles (N1 and M1
新型式核准车辆（N1 和 M1 |
|
Application date 申请日期 |
JRC3a |
JRC3b |
JRC3c |
JRC4b |
JRC4c |
|
2030 |
6% |
15% |
25% |
25% |
30% |
|
2035 |
10% |
20% |
30% |
25% |
30% |
4.7.1Literature review 文献综述
Literature research is first performed to compile relevant secondary data dealing with the use of plastics in vehicles, the structure of the value chain of virgin and recycled plastics, as well as on the quantitative (i.e. mass) and qualitative (i.e. polymer types) properties of the material flows within.
首先进行文献研究，编制相关二手数据，涉及车辆中塑料的使用、原生塑料和再生塑料的价值链结构，以及塑料的定量（即质量）和定性（即聚合物类型）特性。物质在里面流动。
Hence, general statistics proposed by the professional associations such as PlasticsEurope or ACEA are analysed, providing a first overview of the characteristics of plastics materials embedded in cars. In addition, technical or impact assessment studies funded by the European commission or professional associations and related to the ELV directive are also analysed because of the direct link with the scope of the present work. This is also the case of “position papers” released by professional organisations to present their views on revision of the ELV directive or EU plastics strategy. In addition, more generic scientific literature such as peer-reviewed scientific articles and specialized website pages are also consulted to complement the data previously collected when needed.
因此，我们对 PlasticsEurope 或 ACEA 等专业协会提出的一般统计数据进行了分析，首次概述了汽车中嵌入的塑料材料的特性。此外，由于与当前工作范围直接相关，还分析了由欧盟委员会或专业协会资助且与 ELV 指令相关的技术或影响评估研究。专业组织发布的“立场文件”也是如此，表达他们对修订ELV指令或欧盟塑料战略的看法。此外，还参考了更通用的科学文献，例如同行评审的科学文章和专门的网站页面，以在需要时补充以前收集的数据。
The Circular Plastics Alliance (CPA) deliverables are also providing valuable inputs to understand the current state of play and untapped potential of recycled plastics uptake, offering a specific focus on the automotive sector via its dedicated working group. The following available reports were careful analysed and used to enrich the knowledge and datasets gathered:
循环塑料联盟 (CPA) 的交付成果还提供了宝贵的意见，以了解再生塑料吸收的当前状况和未开发的潜力，并通过其专门工作组特别关注汽车行业。以下可用报告经过仔细分析并用于丰富收集的知识和数据集：
I. 我。CPA, 2020. Work plan on state of play collection and sorting - Automotive working group. (CPA, 2020)
CPA，2020 年。现状收集和分类工作计划 - 汽车工作组。 （注册会计师，2020）
II. 二.CPA, 2021. Guidance on Waste Definitions. (CPA, 2021a)
CPA，2021。废物定义指南。 （注册会计师，2021a）
III. 三．CPA, 2021. Roadmap to 10 Mt recycled content by 2025, untapped potential report (CPA, 2021b)
CPA，2021。到 2025 年实现 10 公吨回收材料的路线图，未开发的潜力报告（CPA，2021b）
IV. 四．CPA, 2021. Work plan on recycled content - Automotive WG (draft version). (CPA, 2021c)
CPA，2021 年。回收内容工作计划 - 汽车工作组（草案版本）。 （注册会计师，2021c）
V. 五、CPA, 2022. Supporting greater uptake of recycled plastics in Europe: Circular Plastics Alliance’s assessment of the legal, economic and technical requirements and solutions. (CPA, 2022)
CPA，2022。支持欧洲更多地采用再生塑料：循环塑料联盟对法律、经济和技术要求及解决方案的评估。 （注册会计师，2022）
However, it should be noted that the CPA pursues a different goal compared to the current work carried out in the frame of the revision of the ELV directive. Indeed, CPA initiative is based on industry voluntary pledges within various sectors to reach 10 million tonnes of recycled plastics in 2025, which correspond to a short-term development. Hence, the CPA outcomes offer technical elements to feed the current reflection on the feasibility and ambition level of potential recycled content target for plastics materials within revision of the ELV directive. In other words, CPA results constitute a first step, but are not sufficient to anticipate what could be the situation in the current decade and beyond dealing with both (i) plastics demand for automotive manufacturing and (ii) ELV and plastic waste treatment operations and recycling processes. Therefore, the goal of the current study is to provide robust insights about which quantity of recycled plastic materials is suitable to integrate in new cars. Such uptake is regulated thanks to recycled plastic content target policy measure. The evaluation of the uptake potential of recycled plastic by the automotive value chain is performed through supply-demand balance, life cycle-based methodology and an economic assessment.
但值得注意的是，与当前在 ELV 指令修订框架内开展的工作相比，CPA 追求的是不同的目标。事实上，CPA 倡议是基于各部门的行业自愿承诺，即到 2025 年达到 1000 万吨再生塑料的目标，这符合短期发展。因此，CPA 结果提供了技术要素，以反映当前对 ELV 指令修订中塑料材料潜在回收含量目标的可行性和雄心水平的反思。换句话说，CPA 结果构成了第一步，但不足以预测当前十年及以后的情况，涉及 (i) 汽车制造的塑料需求以及 (ii) ELV 和塑料废物处理业务和回收过程。因此，当前研究的目标是提供关于哪些数量的再生塑料材料适合集成到新车中的可靠见解。由于再生塑料含量目标政策措施，这种吸收受到监管。通过供需平衡、基于生命周期的方法和经济评估来评估汽车价值链对再生塑料的吸收潜力。
4.7.2Selected approach for stakeholders’ targeted consultations
利益相关方针对性磋商的选择方式
One important objective of the present study is to consolidate data and knowledge regarding production and integration of high-quality recycled plastics in new vehicles. For such purpose, it is proposed to enrich data collected in the literature or through the CPA initiative by contacting several experts and key industrial players in the field, following the approach initially presented in Mathieux and Brissaud (2010). This experts’ elicitation process allows to reach a finer understanding of stakeholders’ interactions within this industrial ecosystem as well as to gather their views on the current and future practices dealing with recycled plastics uptake in the sector. This consultation appears as an important step when assessing the feasibility to set recycled content targets (and associated threshold values) for plastics in new vehicles, by getting first hand feedback also from front-runners.
本研究的一个重要目标是整合有关新车生产和整合高质量再生塑料的数据和知识。为此，建议按照 Mathieux 和 Brissaud (2010) 最初提出的方法，联系该领域的几位专家和主要工业参与者，丰富文献中或通过 CPA 倡议收集的数据。专家的启发过程可以更好地了解利益相关者在该工业生态系统中的互动，并收集他们对该行业当前和未来处理再生塑料吸收实践的看法。通过从领先者那里获得第一手反馈，在评估为新车中的塑料设定回收含量目标（和相关阈值）的可行性时，这次咨询似乎是重要的一步。
Consequently, the present study proposes to collect primary data through semi-structured interviews with relevant stakeholders along the value chain described below (see §2.3 of the JRC study). It includes some selected vehicle manufacturers (OEMs), parts and components direct suppliers of the automotive manufacturers (Tier 1), plastics compounders and recyclers which supply the primary and secondary plastics raw materials (Tier 3 suppliers). Independent experts and industrial sector associations are also covered in the scope of the consultation.
因此，本研究建议通过与下述价值链上的相关利益相关者进行半结构化访谈来收集主要数据（参见 JRC 研究的第 2.3 节）。它包括一些选定的汽车制造商（OEM）、汽车制造商的零部件直接供应商（一级供应商）、提供初级和二级塑料原材料的塑料复合商和回收商（三级供应商）。独立专家和行业协会也包含在咨询范围内。
The goal of such consultation is to understand the industrial state of play dealing with plastic recycling in the automotive sector and gain knowledge regarding both qualitative and quantitative data (facts and figures) from a wide panel of stakeholders who may have contradicting views on this topic.
此类咨询的目的是了解汽车行业塑料回收的行业现状，并从可能对此主题持矛盾观点的广泛利益相关者小组中获取有关定性和定量数据（事实和数据）的知识。
4.7.3Identification of relevant stakeholders (front-runners and professional associations)
确定相关利益相关者（领跑者和专业协会）
The author team developed interview-guide material for each category of stakeholder (see Annex 1 of the JRC study. Questionnaires sent to stakeholders during the targeted consultation ). This written document includes a written list of questions related to the value chain, the quantitative and qualitative features of its material flows, the drivers and barriers, as well a preliminary sketch of the value chain based on the literature sources.
作者团队为每一类利益相关者制定了访谈指南材料（参见JRC 研究的附件 1。在有针对性的咨询期间向利益相关者发送了调查问卷）。该书面文件包括与价值链相关的书面问题清单、其物质流的定量和定性特征、驱动因素和障碍，以及基于文献来源的价值链初步草图。
First, we focused our consultation on companies identified as front-runners, i.e. companies previously involved in large-scale research projects and/or having already announced ambitious public commitments in the field of plastic recycling / use of recycled plastics (see section §2.2.2 of the JRC study). This recognised front-runner position in the field allows to anticipate what could be the situation of the overall sector in the near future (between 5 and 7 years). For such stakeholders, two hours of bilateral guided discussions are carried out including also validation of some assumptions and forecasts made for the system under study.
首先，我们的咨询重点是被确定为领跑者的公司，即之前参与过大型研究项目和/或已经在塑料回收/再生塑料使用领域宣布雄心勃勃的公开承诺的公司（参见第 §2.2 节）。 JRC 研究的 2）。这种在该领域公认的领先地位可以预测整个行业在不久的将来（5 到 7 年）的情况。对于这些利益相关者，进行了两个小时的双边指导讨论，包括验证针对所研究系统所做的一些假设和预测。
Going further, broader consultations, i.e. participatory interactive workshops, were organized with the relevant industry associations and a panel of their members to capture a representative state of play of the sector regarding the integration of recycled plastics in vehicles. In other words, the exercise allows to understand the average position of a sector and its degree of preparedness to anticipate a potential change in the legislation. It is also seen as an appropriate way to collect consensual views on the current practices and “averaged” quantitative data which can be used to design a baseline scenario.
此外，还与相关行业协会及其成员小组组织了更广泛的磋商，即参与式互动研讨会，以了解该行业在将再生塑料整合到车辆方面的代表性状况。换句话说，这项工作可以了解一个部门的平均地位及其对预期立法潜在变化的准备程度。它也被视为收集对当前实践和“平均”定量数据的共识意见的适当方式，这些数据可用于设计基线情景。
These workshops were organised during 2.5-3 hours. First, it is proposed a presentation by the JRC team about the current context, the goal and scope of the present study and the expectations in term of qualitative and quantitative inputs to be collected during this consultation (or for potential sensitive topics during follow-up discussions). Then, the representative of the association and some volunteers within the panel present their positions on the following topics followed by an open discussion with the JRC.
这些研讨会的举办时间为 2.5-3 小时。首先，建议 JRC 团队介绍当前背景、本研究的目标和范围，以及本次咨询期间收集的定性和定量输入的期望（或后续过程中潜在的敏感主题）讨论）。然后，协会代表和小组内的一些志愿者就以下主题阐述了他们的立场，随后与 JRC 进行了公开讨论。
I. 我。Current practices regarding recycled plastic integration (quantity/type of polymers etc.) and outlook (2025? 2030?)
有关再生塑料整合的当前实践（聚合物的数量/类型等）和前景（2025 年？2030 年？）
II. 二.What make further integration of pre/post recycled plastics challenging? (e.g. qualification process for plastic parts; sourcing, lead times, and technical constraints)
是什么让预/后再生塑料的进一步整合具有挑战性？ （例如塑料零件的资格流程；采购、交货时间和技术限制）
III. 三．Reliable audit/traceability scheme (e.g. potential contribution of IMDS, close loop in automotive or intersectoral exchange, EU/non-EU sourcing)
可靠的审核/可追溯性方案（例如 IMDS 的潜在贡献、汽车或部门间交换的闭环、欧盟/非欧盟采购）
Each session lasts around 40 minutes with a good balance between presentations and discussions involving members of the panel, association and JRC teams. The workshop ends by a wrap-up and follow-up session managed by both the representative of the association and the JRC team.
每场会议持续约 40 分钟，小组、协会和 JRC 团队成员的演讲和讨论之间保持着良好的平衡。研讨会以由协会代表和 JRC 团队共同主持的总结和后续会议结束。
4.7.4Interviews state-of-play 采访现状
During the study timeline, we interviewed a number of representative stakeholders during at least a 2h session of semi-structured interviews or during half day sectoral workshops with professional associations. Several follow-up discussions, data collection and validation took place with some stakeholders. The list of typical questions sent beforehand to the stakeholders are detailed in Annex 1. The distribution per type of stakeholders is also presented in Figure 3 . Despite the pandemic conditions, the study also benefited from the visit/analysis of an ELV plastic recycling plant.
在研究期间，我们在至少 2 小时的半结构化访谈或与专业协会举行的半天部门研讨会中采访了一些具有代表性的利益相关者。与一些利益相关者进行了几次后续讨论、数据收集和验证。预先发送给利益相关者的典型问题清单详见附件 1。每种类型利益相关者的分布情况也如图 3所示。尽管存在大流行的情况，该研究还受益于对 ELV 塑料回收厂的参观/分析。
Figure 4.7: Distribution of the selected stakeholders for bilateral discussions
图 4.7：双边讨论的选定利益相关者的分布
4.7.5Adaptation for plastics recycling content to fit within the type-approval framework
调整塑料回收内容以适应型式批准框架
After the initial JRC study focusing on the entire fleet of vehicles placed on the market, the importance of integrating the recycled content target within the EU type approval (TA) legislative framework was highlighted. Because the TA procedure addresses environmental properties of the vehicles placed on the EU market, and because it already addressed circularity aspects through the recyclability, reusability and recoverability provisions (Directive 2005/64/EC), it is likely to be an appropriate and effective instrument to implement the recycled plastics targets provisions. Therefore, additional scenarios were added to base the target solely on newly type-approved vehicles from a certain data and then while more and more type approvals are granted more steadily increase the uptake of plastics recycled content in new vehicles production. The resulting additional scenarios are displayed in Table 4.14.
在 JRC 对投放市场的整个车队进行初步研究后，强调了将回收成分目标纳入欧盟型式批准 (TA) 立法框架的重要性。由于 TA 程序涉及欧盟市场上车辆的环境特性，并且它已经通过可回收性、可重复使用性和可回收性条款（指令 2005/64/EC）解决了循环性方面的问题，因此它可能是一种适当且有效的工具落实再生塑料指标规定。因此，增加了额外的情景，仅根据特定数据中新获得型式批准的车辆来制定目标，然后在获得越来越多的型式批准的同时，更加稳定地增加新车生产中塑料回收含量的使用。表 4.14 显示了由此产生的其他场景。
The chapter 5 of the JRC report describes the policy options proposed to increase recycled plastics uptake in new vehicles. These options series 1, 2 and 3 are developed at vehicle level, in line with the description of the criteria ⑥ described in chapter 5 (scope of application for the potential targets). As showed in Annex 8.1.2, the environmental and recyclability provisions of the TA apply to passenger cars (M1 category), and light commercial vehicles (N1 category). Consequently, the N1 category is additionally included in the scope of the analysis and this will modify the amount of recycled plastics demand (demand side) as well as the amount of ELV to be collected and treated in ATF (production side of ELV plastic recyclates). The policy options thus apply to an updated fleet model of newly registered vehicles gathering N1 and M1 categories, presenting a new dynamic regarding the penetration of BEV within the fleet of newly registered vehicles and also providing an increased amount of ELV to be collected per year.
JRC 报告的第五章描述了为增加新车中再生塑料的使用而提出的政策选择。这些选项系列1、2和 3 是在车辆级别开发的，符合第 5 章（潜在目标的应用范围）中描述的标准 ⑥ 的描述。如附件8.1.2所示，TA的环境和可回收性规定适用于乘用车（M1类）和轻型商用车（N1类）。因此，N1 类别被额外纳入分析范围，这将修改再生塑料需求量（需求方）以及 ATF 中收集和处理的 ELV 量（ELV 塑料回收物的生产方） 。因此，政策选项适用于新注册的 N1 和 M1 类别车辆的更新车队模型，呈现出 关于纯电动汽车在新注册车辆车队中的渗透的新动态，以及每年收集的报废汽车数量的增加。
Besides, the harmonisation of the potential recycled content targets with TA procedure implies an important change in the modelling of the recycled plastics demand. In Chapter 5 of the JRC study, the target compliance is applied to all new vehicles sold at a given year. The use of the type approval legislation for recycled content targets (i.e., making the target applicable to new vehicle types brought into the EU market after a certain date) delays the compliance of a certain share of the newly registered vehicles fleet. Indeed, it is estimated that a period of 6 to 7 years is on average needed to renew or launch a new type approval for which the compliance with environmental provision should be proven only after the application date of the measure. This should postpone by several years the demand in term of plastic recyclates, while allowing more flexibility to car manufacturers to align with the provisions.
此外，潜在回收含量目标与技术援助程序的协调意味着回收塑料需求模型的重要变化。在 JRC 研究的第五章中，目标合规性适用于特定年份销售的所有新车。对回收成分目标使用型式批准立法（即，使该目标适用于特定日期后进入欧盟市场的新车型）会延迟新注册车队中一定比例的合规性。事实上，据估计，更新或启动新的型号核准平均需要 6 至 7 年的时间，只有在该措施实施之日后才能证明其符合环境规定。这将使塑料回收的需求推迟几年，同时使汽车制造商能够更灵活地遵守规定。
4.7.6Material & Methods 材料与方法
This section highlights how the additional option 4 series are impact assessed, focusing on materials flow modelling (and associated supply/demand balance of recycled plastics) that is largely updated. It further compiles estimates regarding environmental and economic impacts, through an adaptation of the modelling of chapter 5 of the JRC study
本节重点介绍如何评估附加选项 4 系列的影响，重点关注大幅更新的材料流模型（以及相关的再生塑料供需平衡）。通过改编 JRC 研究第 5 章的模型，它进一步编制了有关环境和经济影响的估计
a) 一个）Identification of relevant new targets thresholds considering the Type approval instrument
考虑型式核准工具，确定相关的新目标阈值
In line with what has been developed in section §5.1.3, new thresholds are defined for the year 2030. The application date of the target for 2030 implies that all new types approved vehicles in 2030 and beyond will need to comply with a minimum recycled plastics content. Analysis of recent records show that the type-approval procedure is usually distributed over a certain period (typically 6 years per type on average), that will delay the full compliance of the newly registered fleet. It has been decided to keep a unique mandatory threshold for the first application year, i.e., from 2030 onward. To do so, the options, numerated “Opt.4” keeps similar levels (a,b,c) of recycled plastics compared to the options 3 previously defined for ‘All new vehicles sold’ fleet (see Table A5.1 ). This approach allows greater flexibility for manufacturers to perform their product planning, while maintaining a comparable level of overall ambition in the long run (e.g., in 2035). The date of introduction of the first target (2030) allows sufficient lead time for vehicle type developments.
根据第 §5.1.3 节中制定的内容，为 2030 年定义了新的阈值。2030 年目标的实施日期意味着 2030 年及以后批准的所有新型车辆都需要遵守最低回收量塑料含量。对最近记录的分析表明，型式批准程序通常分布在一定时期内（通常每种型式平均为 6 年），这将延迟新注册机队的完全合规性。已决定在第一个申请年（即从 2030 年起）保留独特的强制性门槛。为此，与先前为“售出的所有新车”车队定义的选项 3 相比，编号为“选项 4”的选项保持了类似水平 (a、b、c) 的再生塑料（参见表A5.1 ）。这种方法为制造商提供了更大的灵活性来执行其产品规划，同时从长远来看（例如，2035 年）保持总体目标的可比水平。第一个目标的提出日期（2030 年）为车型开发提供了充足的准备时间。
In absolute value, Option 4.b (TA2030 - 25%) represents an intermediate case compared to previous 3.b and 3.c options in term of demand for recycled plastics while option 4.c (TA2030 - 30%) corresponds to the previous option 3.c in 2035.
从绝对值来看，选项 4.b (TA2030 - 25%) 代表了与之前的 3.b 和 3.c 选项相比，就再生塑料需求而言的中间情况，而选项 4.c (TA2030 - 30%) 则对应于2035 年之前的选项 3.c。
b)Definition of archetypes and fleet renewal dynamics
原型的定义和机队更新动态
The features of the TA procedure and the time needed to generalise provisions should be captured in the growth of recycled plastics content within the fleet of newly registered vehicles. An annual growth rate is applied to the reference value for the year 2022, i.e., 2.5% recycled plastic content in vehicles. The average lifetime of a TA for M1 and N1 type is assumed to be 6 calendar years, meaning that, if the target is introduced in 2030, a vast majority of newly registered vehicles will comply with “option 4” target only by 2035.
新注册车辆车队中再生塑料含量的增长应体现技术援助程序的特点以及推广规定所需的时间。 2022年参考值采用年增长率，即车辆中再生塑料含量为2.5%。假定 M1 和 N1 类型的技术援助的平均寿命为 6 个日历年，这意味着，如果在 2030 年推出该目标，则绝大多数新注册车辆将在 2035 年之前达到“选项 4”目标。
To capture the diversity of situations among the OEMs, already described in section 4.2 of the JRC study, seven archetypes have been defined according to the time that each car manufacturer will take to fulfill the targets (each one with a given annual growth rate). For each year, the average recycled plastics content for new vehicles registered is computed.
为了捕捉 OEM 之间情况的多样性（已在 JRC 研究第 4.2 节中描述），根据每个汽车制造商实现目标所需的时间定义了七种原型（每个原型都有给定的年增长率）。每年都会计算登记的新车的平均再生塑料含量。
Among the archetypes, a normal distribution is applied to characterise the dynamics of the fleet regarding the compliance with the target. This baseline scenario represents the case where most of the manufacturers act following the archetypes 3 and 4 (each one representing 34% of the fleet of newly registered vehicles). Front-runners (archetypes 1 and 2) represent 16% of the fleet while the remaining 16% covers less advanced manufacturers (archetypes 5 and 6). The considered distribution among archetypes is depicted in Figure A5.1 for baseline, early adoption and late adoption scenarios in the JRC study.
在原型中，应用正态分布来表征机队在遵守目标方面的动态。这一基准情景代表了大多数制造商按照原型 3和4采取行动的情况（每个模型占新注册车辆总数的 34%）。领先者（原型 1和2 ）占车队的 16%，而其余 16% 则涵盖不太先进的制造商（原型 5和6 ）。图 A5.1描述了JRC 研究中基线、早期采用和后期采用场景中经过考虑的原型之间的分布。
Based on these scenarios modelling, weighted averages for baseline, early and late adoption (with weight being the share of each archetype) are then calculated to obtain S-curves representing the average recycled plastics content of newly registered vehicles for each TA policy option (4.a, 4.b., 4.c.). The results are presented in section §A5.3.a) of the JRC study.
基于这些场景建模，基线、早期和晚期采用的加权平均值（权重是每个原型的份额） 然后计算得到 S 曲线，代表每个 TA 政策选项新注册车辆的平均再生塑料含量 （4.a、4.b.、4.c.）。结果见 JRC 研究的第 §A5.3.a) 节。
c)Application to an extended fleet model including passenger cars (M1) and light commercial vehicles (N1)
适用于包括乘用车（M1）和轻型商用车（N1）在内的扩展车队模型
In the main body of the JRC study, the fleet model used to forecast annual newly registered vehicles focuses exclusively on the M1 category, i.e., passenger cars. Since the TA and the ELV directives also cover the light commercial vehicles, the N1 category is included in the scope of the assessment of this annex. This represents a notable change in terms of vehicles covered with an increase by ca. 5% of the number of vehicles included in the scope. With an average weight of 1800 kg out of which the share of plastics is 13%, an average amount of plastics of 234 kg per each N1 vehicle is assumed. The total mass of plastics per vehicles for other categories remains the same: 208 kg for ICEV and hybrid, 204 kg for BEV.
在JRC研究的主体中，用于预测年度新登记车辆的车队模型专门关注M1类别，即乘用车。由于TA和ELV指令也涵盖了轻型商用车，因此N1类别纳入本附件的评估范围。这代表了车辆覆盖范围的显着变化，增加了约 100 辆。纳入范围的车辆数量的5%。平均重量为 1800 公斤，其中塑料比例为 13%，假设每辆 N1 车辆的平均塑料用量为 234 公斤。其他类别的每辆车的塑料总质量保持不变：ICEV 和混合动力车为 208 公斤，纯电动车为 204 公斤。
In addition, the share of the zero emission vehicles within the fleet is updated to reach 100% of the vehicles sold in 2035. This is in line with the new ‘zero emission vehicles’ policy objective agreed under the EU ‘Fit for 55’ legislative framework.
此外，车队中零排放车辆的比例更新为到2035年达到所售车辆的100%。这符合欧盟“Fit for 55”立法中商定的新“零排放车辆”政策目标框架。
To estimate the quantity of recycled plastics demand in the EU, the number of vehicles manufactured in the EU (not the number of newly vehicles sold) should be considered. We estimated that 30% of the sales come from vehicles manufactured outside the EU (and thus does not enter in the EU plastics demand calculations) while 46% of the vehicles manufactured in the EU are exported. Based on these figures and the expected number of sales in the coming years, a system of equations is set up to forecast the total number of EU vehicles manufactured each year until 2035. It is found that the amount of manufactured vehicles equals 1.3 times the number of vehicles sold in the EU annually, i.e., 19.3 million in 2030 and 19.5 million in 2035 (vs. 14.9 and 15.0 millions of EU sales respectively).
要估计欧盟的再生塑料需求量，应考虑欧盟制造的车辆数量（而不是销售的新车数量）。我们估计 30% 的销量来自欧盟以外制造的车辆（因此不计入欧盟塑料需求计算），而欧盟制造的车辆中有 46% 用于出口。 根据这些数字和未来几年的预期销量，建立了一个方程组来预测 2035 年之前欧盟每年生产的汽车总数。结果发现，生产的汽车数量相当于欧盟汽车生产量的 1.3 倍。欧盟每年销售的汽车数量，即 2030 年为 1,930 万辆，2035 年为 1,950 万辆（而欧盟的年销量为 14.9 和 1,500 万辆）分别销售）。
Finally, the forecast for the ELV collection number is updated to be aligned with the baseline of the impact assessment of the ELVD revision. This baseline proposes a total ELV collection of 9.6 million in 2035. A linear regression is applied to link this number with the current amount of collected ELV, estimated to be 7.08 million. The estimated production of recycled plastics coming from ELV sources is then computed by multiplying the amount of ELV with the plastic recycling rate after dismantling, similarly to the calculations presented in section 5.2.1 and Figure 19. Three recycling rates are applied to estimate the quantity of ELV recycled plastics produced, i.e., 18%; 26%; and 35% corresponding respectively to: (i) the average scenario (AES), (ii) the front-runner's scenario (FRS), both already used in section §3.3.1 of the JRC study and (iii) the case where a 35% mandatory recycling rate is applied after dismantling.
最后，更新 ELV 收集数量的预测，以与 ELVD 修订影响评估的基线保持一致。该基线建议到 2035 年 ELV 收集总量为 960 万个。应用线性回归将该数字与当前收集的 ELV 数量（估计为 708 万个）联系起来。然后，通过将 ELV 量乘以拆解后的塑料回收率来计算来自 ELV 来源的再生塑料的估计产量，类似于第 5.2.1 节和图 19 中介绍的计算。应用三种回收率来估算数量生产的ELV再生塑料，即18%； 26%；和 35% 分别对应于： (i)平均情景 (AES)， (ii)领先者情景 (FRS)，两者均已在 JRC 研究的第 §3.3.1 节中使用，以及( iii)拆解后实行35%的强制回收率。
4.8Methodological approach for recycled content steel
回收钢成分的方法论
The analysis of impacts of setting a steel recycled content builds on the Oeko-Institut impact assessment support study related to problem definition and drivers, technical constraints in the recycling of steel and the types, numbers and compositions of vehicles in the EU fleet. This work is complemented with analysis of the economic and environmental impacts when more post-consumer scrap would be included into new vehicle production.
对设定钢铁回收含量的影响的分析建立在 Oeko-Institut 影响评估支持研究的基础上，该研究涉及问题定义和驱动因素、钢铁回收的技术限制以及欧盟车队中车辆的类型、数量和组成。当更多的消费后废料被纳入新车生产时，这项工作还通过对经济和环境影响的分析进行补充。
For this, the following main modelling assumptions and data sources of Table 4.15 apply.
为此，表 4.15 中的以下主要建模假设和数据源适用。
Table 4.14 Modelling assumptions and sources
表 4.14 建模假设和来源
|
Parameter 范围 |
Value 价值 |
Source 来源 |
|
Steel weight% in new vehicles
新车中钢材重量% |
56% |
-Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳里奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
-Driving down the impurity levels: See Slide 13, ELV dismantled+shredder to 0.10% - Arcelor Mittal - IARC 5.07.2022 Scrap for Decarbonized Steels presentations
降低杂质水平：参见幻灯片 13，ELV 拆除+破碎机至 0.10% - 安赛乐米塔尔 - IARC 5.07.2022 脱碳钢废料演示
-JRC Raw Materials Information System: https://rmis.jrc.ec.europa.eu/apps/veh/#/v/components
JRC原材料信息系统： https://rmis.jrc.ec.europa.eu/apps/veh/#/v/components |
|
Share of long products in ELV steel
ELV钢中长材的份额 |
21% |
-Driving down the impurity levels: See Slide 13, ELV dismantled+shredder to 0.10% - Arcelor Mittal - IARC 5.07.2022 Scrap for Decarbonized Steels presentations
降低杂质水平：参见幻灯片 13，ELV 拆除+破碎机至 0.10% - 安赛乐米塔尔 - IARC 5.07.2022 脱碳钢废料演示
-RMIS - Raw Materials in Vehicles (europa.eu)
RMIS - 车辆原材料 (europa.eu) |
|
Average weight new vehicle
新车平均重量 |
1.4 |
- Driving down the impurity levels: See Slide 13, ELV dismantled+shredder to 0.10% - Arcelor Mittal - IARC 5.07.2022 Scrap for Decarbonized Steels presentations
- 降低杂质水平：参见幻灯片 13，ELV 拆除+破碎机至 0.10% - Arcelor Mittal - IARC 5.07.2022 脱碳钢废料演示 |
|
1 ton of crude long steel requires
1吨粗长钢需要 |
1.10 |
per ton of ELV scrap
每吨报废汽车 |
|
1 ton of crude flat steel requires
1吨粗扁钢需要 |
1.07 |
per ton of ELV scrap
每吨报废汽车 |
The GHG savings are estimated per ton of high-quality scrap utilised better by taking the difference between the impacts per ton of the EAF scrap compared to the average global production mix which is increasingly expected to decarbonise over time.
通过计算每吨电弧炉废料与预计随着时间的推移越来越多地脱碳的全球平均生产组合之间的影响之间的差异，估算出每吨优质废料得到更好利用所节省的温室气体排放量。
Table 4.15 Environmental impact assumptions and sources
表 4.15 环境影响假设和来源
|
Environmental impacts (ton of CO2 per ton of crude steel)
环境影响（吨CO 2每吨粗钢） |
2025 |
2030 |
2035 |
2040 |
|
Average global production mix
全球平均生产结构 |
2.04 |
1.78 |
1.59 |
1.49 |
|
EAF scrap 电炉废钢 |
0.43 |
0.43 |
0.43 |
0.43 |
|
Source: 来源： |
- Making net-zero steel possible, an industry backed, 1.5C aligned transition strategy - The mission possible partnership, page 54 and 55
- 使净零钢铁成为可能，这是一项行业支持、符合 1.5C 的过渡战略 - 可能完成的合作伙伴关系，第 54 和 55 页 |
|
Production share% 产量占比% |
|
|
|
|
|
EAF scrap 电炉废钢 |
29% |
30% |
31% |
32% |
|
EAF -DRI H2 50% 电炉-DRI H2 50% |
0% |
6% |
7% |
9% |
|
EAF-DRI natural gas 电炉-直接还原天然气 |
10% |
4% |
2% |
0% |
|
BOF - DRI melt BOF-DRI熔体 |
0% |
5% |
9% |
13% |
|
BF - DRI H2 BF-DRI H2 |
0% |
9% |
16% |
22% |
|
BF – Best Available Technology
BF – 最佳可用技术 |
19% |
23% |
27% |
20% |
|
BF Average 2020 BF 平均 2020 |
43% |
23% |
9% |
5% |
|
Source: 来源： |
- Making net-zero steel possible, an industry backed, 1.5C aligned transition strategy - The mission possible partnership
- 使净零钢铁成为可能，这是一项行业支持的、与 1.5C 一致的过渡战略 - 使命可能的合作伙伴关系 |
For the economic assessment, the costs for improving scrap utilisation are estimated to be below other conversion investments. The highest share of costs are related to the improvement of scrap quality that are already covered under the policy options 3 and not taken into account here to avoid double counting. Additional sampling costs however, are connected to verification and included as specified below. The ‘revenues’ side would specifically relate to reduced future ETS compliance costs. For 2035 when free allowances under ETS have phased out, the conservative estimate for the external costs per ton of CO2eq is taken for this ‘revenue potential’.
对于经济评估，提高废钢利用率的成本估计低于其他转换投资。成本占比最高的部分与废钢质量的提高有关，这些成本已包含在政策选项 3 中，但此处未予以考虑，以避免重复计算。然而，额外的抽样成本与验证有关，并包含在下文中。 “收入”方面将具体涉及未来碳排放交易体系合规成本的降低。到 2035 年，当 ETS 下的免费配额逐步取消时，该“收入潜力”采用每吨 CO 2当量外部成本的保守估计。
Table 4.16 Economic impact assumptions and sources
表 4.16 经济影响假设和来源
|
Economic impacts 经济影响 |
|
Avoided ETS costs 避免 ETS 成本 |
2025 |
2030 |
2035 |
2040 |
|
Default scenario: Low 默认情况：低 |
84 |
108 |
132 |
156 |
|
Medium 中等的 |
142 |
185 |
227 |
269 |
|
High 高的 |
266 |
344 |
421 |
498 |
|
Source: 来源： |
European Commission, Directorate-General for Mobility and Transport, Essen, H., Fiorello, D., El Beyrouty, K., et al., Handbook on the external costs of transport: version 2019 – 1.1, Publications Office, 2020, https://data.europa.eu/doi/10.2832/51388
欧盟委员会，交通运输总司，Essen, H., Fiorello, D., El Beyrouty, K., et al.，《交通外部成本手册：2019 年 – 1.1 版》，出版办公室，2020 年，https ://data.europa.eu/doi/10.2832/51388 |
|
Sampling costs shredders 碎纸机取样费用 |
8 EUR/ ton 8欧元/吨 |
|
Source: 来源： |
- R. Su, A. Assous, Starting from scrap, the key role of circular steel in meeting climate goals, Sandbag study
- R. Su, A. Assous，从废钢开始，圆钢在实现气候目标中的关键作用，沙袋研究
- Improve the EAF scrap route for a sustainable value chain in the EU Circular Economy scenario, ESTEP, 2021
- 在欧盟循环经济情景中改善电弧炉废料路线，实现可持续价值链，ESTEP，2021 |
Table 4.17 Shifts in the energy mix per production route
表 4.17 各生产路线的能源结构变化
|
Energy mix global production
能源结构全球生产 |
Electricity 电 |
Nat. gas 纳特。气体 |
H2 |
Coal 煤炭 |
Iron ore 铁矿 |
|
per ton of crude steel
每吨粗钢 |
MWh 兆瓦时 |
m3 立方米 |
ton 吨 |
ton 吨 |
ton 吨 |
|
EAF - scrap 电炉-废钢 |
0.600 |
15 |
- |
0.020 |
0.08 |
|
EAF - DRI H2 50%
电炉-DRI H 2 50% |
0.680 |
120-151 |
|
0.020 |
1.66 |
|
EAF- DRI natural gas EAF-DRI 天然气 |
0.680 |
240-300 |
0.024 |
0.020 |
1.66 |
|
BOF - DRI melt BOF-DRI熔体 |
- |
158 |
|
0.235 |
1.22 |
|
BF - DRI H2
BF-DRI H 2 |
- |
|
0.024 |
0.235 |
1.22 |
|
BF – BAT 2020 |
- |
|
|
0.470 |
1.22 |
|
BF - Average BF - 平均 |
- |
|
|
0.635 |
1.22 |
|
Sources 来源 |
- R. Su, A. Assous, Starting from scrap, the key role of circular steel in meeting climate goals, Sandbag study, page 52
- R. Su, A. Assous，从废钢开始，圆钢在实现气候目标中的关键作用，沙袋研究，第 52 页
- Z. Fan, S.J. Friedmann, Low-carbon production of iron and steel: Technology options, economic assessment and policy, Joule 5, 829-862, April 21, 2021, Elsevier Inc.
- Z. Fan, SJ Friedmann，低碳钢铁生产：技术选择、经济评估和政策，Joule 5, 829-862，2021 年 4 月 21 日，Elsevier Inc.
- Making net-zero steel possible, an industry backed, 1.5C aligned transition strategy - The mission possible partnership, page 54 and 55
- 使净零钢铁成为可能，这是一项行业支持、符合 1.5C 的过渡战略 - 可能完成的合作伙伴关系，第 54 和 55 页 |
|
Conversions to MWh 换算为兆瓦时 |
m3 natural gas to MWh
m3 天然气 自 MWh |
0.011 |
MWh 兆瓦时 |
|
|
ton to MWh 吨 至 兆瓦时 |
33 |
MWh 兆瓦时 |
|
|
ton coal to MWh 吨煤 换算 兆瓦时 |
2.46 |
MWh 兆瓦时 |
With above values, per ton of high-quality scrap utilised better, the following shift in the (fossil fuel) energy replacements compared to the global production mix are computed. Obviously, the EAF scrap route means more electricity demand and reduced demand in the other energy types dependent on the production mix changing over time.
根据上述值，每吨优质废钢得到更好的利用，就可以计算出与全球生产结构相比（化石燃料）能源替代品的以下变化。显然，电弧炉报废路线意味着更多的电力需求和其他能源类型的需求减少，这取决于生产结构随时间的变化。
Table 4.17 Shifts in the energy mix per ton of scrap utilised better
表 4.17 更好地利用每吨废钢的能源结构变化
|
Energy type 能源类型 |
2030 |
2035 |
2040 |
|
Electricity 电 |
+0.51 |
MWh 兆瓦时 |
+0.51 |
MWh 兆瓦时 |
+0.51 |
MWh 兆瓦时 |
+0.51 |
MWh 兆瓦时 |
+0.51 |
MWh 兆瓦时 |
+0.51 |
MWh 兆瓦时 |
|
Natural gas 天然气 |
-23.61 |
m3 立方米 |
-0.25 |
MWh 兆瓦时 |
-29.68 |
m3 立方米 |
-0.31 |
MWh 兆瓦时 |
-34.27 |
m3 立方米 |
-0.36 |
MWh 兆瓦时 |
|
Hydrogen 氢 |
-0.004 |
ton 吨 |
-0.14 |
MWh 兆瓦时 |
-0.006 |
ton 吨 |
-0.20 |
MWh 兆瓦时 |
-0.007 |
ton 吨 |
-0.25 |
MWh 兆瓦时 |
|
Coal 煤炭 |
-0.40 |
ton 吨 |
-0.98 |
MWh 兆瓦时 |
-0.33 |
ton 吨 |
-0.81 |
MWh 兆瓦时 |
-0.29 |
ton 吨 |
-0.71 |
MWh 兆瓦时 |
|
Iron ore 铁矿 |
-1.20 |
ton 吨 |
|
|
-1.19 |
ton 吨 |
|
|
-1.19 |
ton 吨 |
|
|
|
Making net-zero steel possible, an industry backed, 1.5C aligned transition strategy - The mission possible partnership, page 54 and 55
使净零钢铁成为可能，行业支持、1.5C 一致的过渡战略 - 使命可能的合作伙伴关系，第 54 和 55 页 |
4.9Methodological approach for the CRM assessment – JRC
CRM 评估的方法论 – JRC
The methodological approach for the CRM assessment is included in Annex 15.1
CRM 评估的方法包含在附件 15.1 中
4.10EPR and compliance cost scenarios
EPR 和合规成本场景
The proposed measures would generate important transfer of revenues and costs between the different actors in the supply chain. They have been estimated to the extent that this is possible with a detailed assessment on which economic actor would be expected to bear the costs and, or valorise the revenues, but this depends on a range of variables.
拟议的措施将在供应链中不同参与者之间产生重要的收入和成本转移。他们的估计范围是，通过详细评估预计由哪个经济参与者承担成本和/或增加收入，这是可能的，但这取决于一系列变量。
This is the case especially for the calculation of the economic impact linked to the adoption of measures on “extended producer responsibility” under the preferred option (PO5B). The implementation of measures under PO4C aimed at improving high quality recycling and a higher recovery of waste, is likely to increase the operating and investment costs of dismantlers and shredding operators. When these costs offset the revenues for these operators, EPR schemes would require that vehicle manufacturers compensate them via appropriate financial support.
尤其是在计算与在首选方案（ PO5B ）下采取“生产者延伸责任”措施相关的经济影响时，情况尤其如此。 PO4C旨在提高废物回收质量和更高回收率的措施的实施可能会增加拆解商和破碎商的运营和投资成本。当这些成本抵消了这些运营商的收入时，EPR 计划将要求汽车制造商通过适当的财务支持对其进行补偿。
Projections have been made in this impact assessment on the additional costs for manufacturers generated by the “EPR-related” measures. The costs would depend on the profitability of dismantlers and shredders, which will be determined to a large extent by:
本次影响评估对“EPR 相关”措施给制造商带来的额外成本进行了预测。成本将取决于拆解商和破碎商的盈利能力，这在很大程度上取决于：
1.The evolution of prices of components and spare parts removed by Authorised Treatment Facilities (ATFs) for re-use or recycling, the evolution of prices of recyclates (notably compared to virgin products),
由授权处理设施 (ATF) 移除用于再利用或回收的组件和备件的价格演变、回收物价格的演变（特别是与原始产品相比）、
2.The value of the remaining hulk of ELVs sent by ATFs to shredders, as well as by the investments needed and economies of scale realised by ATFs, shredders and recyclers. Due to reduction in revenues from dismantled materials at ATFs, the value of remaining hulks is accounted for the economic impact tables presented in Annex 8.2.
ATF 送往粉碎机的剩余废旧车辆的价值，以及 ATF、粉碎机和回收商所需的投资和实现的规模经济。由于 ATF 拆除材料的收入减少，剩余废船的价值计入附件 8.2 中列出的经济影响表。
The two other main costs for vehicle manufacturers would be linked to the measures on recycled content for plastics and steel (PO2B), and to a lesser extent for the measures the circular design of vehicles (PO1C).
汽车制造商的另外两项主要成本将与塑料和钢铁回收含量措施 ( PO2B ) 相关，并在较小程度上与车辆循环设计措施 ( PO1C ) 相关。
3.For plastics recycled content, the main elements affecting these future ‘rebalances’ are the value of plastic recyclates where it assumed that due to increased availability, two-thirds of the revenues are for the recyclers and one-third for the manufacturer due to improved economies of scale and related price reductions.
对于塑料回收成分，影响未来“再平衡”的主要因素是塑料回收物的价值，假设由于可用性的增加，三分之二的收入来自回收商，三分之一的收入来自制造商（由于经济改善）规模和相关的降价。
4.A similar situation applies to the costs and revenues for improving ELV steel scrap quality. The sampling costs are attributed to the shredders, whereas the revenues are expected to be shared between the steel industry and the shredders.
类似的情况也适用于提高 ELV 废钢质量的成本和收入。取样成本由破碎商承担，而收入预计将由钢铁行业和破碎商分摊。
Finally, a significant effect related to the reduction of revenues from used vehicles at exporters and increased number of vehicles collected and dismantled at ATFs.
最后，一个重大影响与出口商二手车收入的减少以及 ATF 收集和拆解的车辆数量增加有关。
5.Some of the revenue potential will be recovered by increased sales of spare parts and the material value that ATF will pay out to the car dealers involved.
部分收入潜力将通过备件销量的增加以及 ATF 将向相关汽车经销商支付的材料价值来恢复。
Based on these 5 elements, a sensitivity analysis is conducted to understand better which cost and revenues levels per actor are possible, as specified in below Table
基于这 5 个要素，进行敏感性分析，以更好地了解每个参与者可能的成本和收入水平，如下表所示
The projections have taken into account situations ranging from one where all the costs linked to the new measures on waste treatment would be passed on from the dismantlers/shredders to the vehicle manufacturers (in which case the contribution by vehicle producers to EPR schemes would be in the order of 41�/vehicle) to the other scenario where these new costs for dismantlers and shredders would all be offset under normal market conditions (in which case the contribution by vehicle manufacturers would be around 5�/vehicle, linked to measures designed to increase the collection of ELVs essentially).
这些预测考虑了各种情况，其中与废物处理新措施相关的所有成本都将从拆解商/粉碎商转嫁给汽车制造商（在这种情况下，汽车生产商对 EPR 计划的贡献将在41 欧元/辆）到另一种情况，在正常市场条件下，拆解商和粉碎机的这些新成本将全部被抵消（在这种情况下，汽车制造商的贡献约为 5 欧元/辆，本质上与旨在增加 ELV 收集的措施有关）。
Table 4.18 Sensitivity analysis EPR compliance cost range
表 4.18 敏感性分析 EPR 合规成本范围
|
Expected cost/ revenue redistribution
预期成本/收入再分配
(2035, compared to baseline)
（2035 年，与基线相比） |
|
|
Revenues plastic recyclates
塑料回收收入 |
Min 最小 |
Default 默认 |
Max 最大限度 |
|
To recyclers 致回收商 |
40% |
67% |
100% |
|
To manufacturers (price rebalance)
致制造商（价格重新平衡） |
100% - value above 100% - 以上值 |
|
Costs steel recycled content
钢铁回收成分成本 |
Min 最小 |
Default 默认 |
Max 最大限度 |
|
Steel industry (cost HQ scrap)
钢铁行业（总部废钢成本） |
25% |
50% |
75% |
|
Manufacturers (premium RC steel)
制造商（优质 RC 钢） |
100% - value above 100% - 以上值 |
|
Revenues steel recycled content
收入 钢铁回收含量 |
Min 最小 |
Default 默认 |
Max 最大限度 |
|
Shredders (revenues HQ scrap)
碎纸机（收入总部废料） |
25% |
50% |
75% |
|
Steel industry (reduced process cost)
钢铁行业（降低加工成本） |
100% - value above 100% - 以上值 |
|
Reduced revenue dismantled hulks
拆除废船导致收入减少 |
Min 最小 |
Default 默认 |
Max 最大限度 |
|
Reduced revenue ATFs ATF 收入减少 |
80% |
90% |
100% |
|
Reduced costs shredders 降低破碎机成本 |
100% - value above 100% - 以上值 |
|
Revenues improved vehicle collection
收入改善了车辆收集 |
Min 最小 |
Default 默认 |
Max 最大限度 |
|
To ATFs 致 ATF |
0% |
75% |
100% |
|
Remains with car dealers 仍留在汽车经销商处 |
100% - value above 100% - 以上值 |
It should be noted that the impact will differ between Member States, notably between those which have already advanced EPR schemes (like the Netherlands, where producers paid a fee of 22.5�/vehicle in 2023 and 30� in 2022 to the competent PRO) and those for which have not set up any particular EPR mechanism. The contributions of vehicle manufacturers will be expected to be higher in Member States which have not set up any EPR scheme so far. The differences in costs between the Member States could not be quantified. A detailed sensitivity analysis per member state is however not feasible due to lack of detailed information.
应该指出的是，成员国之间的影响会有所不同，特别是那些已经推进 EPR 计划的国家（例如荷兰，生产商在 2023 年向主管 PRO 支付了 22.5 欧元/辆的费用，在 2022 年向主管 PRO 支付了 30 欧元）和尚未建立特定EPR机制的。在迄今为止尚未建立任何 EPR 计划的成员国中，汽车制造商的贡献预计会更高。成员国之间的成本差异无法量化。然而，由于缺乏详细信息，对每个成员国进行详细的敏感性分析是不可行的。
Annex 5: Fit For Future Platform Opinion
附件 5：适合未来平台的意见
|
Topic title 主题标题 |
Revision of the end-of-life vehicles directive and the directive on the type-approval of motor vehicles
修订报废车辆指令和机动车辆型式核准指令
|
|
|
AWP 2022 .
2022 年工作计划 。 |
|
|
Directive 2000/53/EU on end-of-life vehicles and Directive 2005/64/EC on 3R type-approval .
关于报废车辆的指令 2000/53/EU 和关于 3R 型式认证的指令 2005/64/EC 。 |
|
|
Legal reference 法律参考 |
|
Date of adoption 收养日期 |
05 December 2022 2022 年 12 月 5 日 |
|
Opinion reference 意见参考 |
2022/SBGR2/05 |
|
Policy cycle reference 政策周期参考 |
þ
|
Contribution to ongoing legislative process
对正在进行的立法进程的贡献 |
|
|
|
CWP 2022, Annex II , revision of the end-of-life vehicles Directive and the Directive on the type approval of motor vehicles with regard to their reusability, recyclability and recoverability
CWP 2022，附件 II ，报废车辆指令和机动车辆可重复使用性、可回收性和可回收性型式核准指令的修订 |
|
|
|
Commission work programme reference
委员会工作计划参考 |
|
|
|
The revision will promote a more circular approach by linking design issues to end-of-life treatment, considering rules on mandatory recycled content for certain materials of components and improving recycling efficiency. The merging of the two Directives into a single instrument, covering the whole life-cycle of the automotive sector, would provide legal clarity to economic operators and administrations, compared to the current situation which relies on a fragmented approach: cars are covered by Directive 2005/64/EC when they are put on the market, while end-of-life cars are covered by Directive 2000/53/EC. A move to online tools and the use of digital solutions would help to reduce avoidable administrative burden, notably related to the reporting obligations or other procedures, e.g. vehicle (de-) registration and notification systems. In this regard, the revision of the Directive will aim to improve the operational feasibility and implementation of the Directive, and optimize administrative burden through better use of digital solutions and coherence with other sectoral policies and legislation based on a life-cycle approach.
此次修订将通过将设计问题与报废处理联系起来，考虑对某些部件材料的强制回收成分的规则以及提高回收效率，促进更加循环的方法。与目前依赖分散方法的情况相比，将这两个指令合并为一个涵盖汽车行业整个生命周期的单一文书，将为经济运营商和管理部门提供法律清晰度：汽车受到 2005 年指令的覆盖/64/EC 投放市场时，而报废汽车则受 2000/53/EC 指令管辖。转向在线工具和使用数字解决方案将有助于减少可避免的行政负担，特别是与报告义务或其他程序有关的负担，例如车辆（取消）登记和通知系统。在这方面，该指令的修订旨在提高该指令的操作可行性和实施，并通过更好地使用数字解决方案以及基于生命周期方法与其他部门政策和立法的一致性来优化行政负担。
Planned adoption: Q2, 2023
计划采用：2023 年第二季度 |
|
|
☐
|
Contribution to the (ongoing) evaluation process
对（正在进行的）评估过程的贡献 |
|
|
|
- |
|
|
|
Title of the (ongoing) evaluation
（正在进行的）评估的标题 |
|
|
|
No 不 |
|
|
☐ |
Included in Annex VI of the Task force for subsidiarity and proportionality
纳入辅助性和相称性工作组附件六 |
|
|
|
No 不 |
|
|
☐
|
Other 其他 |
|
|
|
No 不 |
|
Have your say: Simplify! 说说你的看法：简化！ |
No relevant suggestions on this topic have been received from the public.
尚未收到公众对此主题的相关建议。 |
5.1.Suggestions summary
建议总结
Suggestion 1: Consider a digital vehicle passport including details on used materials
建议一： 考虑使用数字车辆护照，其中包括所用材料的详细信息
Suggestion 2: Refine the definitions for end-of-life vehicles and used vehicles/ parts of vehicles
建议2： 细化报废车辆和二手车/车辆零部件的定义
Suggestion 3: Consider full digitalisation of the registration system and (2) installation of a central registration system and/or interoperable systems or ensuring the compatibility and coordination of the registration systems across and within Member States
建议3： 考虑注册系统的全面数字化，以及 (2) 安装中央注册系统和/或可互操作系统，或确保成员国之间和内部注册系统的兼容性和协调
Suggestion 4: Enforce the certificate of destruction (COD) necessary for deregistration and implement a systemic differentiation between temporary and permanent deregistration
建议4： 强制执行注销所需的销毁证明（COD），并对临时注销和永久注销进行系统区分
Suggestion 5: Improve implementability of the ELV-Directive's requirements through a reward system for deregistration and/or dismantling
建议5： 通过注销和/或拆除奖励制度提高 ELV 指令要求的可实施性
Suggestion 6: Ensure coherence with other legislation, e.g., the Batteries Directive 2006/66/EC and the REACH Regulation
建议6： 确保与其他立法的一致性，例如电池指令 2006/66/EC 和 REACH 法规
Suggestion 7: Improve compliance and enforcement possibilities through more realistic targets, common methodologies, and increased producer responsibility
建议7： 通过更现实的目标、通用方法和增加生产者责任来提高合规和执行的可能性
5.2.Short description of the legislation analysed
所分析立法的简短描述
The Directive 2000/53/EU on end-of-life vehicles (ELV) aims to prevent waste from vehicles and at the reuse, recycle end-of life vehicles and their components to reduce the disposal of waste and the improvement in the environmental performance of all of the economic operators involved in the life cycle of vehicles. While harmonising environmental requirements, the Directive also seeks to ensure the smooth operation of the internal market and to avoid distortions of competition in the EU through an EU-wide framework in order to ensure coherence between national approaches. Since its adoption in 2000, the Directive has not undergone any substantial revision.
关于报废车辆 (ELV) 的指令 2000/53/EU 旨在防止车辆产生废物，并重新利用、回收报废车辆及其零部件，以减少废物处置并改善环境涉及车辆生命周期的所有经济运营商的绩效。在协调环境要求的同时，该指令还力求通过欧盟范围内的框架确保内部市场的平稳运行并避免欧盟竞争的扭曲，以确保各国做法之间的一致性。自 2000 年通过以来，该指令未进行任何实质性修订。
Directive 2005/64/EC on the type-approval of motor vehicles is the main piece of EU legislation linking the design of new vehicles and their reusability, recyclability and recoverability . It lays down administrative and technical rules to ensure that a vehicle’s parts and materials may ultimately be reused, recycled and recovered as much as possible. It makes sure that the reused components do not cause any safety or environmental risks. This legislation applies to new models and models already being produced of cars and light commercial vans to be placed on the EU market. It requires that manufacturers recommend strategies in place to properly manage the reusability, recyclability and recoverability requirements of the legislation.
关于机动车辆型式认证的指令 2005/64/EC 是欧盟立法的主要部分，将新车的设计与其可重复使用性、可回收性和可回收性联系起来 。它制定了管理和技术规则，以确保车辆的零部件和材料最终可以尽可能地重复使用、回收和回收。它确保重复使用的组件不会造成任何安全或环境风险。该立法适用于新车型以及已经生产并准备投放到欧盟市场的汽车和轻型商用货车车型。它要求制造商推荐适当的策略，以正确管理立法的可重复使用性、可回收性和可回收性要求。
Further sources of evidence:
更多证据来源：
-Have your say
有你的意见
-Legislative framework website .
立法框架网站 。
-Public consultation .
公众咨询 ．
-Evaluation SWD of the on end-of-life vehicles directive .
评估SWD关于报废车辆的指令 。
-RegHub consultation on the implementation of the end-of-life vehicles Directive .
RegHub 关于报废车辆指令实施的咨询 。
5.3.Problem description 问题描述
Existing evidence suggests the following issues:
现有证据表明存在以下问题：
The production of vehicles has undergone significant changes since the adoption of the Directive 20 years ago. These transformations have been influenced by the increasing use of new technologies and components in cars, such as plastics, carbon fibre or electronics, causing specific challenges for their recovery and recycling from ELVs.
自 20 年前该指令通过以来，车辆生产发生了重大变化。这些转变受到汽车中越来越多地使用新技术和组件（例如塑料、碳纤维或电子产品）的影响，从而给报废汽车的回收和再循环带来了特殊的挑战。
Based on stakeholders’ consultation , the evaluation reports that with regard to regulatory burdens or complexities, the most common response on this point concerned the overlaps between the ELV Directive and Batteries Directive, as collection and recycling of batteries is already regulated by the latter. Burdensome reporting was another issue highlighted by some Authorised Treatment Facilities (ATF) due to the existing duplicated reporting obligations at the national level.
根据利益相关者的咨询 ，评估报告称，就监管负担或复杂性而言，最常见的回应涉及ELV 指令和电池指令之间的重叠，因为电池的收集和回收已经受到后者的监管。由于国家层面现有的重复报告义务，繁琐的报告是一些授权处理设施 (ATF) 强调的另一个问题。
Respondents also specifically asked to simplify the reporting obligations deriving from the ELV Directive by using online tools.
受访者还特别要求简化 ELV 指令规定的报告义务 通过使用在线工具。
Secondly, changes were also proposed in the vehicle (de-) registration and notification systems, with the suggestion that vehicle registrations could be cancelled directly by authorised dismantlers, which would reduce the workload for authorities and represent an effective measure to reduce the number of untracked exports and unregulated ELVs.
其次，还建议对车辆登记和通知系统进行修改，建议由授权拆解商直接取消车辆登记，这将减少当局的工作量，也是减少未追踪车辆数量的有效措施。出口和不受监管的 ELV。
Findings of the survey on the administrative specific costs contribute also to the overall assessment of the administrative burden . Although the responses received vary between Member States and should be treated with caution, the data collected show the tendency that companies, e.g., recyclers and ATFs, on average spend more resources on technical compliance than other stakeholder types. It also appears that public authorities seem to have higher costs across most categories, but particularly for data collection, and technical compliance.
关于行政具体成本的调查结果也有助于对行政负担的总体评估 。尽管收到的答复因成员国而异，应谨慎对待，但收集的数据显示，回收商和 ATF 等公司平均在技术合规性方面花费的资源多于其他利益相关者类型。公共当局似乎在大多数类别上都有较高的成本，特别是在数据收集和技术合规方面。
The digitalisation of procedures linked to the implementation of the ELV Directive can potentially contribute to reducing administrative burden. However, regarding the other aspects, there is no clear evidence that the ELV Directive leads to unnecessary administrative burden or complex procedures for stakeholders, including private sector and public authorities.
与实施 ELV 指令相关的程序数字化可能有助于减轻行政负担。然而，就其他方面而言，没有明确证据表明ELV指令给包括私营部门和公共当局在内的利益相关者带来不必要的行政负担或复杂的程序。
Regarding coherence, there are also fairly numerous of discrepancies between the ELV Directive and other pieces of legislation. For example, the definitions of the terms “reuse” and “recycling” are different in the ELV Directive and in the Waste Framework Directive (WFD). The Waste Shipment Regulation establishes the rules governing the transboundary movement of waste vehicles, which are classified as “hazardous waste” for shipments inside and outside the EU. There is however a difficulty in distinguishing between a “used vehicle” and an “ELV” for export purposes. This is not specifically defined by the legal instruments, but guidance documents, such as the Waste Correspondents’ Guidelines No 9 on waste vehicles, have been developed. These guidelines have however proven difficult to use in practice. Another guidance document on the end-of-life vehicles provides the general rule on clarifying the links of the ELV Directive with the Directive on Waste Electrical and Electronic Equipment (WEEE) and the RoHS Directive on restriction of the use of certain hazardous substances in electrical and electronic equipment: “if the ELV Directives applies, the WEEE and RoHS Directives are not applicable”. Clearer distinction on defining which components are under the scope of the ELV Directive and which are under the scope of the RoHS/WEEE Directives would facilitate an ELV operator in attributing devices or parts of them to the correct waste stream.
关于一致性， ELV 指令与其他立法之间也存在相当多的差异。例如，ELV 指令和废物框架指令 (WFD) 中术语“再利用”和“回收”的定义是不同的。 《废物运输条例》制定了管理废弃车辆越境运输的规则，这些车辆被归类为“危险废物”，适用于欧盟境内和境外的运输。然而，区分“二手车”和用于出口目的的“ELV”存在困难。法律文书对此没有具体定义，但已经制定了指导文件，例如关于废弃车辆的《废弃物通讯员指南》第 9 。然而，这些指南已被证明难以在实践中使用。另一份关于报废车辆的指导文件提供了澄清 ELV 指令与废弃电气和电子设备 (WEEE) 指令以及限制在电气设备中使用某些有害物质的 RoHS 指令之间联系的一般规则。和电子设备：“如果 ELV 指令适用，则 WEEE 和 RoHS 指令不适用”。更清晰地区分哪些组件属于 ELV 指令的范围，哪些组件属于 RoHS/WEEE 指令的范围，将有助于 ELV 运营商将设备或其部件归入正确的废物流。
In some instances, the wording used in the Directive 2005/64/EC on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability lacks precision and leaves room for interpretation.
在某些情况下，关于机动车辆型式核准的指令 2005/64/EC 中使用的措辞涉及其可重复使用性、可回收性和可恢复性 缺乏精确性并留下解释的空间。
(Source: ELV Evaluation )
（来源：ELV 评估 ）
While embracing the objectives of the ELV Directive, the respondents to the RegHub consultation consider an update necessary, due to, e.g., changes in vehicle production (e.g., the use of new technologies and components), the increased production and use of electric vehicles, remaining unsolved problems like the handling of the certificate of destruction (COD) or a de facto absence of an extended producer responsibility for car manufacturers in many Member States. In line with the evaluation's findings, missing vehicles and illegal dismantling in unauthorised treatment facilities are a persistent problem and still constitute a major issue for the development and competitiveness of the authorised waste treatment sector and require new solutions to enable high-quality recycling.
在支持 ELV 指令的目标的同时， RegHub 咨询的受访者认为有必要进行更新，因为例如汽车生产的变化（例如，使用新技术和零部件）、电动汽车产量和使用的增加、仍然存在未解决的问题，例如销毁证明（COD）的处理或许多成员国事实上缺乏汽车制造商的延伸生产者责任。根据评估结果，未经授权的处理设施中的车辆失踪和非法拆除是一个长期存在的问题，并且仍然是授权废物处理行业发展和竞争力的一个主要问题，需要新的解决方案来实现高质量的回收。
Many respondents agree that the current ELV does not reflect sufficiently the importance of manufacturing components and materials in a way that they are easier to dismantle, reuse, recycle, and recover, and further to limit the use of non-recoverable components and hazardous substances. Only if design requirements ensure that the respective components can be removed, recycled, and/or reinstalled (in particular regarding electronics currently being blocked), can ATFs effectively work and increase their revenue and viability. The creation of recovery/disposal value chains is another prerequisite.
许多受访者一致认为，当前的ELV没有充分体现制造组件和材料的重要性，使其更易于拆卸、再利用、回收和回收，并进一步限制不可回收组件和有害物质的使用。只有设计要求确保各个组件可以拆卸、回收和/或重新安装（特别是当前被封锁的电子设备），ATF 才能有效工作并增加其收入和生存能力。创建回收/处置价值链是另一个先决条件。
The large majority of respondents to the RegHub consultation expect a revision of Directive 2005/64/EC (3R type approval) and Directive 2000/53/EC on end-of-life vehicles to clarify definitions of reusability, recyclability, and recoverability and align them with the ELV Directive and eventually increase legal certainty, transparency and avoid misinterpretation of provisions.
RegHub 咨询的绝大多数受访者期望修订关于报废车辆的指令 2005/64/EC（3R 型式批准）和指令 2000/53/EC，以澄清可重复使用性、可回收性和可回收性的定义，并调整并最终提高法律确定性、透明度并避免对条款的误解。
The absence of reliable and comparable data is seen as a major hurdle to appropriately determine both targets i.e., for recycling and recovery, and measures to counteract the phenomenon of missing vehicles and illegal export and dismantling. A common EU methodology for the calculation of the reuse and recycling targets is therefore largely supported, because it can avoid misinterpretation and create more reliable and realistic benchmarks and processes. According to the respondents, the current regulation by Decision 2005/293/EC is not precise enough, manipulatable, and would need to be transposed into a reviewed ELV Directive.
缺乏可靠和可比较的数据被视为适当确定回收和回收目标以及应对车辆失踪和非法出口和拆解现象的措施的主要障碍。因此，欧盟普遍支持计算再利用和回收目标的通用方法，因为它可以避免误解并创建更可靠和现实的基准和流程。据受访者称， 2005/293/EC 号决定的现行规定不够精确、可操作性不够，需要将其转化为经审查的 ELV 指令。
Most respondents would further support the Commission's proposal for direct cancellations of vehicle registrations by ATFs, given a solution is found for temporary deregistered vehicles' verifiable whereabouts, for which the last holder/owner should remain responsible. Moreover, only if final de-registrations are linked to an obligation to hand over to an ATF, direct cancellation makes sense (finally deregistered vehicle = waste). Another caveat is made with regard to vehicles deregistered for export: here, ATFs are not involved and some respondents argue, that therefore the final deregistration should remain with the vehicle registration authority.
大多数受访者将进一步支持委员会关于由 ATF 直接取消车辆登记的提议，因为已经找到了临时取消登记车辆可核实行踪的解决方案，而最后一个持有者/车主仍应对此负责。此外，只有当最终注销登记与移交给 ATF 的义务相关联时，直接注销才有意义（最终注销车辆 = 废物）。关于出口车辆注销登记的另一个警告是：这里不涉及 ATF，一些受访者认为，因此最终注销登记应由车辆登记机构负责。
Most respondents support a harmonised and fully digitalised deregistration process to simplify the flow of information and eventually lead to a creation of a European database that makes vehicle tracking possible and thereby tackling the issue of missing vehicles. They further advocate a harmonisation and digitalisation of CODs in order to increase their enforcement and make illegal dismantling more difficult across the EU.
大多数受访者支持统一和完全数字化的注销流程，以简化信息流，并最终创建一个欧洲数据库，使车辆跟踪成为可能，从而解决车辆失踪的问题。他们进一步提倡 COD 的协调和数字化，以加强执法力度，并使整个欧盟的非法拆除变得更加困难。
Regarding the coordination with other legislation, the respondents underline the need to harmonise limit values and definitions in order to prevent contradictions, delineate responsibilities for market authorities, facilitate controls and enforcement, and simplify waste assessment.
关于与其他立法的协调，受访者强调需要统一限值和定义，以防止矛盾、划分市场主管部门的责任、促进控制和执行并简化废物评估。
Beyond the aforementioned levers to lift administrative burden and facilitate the implementation of the ELV, the RegHub respondents have made suggestions on how an updated ELV Directive could be better aligned with core environmental principles such as the polluter-pays principle and the principle of waste hierarchy. These measures are believed to address market and regulatory failures, increase the overall implementability of the Directive, better support the objectives of a circular economy, increase the viability of ATFs, adapt to new (technological challenges), and decrease burden in the long run:
除了上述减轻行政负担和促进 ELV 实施的手段之外，RegHub 受访者还就更新后的 ELV 指令如何更好地符合核心环境原则（例如污染者付费原则和废物等级原则）提出了建议。这些措施被认为可以解决市场和监管失灵问题，提高指令的整体可实施性，更好地支持循环经济的目标，提高自动变速箱油的可行性，适应新的（技术挑战），并减轻长期负担：
·Adapt recycling and recovery targets to actual recoverability, and introduce material-specific targets – both taking into account new vehicle types and technologies;
根据实际可回收性调整回收和回收目标，并引入特定于材料的目标——两者都考虑到新的车辆类型和技术；
·Introduce a European harmonised Extended Producer Responsibility (EPR);
引入欧洲统一的生产者延伸责任（EPR）；
·Privilege the use of materials in the vehicle design that increase the recyclability and durability of vehicles.
在车辆设计中优先使用可提高车辆可回收性和耐用性的材料。
(Source: RegHub consultation )
（来源：RegHub咨询 ）
The Fit for Future Platform has acknowledged the issues raised by the legislation concerned as follows:
适应未来平台已承认有关立法提出的问题如下：
Despite an overall positive assessment of the ELV Directive's objectives and implementation after more than 20 years, it is considered not to be future proof and therefore requiring an update in line with technological change, economic and environmental requirements, as well as in alignment with sectoral legislation.
尽管 20 多年后对 ELV 指令的目标和实施进行了总体积极评估，但它被认为不能适应未来的需要，因此需要根据技术变革、经济和环境要求以及行业立法进行更新。
The current Directive, guideline and practices do not sufficiently provide for clarity, transparency and comparability regarding definitions, targets, and methodologies. Moreover, the harmonisation and digitalisation of tools and processes, such as vehicle (de-)registration, and exchange of information between waste management operators and licensing authorities, including on certificates of destruction, is not complete, which makes the management of end-of-life vehicles burdensome. Insufficient information by vehicle manufacturers about materials and components used in vehicles contributes to the economic unviability of authorised treatment facilities. Current obligations to include recyclability and durability criteria in vehicle design and production are also not conducive to achieving ELV objectives and improve recyclability, recoverability and reusability of end-of-life vehicles.
现行指令、指南和实践没有充分提供定义、目标和方法的清晰度、透明度和可比性。此外，工具和流程的协调和数字化并不完整，例如车辆登记（注销）以及废物管理运营商和许可机构之间的信息交换（包括销毁证书），这使得废物管理-生活车辆繁重。汽车制造商对汽车所用材料和部件的信息不充分，导致授权处理设施在经济上不可行。目前在车辆设计和生产中纳入可回收性和耐用性标准的义务也不利于实现报废车辆的报废车辆的可回收性、可回收性和可重复使用性目标和提高报废车辆的可回收性、可回收性和可重复使用性。
The focus of the review should therefore be on the clarification, harmonisation and extension of existing definitions, targets and methodologies across Member States and in alignment with sectoral legislation. It should provide more clarity and transparency about vehicle composition and recyclability, in particular for waste management operators and authorities.
因此，审查的重点应放在成员国现有定义、目标和方法的澄清、统一和扩展上，并与部门立法保持一致。它应该使车辆成分和可回收性更加清晰和透明，特别是对于废物管理运营商和当局而言。
Likewise, such clarity and transparency are needed for the deregistration of end-of-life vehicles, in order to be able to tackle the problem of missing vehicles and illegal dismantling. The inclusion of reviewed and new recycling and recovery targets, as well as an incentive system to improve waste reduction and recovery along the life cycle of a vehicle, from design to production to recovery, should be aimed at to effectively address new challenges.
同样，报废车辆的注销也需要如此清晰和透明，以便能够解决车辆失踪和非法拆解的问题。纳入经过审查的和新的回收和回收目标，以及改善车辆从设计到生产到回收的整个生命周期中废物减少和回收的激励制度，应旨在有效应对新的挑战。
The merge of Directive 2005/64/EC (3R type approval) and Directive 2000/53/EC on end-of-life vehicles was announced in the Commission Work Programme 2022 with a public consultation having taken place in summer/autumn 2021. While this opinion makes suggestions for the regulatory content, it does make any suggestions regarding a possible merge of the Directives.
2022 年委员会工作计划中宣布了关于报废车辆的指令 2005/64/EC（3R 型式批准）和指令 2000/53/EC 的合并，并于 2021 年夏季/秋季进行了公众咨询。该意见对监管内容提出了建议，但确实对指令可能的合并提出了任何建议。
5.4.Suggestions 建议
Suggestion 1: 建议一：Consider a digital vehicle passport including details on used materials
考虑使用数字车辆护照，其中包括所用材料的详细信息
Description: In recent years, new vehicles have become increasingly difficult to dismantle and recycle as new substances are being used and the different parts of those vehicles as well as the way they are built into the vehicle have become more complex. Yet, dismantlers are still being provided only insufficient and legally uncoordinated information by vehicle manufacturers (for instance in most Member States via the IDIS-System [International Dismantling Information System]) regarding the presence, localisation, composition and re-use potential of components in ELV and regarding the presence of (hazardous) materials hampering high quality recycling.
描述：近年来，随着新材料的使用，新车的拆卸和回收变得越来越困难，并且这些车辆的不同部件及其内置方式变得更加复杂。然而，汽车制造商仍然向拆解商提供了不充分且法律上不协调的信息（例如在大多数成员国中通过IDIS 系统 [国际拆解信息系统]） 关于零部件的存在、本地化、成分和再利用潜力ELV 以及有关妨碍高质量回收的（危险）材料的存在。
Therefore, it is recommended to consider a mandatory digital "vehicle passport" that automobile manufacturers have to provide to dismantling facilities for every new vehicle model that enters the market and in line with the applicable requirements of related regulation, such as the expected EU battery regulation. Similar procedures as for the repair and maintenance information in Annex X of the Regulation (EU) 2018/858 could be considered. This "vehicle passport" should include detailed information on the presence and localisation of vehicle parts and materials used as well as notices regarding their recyclability and references to parts for re-use. Such "product passports" already exist for other products (cf. EU Ship Recycling Regulation or Proposal for Eco-design for Sustainable Products Regulation), especially technological devices, and have become common practice in these product areas.
因此，建议考虑汽车制造商必须向每一款进入市场的新车型的拆解厂提供强制性的数字“车辆护照”，并符合相关法规的适用要求，例如预期的欧盟电池法规。 可以考虑与法规 (EU) 2018/858 附件 X 中的维修和维护信息类似的程序。该“车辆护照”应包括有关车辆零件和所用材料的存在和位置的详细信息，以及有关其可回收性的通知和重复使用零件的参考信息。 这种“产品护照”已经存在于其他产品（参见欧盟船舶回收法规或可持续产品生态设计法规提案） ，特别是技术设备，并且已成为这些产品领域的普遍做法。
In order to keep possible additional administrative burdens (e.g., through ICT-development) at acceptable levels, it is important to analyse the expected impacts of the vehicle passport on manufacturers, registration authorities, and other stakeholders in advance, and to develop any suggested system based on the experiences made with the existing systems, such as IDIS for dismantling, IMDS/GADSL/SCIP for material declarations/ SVHC declarations or individual platforms for tracking spare part availabilities (Catena-X, B-parts from individual groups of manufacturers). The simplification and reduction potential could be achieved through a targeted extraction of key information from existing platforms to respective end-users (consumers, garages, dismantlers, shredders, etc.) with different data needs.
为了将可能的额外行政负担（例如，通过信息通信技术发展）保持在可接受的水平，必须提前分析车辆通行证对制造商、登记机构和其他利益相关者的预期影响，并制定任何建议的系统基于现有系统的经验，例如用于拆卸的 IDIS、用于材料声明/SVHC 声明的 IMDS/GADSL/SCIP 或用于跟踪备件可用性的单个平台（Catena-X、来自各个制造商组的 B 零件）。通过从现有平台有针对性地向具有不同数据需求的各个最终用户（消费者、车库、拆解商、碎纸机等）提取关键信息，可以实现简化和减少的潜力。
Expected benefits: The electronic provision of such information would firstly facilitate the dismantling, re-use and recycling of vehicles and thus lower the costs of these measures. This would first and foremost decrease the burdens for dismantling facilities linked to the identification of the different materials used in the specific car type, their location inside the vehicle and the connections between the different vehicle components. Hence, the vehicle passport will lead to an easier and accelerated dismantling and recycling procedure. While the passport will increase the burdens for vehicle producers and the administration in terms of enforcing this passport, it will potentially also reduce some of the burdens for the administration in terms of the enforcement and control regarding the attainment of recycling goals by vehicle producers and dismantling facilities.
预期效益：以电子方式提供此类信息，首先将有利于车辆的拆解、再利用和回收，从而降低这些措施的成本。这首先将减轻与识别特定车型中使用的不同材料、它们在车辆内的位置以及不同车辆部件之间的连接相关的拆卸设施的负担。因此，车辆护照将使拆卸和回收程序变得更加容易和加速。虽然护照将增加车辆生产商和政府在执行护照方面的负担，但它也可能会减轻政府在车辆生产商实现回收目标和拆解方面的执法和控制方面的一些负担。设施。
The information provided would also allow more re-use and recycling and namely more "high-quality" recycling, preserving valuable materials. This would then not only have a beneficial economic impact due to the materials and components retrieved but also environmental benefits.
所提供的信息还将允许更多的再利用和回收，即更多的“高质量”回收，保护有价值的材料。这样不仅会因回收的材料和部件而产生有益的经济影响，而且还会产生环境效益。
Suggestion 2: 建议2：Refine the definitions for end-of-life vehicles and used vehicles/ parts of vehicles
细化报废车辆和二手车/车辆零部件的定义
Description: One of the largest issues with regards to the implementation of the ELV-Directive has been the illegal export of vehicles outside of the EU that are within the scope of the ELV-Directive and therefore should be disposed of within EU borders. Amongst others, one of the central issues here has been the false labelling of end-of-life vehicles as "used vehicles" in order to bypass the provisions of the ELV Directive.
描述：与实施 ELV 指令有关的最大问题之一是向欧盟以外非法出口属于 ELV 指令范围内的车辆，因此应在欧盟境内进行处置。 其中，这里的核心问题之一是将报废车辆错误地标记为“二手车”，以绕过 ELV 指令的规定。
In order for authorities to have a clear guidance on which vehicles should be allowed for export as "used vehicles" and which vehicles should be prohibited from getting exported as "end-of-life vehicles", the definitions for these categories should be specified, as it has already (at least partially, but not legally binding) been done in the Correspondents' guidelines No. 9 on the disposal of ELV, adopted by the Member States, which however are not deemed sufficient.
为了让当局对哪些车辆应允许作为“二手车”出口以及哪些车辆应禁止作为“报废车辆”出口有明确的指导，应明确这些类别的定义，正如成员国通过的关于处置报废车辆的第 9 号通讯员指南中已经（至少部分地，但不具有法律约束力）所做的那样， 然而，这还不够。
Special attention should be given to export situations in which the differentiation between vehicle 'labels' is not straightforward (e.g., hobby cars vs. end-of-life vehicles), but requires additional measures to properly supervise ELV vehicles. The implementation in Italy can be considered a favourable example for such differentiation: While the Highway Code allows deregistration for exports only if the vehicle complies with the Periodical Technical Inspection (PTI) and if no order for an extraordinary PTI has been issued by policy authorities, special cases, such as an owner selling a vehicle in another country, can be settled if the owner proves the re-registration in that country by submitting a copy of the corresponding registration certificate.
应特别注意车辆“标签”之间的区别并不直接的出口情况（例如，业余车与报废车），但需要采取额外措施来适当监管 ELV 车辆。意大利的实施可以被认为是这种区别的一个有利例子：虽然《公路法规》第条仅允许在车辆符合定期技术检验 (PTI) 且政策当局未发布特别 PTI 指令的情况下取消出口注册特殊情况，例如车主在其他国家出售车辆，如果车主通过提交相应的登记证书副本证明在该国重新登记，则可以解决。
Likewise, a revised Directive should provide clear definitions for "re-use" and "preparing for re-use", since these are essential regarding the re-use of parts of ELVs and determine whether parts for re-use are put newly on the market and need to fulfil the respective requirements.
同样，修订后的指令应提供明确的 “再利用”和“准备再利用”的定义，因为这些对于报废车辆部件的再利用至关重要，并确定再利用部件是否新投放市场并需要满足各自的要求。
Regarding damaged vehicles, it should be ensured that technically repairable vehicles and parts of vehicles can only be resold to automotive professionals. (Parts of) vehicles that cannot be technically repaired must be sold for destruction to approved centres.
对于损坏的车辆，应确保技术上可修复的车辆和车辆零件只能转售给汽车专业人士。无法进行技术维修的车辆（部件）必须出售给经批准的中心进行销毁。
Expected benefits: This would lead to more certainty with regards to which cars have to be kept within EU borders for public authorities and potentially simplify administrative processes.
预期好处：这将为公共当局确定哪些汽车必须保留在欧盟境内提供更多确定性，并可能简化行政流程。
Countries outside of the EU, in which those vehicles are generally sold and disposed of, will benefit from a stricter EU export policy in two ways, if the latter is accompanied by a stricter supervision of exports of used vehicles and spare parts: First, a reduced intake of (parts of) inappropriately dismantled end-of-life vehicles, will reduce the number of disposed of vehicles and consequently the level of pollution caused by environmental dumping. Second, a reduction of the use of older, often more polluting, vehicles in the destination countries would reduce the level of air pollution in those countries
通常出售和处置这些车辆的欧盟以外国家，如果同时对二手车和零配件出口实施更严格的监管，则将从两方面受益于更严格的欧盟出口政策：首先，减少不当拆解的报废车辆（部分）的摄入量，将减少废弃车辆的数量，从而减少因倾倒而造成的环境污染程度。其次，减少目的地国家使用旧的、往往污染更严重的车辆将降低这些国家的空气污染水平
Furthermore, the materials retrieved from those end-of-life vehicles stopped from export can be reused within the EU which leads to their value staying within the EU as well.
此外，从停止出口的报废车辆中回收的材料可以在欧盟境内重复使用，这导致它们的价值也留在欧盟境内。
Suggestion 3: 建议3：Consider full digitalisation of the registration system and (2) installation of a central registration system and/or interoperable systems or ensuring the compatibility and coordination of the registration systems across and within Member States
考虑注册系统的全面数字化，以及 (2) 安装中央注册系统和/或可互操作系统，或确保成员国之间和内部注册系统的兼容性和协调
Description: Currently, the degree of digitalisation of the registration system for vehicles varies between countries and still has not been fully achieved. This issue is also linked to the lack of a central common registration system and/or lack of compatibility and full coordination between the existing registration systems. This leads to challenges occurring for vehicle owners and public authorities, especially when a car needs to be re-registered or deregistered in another region or Member State and the registration information is not available. Such obstacles may lead to vehicle owners forgoing the deregistration procedure altogether and also to mistakes and system malfunctions happening regarding the registration and deregistration.
描述：目前，各国车辆登记系统的数字化程度各不相同，尚未完全实现。该问题还与缺乏中央通用注册系统和/或现有注册系统之间缺乏兼容性和充分协调有关。 这给车主和公共当局带来了挑战，特别是当汽车需要在另一个地区或成员国重新注册或注销且注册信息不可用时。 这些障碍可能导致车主完全放弃注销程序，也可能导致注册和注销时发生错误和系统故障。
The lack of digitalisation and coordination thus makes it difficult in some cases to determine a vehicle's status with certainty, which also facilitates the illegal dismantling and disposal of vehicles at unauthorized treatment centres and the export to countries outside of the EU.
因此，缺乏数字化和协调使得在某些情况下难以确定车辆的状态，这也助长了在未经授权的处理中心非法拆解和处置车辆以及向欧盟以外国家出口的情况。
Therefore, it is recommended, that the Commission analyses the advantages and disadvantages of a common EU digital registration system and thoroughly assesses its impacts. Should the expected administrative burden for setting up a central system exceed its expected benefits, it should at least be ensured that the different Member States' registration systems are made compatible with each other and/or are being coordinated, e.g., by harmonising the terms, data, and impact of de-registration and by requiring a harmonised digital registration of information to enable the EU-wide exchange of information, e.g., by using the EUCARIS-System, and expanding the e-CoC concept.
因此，建议委员会分析欧盟共同数字注册系统的优点和缺点，并彻底评估其影响。如果建立中央系统的预期行政负担超过其预期收益，至少应确保不同成员国的注册系统相互兼容和/或进行协调，例如通过统一条款，数据和取消注册的影响，并要求统一的数字信息注册，以实现欧盟范围内的信息交换，例如，通过使用 EUCARIS 系统， 并扩展 e-CoC 概念。
Expected benefits: While these adaptations will require additional administrative efforts in the beginning, from a long-term perspective they will simplify the administrative work and decrease the administrative burden that is linked to the registration process, as seen in Portugal or Italy, where a central digital registration system is already in place. In Italy, registration procedures both for export and scrapping are fully digitised and allow authorities and qualified private companies to access a fully telematic registry.
预期效益：虽然这些调整在一开始需要额外的行政工作，但从长远来看，它们将简化行政工作并减少与注册流程相关的行政负担，正如葡萄牙或意大利所见，那里的中央政府数字注册系统已经到位。 在意大利，出口和报废的登记程序均已完全数字化，并允许当局和合格的私营公司访问完全远程信息处理登记处。
With these improvements regarding the registration and deregistration process, these procedures will be more time-efficient and thus will also present an advantage to car owners that want to re- or deregister their vehicle in another Member State.
通过这些有关注册和注销流程的改进，这些程序将更加省时，因此也将为想要在另一个成员国重新或注销其车辆的车主带来优势。
Moreover, this would allow for better control of the vehicles' status and strengthen the ability of enforcement authorities to carry out more stringent checks on compliance. This would potentially decrease the loss of vehicles as it would improve the vehicles' traceability. This again would help against the loss of raw materials that could otherwise be recycled in the EU (as seen above).
此外，这将有助于更好地控制车辆的状态，并增强执法机构对合规性进行更严格检查的能力。这可能会减少车辆的损失，因为它会提高车辆的可追溯性。 这再次有助于防止原材料的损失，否则这些原材料可以在欧盟回收（如上所述）。
Suggestion 4: 建议4：Enforce the certificate of destruction (COD) necessary for deregistration and implement a systemic differentiation between temporary and permanent deregistration
强制执行注销所需的销毁证明（COD），并对临时注销和永久注销进行系统区分
Description: In most Member States, the deregistration is currently handled by public authorities while the dismantling is carried out by private dismantling facilities. At the same time, not all countries require the vehicle's last owner to provide a COD upon deregistration, which is serving as a proof that the vehicle has been properly dismantled, as it is required by the directive. This is due to the circumstance that some countries (e.g., Germany) do not differentiate between short-term deregistration and final deregistration or deregistration for final disposal or other purposes.
描述：在大多数成员国，注销登记目前由公共当局处理，而拆除则由私人拆除设施进行。与此同时，并非所有国家都要求车辆的最后一个车主在注销时提供 COD，这是该指令所要求的车辆已被正确拆卸的证明。这是由于一些国家（例如德国）不区分短期注销和最终注销或出于最终处置或其他目的而注销。
Thus, due to the lack of coordination, a destructed car is not necessarily also deregistered (which some Member States, e.g., Portugal, have tried to avoid by setting up a tax that only is dropped if the car is properly deregistered), and a deregistered vehicle does not necessarily need to be destructed, leading to uncertainty regarding the vehicles' status.
因此，由于缺乏协调，被毁坏的汽车不一定也被注销（一些成员国，例如葡萄牙，试图通过设立只有在汽车被正确注销时才取消的税收来避免这种情况）， 注销的车辆不一定需要销毁，从而导致车辆状态的不确定性。
Hence, it is recommended, that the Member States should be required to implement a system that requires every car owner to provide a COD issued by an authorized dismantling facility before permanent deregistration and, therefore, if not already practiced, systematically differentiate between temporary and permanent de-registration. Such system could further be harmonised across the EU, because otherwise an illegal dismantling shadow economy in one Member State may undermine the efforts in another Member State.
因此，建议成员国实施一项制度，要求每个车主在永久注销之前提供由授权拆解机构签发的 COD ，因此，如果尚未实行，应系统地区分临时注销和临时注销。并永久注销。 这种制度可以在整个欧盟进一步协调，因为否则一个成员国非法拆除影子经济可能会破坏另一个成员国的努力。
In order to decrease the workload for authorities regarding the vehicle deregistration, make it more effective and easier to enforce, the use of digitalised CODs and the strengthening of internet-based exchanges between the vehicle registration authority and the recovery facilities are seen as indispensable.
为了减少当局在车辆注销方面的工作量，使其更加有效和更容易执行，使用数字化COD以及加强车辆登记机构和回收机构之间基于互联网的交流被认为是必不可少的。
In addition to the differentiated process for deregistration, Member States could be encouraged to introduce systems of incentives that ensure that a vehicle's status is known and that temporarily deregistered vehicles are re-registered with specified time-limits. Depending on the national situation, such system may – besides de-registration time-limits – include measures such as reporting duties for car owners, or rewards for deregistration and dismantling (see suggestion 5). Other examples for incentives for vehicle owners to properly return end-of-life vehicle to ATFs, include the linking of the COD for an end-of-life vehicle to the insurance premium (as in place in the Czech Republic) or to specific taxes (e.g., road taxes in Spain).
除了差别化的注销程序外，还可以鼓励成员国引入激励制度，确保车辆的状态为人所知，并确保临时注销的车辆在规定的时限内重新注册。根据国情，除注销时限外，该制度还可以包括车主报告义务、注销拆解奖励等措施（见建议5）。 激励车主将报废车辆正确返还给 ATF 的其他例子包括将报废车辆的 COD 与保险费挂钩（如捷克共和国的规定）或特定税（例如西班牙的道路税）。
In the absence of incentives, vehicle owners might bypass the destruction obligation by temporarily deregistering an end-of-life vehicle, not having to fear any follow-up on the re-registration. The introduction of such measures should follow common guidelines to be introduced by the European Commission in order to assure a coherent treatment of temporarily deregistered vehicles. Provisions regarding time limits for temporary deregistration should be designed in a way that the administrative burden for registration authorities is kept to a minimum.
在缺乏激励措施的情况下，车主可以通过暂时注销报废车辆来绕过销毁义务，而不必担心重新注册的任何后续行动。此类措施的实施应遵循欧盟委员会提出的共同准则，以确保对临时注销车辆的一致处理。关于临时注销登记时限的规定应尽量减少登记机关的行政负担。
Direct vehicle deregistration by ATFs can be envisaged if it can be ensured that final deregistration is equivalent with the handing-over to a recovery facility (i.e., deregistered vehicle = waste).
如果可以确保最终注销等同于移交给回收设施（即注销车辆 = 废物），则可以设想由 ATF 直接注销车辆。
Expected benefits: This would ensure that only dismantled cars are permanently deregistered and that authorities have an oversight on the vehicles' status, i.e. whether it has been destructed or just temporarily deregistered.
预期效益：这将确保只有拆解的汽车才会被永久注销，并且当局可以对车辆的状态进行监督，即车辆是否已被毁坏或只是暂时注销。
In the latter case of temporary deregistration, the reporting duties of car owners on the vehicle's status and limitation of the time period, during which a vehicle can be temporarily deregistered, can act as a tool for public authorities to control the implementation of the ELV-Directive's objectives but also to ensure the tracking of vehicles even after deregistration. Likewise, can a system of (dis-)incentives encourage timely reregistration and increase the number of vehicles actually dismantled in line with the ELV Directive.
在后一种临时注销的情况下，车主对车辆状态和车辆可以临时注销的时间限制的报告义务可以作为公共当局控制ELV实施的工具。该指令的目标还在于确保即使在注销后也能跟踪车辆。同样，（抑制）激励制度是否可以鼓励及时重新注册并增加根据 ELV 指令实际拆除的车辆数量。
With the deregistration procedure thus being designed more comprehensively by better streamlining the vehicle (de)registration procedures with the ELV specific provisions, this would potentially discourage car owners from illegally selling their end-of-life vehicles or letting them be dismantled at unauthorized dismantling facilities. Hence, it would also have a positive environmental and economic (due to the materials' values) impact.
因此，注销程序的设计更加全面，根据报废汽车的具体规定，更好地简化车辆（注销）注册程序，这可能会阻止车主非法出售其报废车辆或让其在未经授权的拆解设施中被拆解。因此，它还会对环境和经济（由于材料的价值）产生积极的影响。
Suggestion 5: 建议5：Improve implementability of the ELV-Directive's requirements through a reward system for deregistration and/or dismantling
通过注销和/或拆除奖励制度提高 ELV 指令要求的可实施性
Description: With one of the biggest challenges in the implementation of the ELV-Directive being the loss of end-of-life vehicles due to illegal exports or illegal disposal, it has been observed that financial incentives have helped increase the number of cars dismantled and deregistered and therefore have helped with the implementation of the ELV-Directive.
描述：实施 ELV 指令的最大挑战之一是因非法出口或非法处置而造成的报废车辆损失， 据观察，财政激励措施有助于增加拆解汽车的数量并注销，因此有助于 ELV 指令的实施。
There are two major ways in which Member States have created such financial incentives, one being the introduction of rewards for dismantling (e.g. the "Abwrackprämie" (=scrapping premium) in Germany and similar initiatives in France, Italy and Spain in 2008/09 ) and the other one being a reward system for the deregistration for example in Portugal and Denmark. If scrapping premiums are used, they should be designed in a way that ELV recyclers are not passed over and put at a disadvantage compared to shredder companies, i.e. that the provisions allow the transfer of end-of-life vehicles to parts recyclers.
成员国主要通过两种方式制定此类财政激励措施，一是引入拆解奖励（例如德国的“Abwrackprämie”（=报废溢价），以及 2008/09 年法国、意大利和西班牙的类似举措 ），另一个是取消注册的奖励制度，例如在葡萄牙和丹麦。 如果使用报废溢价，其设计方式应确保报废汽车回收商不会被忽视并与撕碎机公司相比处于不利地位，即规定允许将报废车辆转移给零部件回收商。
Negative financial incentives for non-compliance with current regulations, such as fines for last owners/holders who dispose of their vehicle illegally or transfer only incomplete end-of-life vehicles to ATFs, and penalties for illegal dismantlers might be considered as well.
对不遵守现行法规的行为实行负面经济激励，例如对非法处置车辆的最后车主/持有人处以罚款，或仅将不完整的报废车辆转移给 ATF，并对非法拆解者进行处罚。
Therefore, it is recommended that the Commission encourages Member States to establish such reward systems for deregistration and/or dismantling, taking into account the country-specific situation. A potential reward system for dismantling could include the condition that the reward is used for more sustainable transportation alternatives (including electric cars), while a reward system for deregistration could be such that charges are levied for the duration of the temporary deregistration, which should be lifted if the car is permanently deregistered.
因此，建议委员会鼓励成员国建立此类注销和/或拆除奖励制度，同时考虑到各国的具体情况。 潜在的拆除奖励制度可能包括将奖励用于更可持续的交通替代方案（包括电动汽车）的条件，而注销的奖励制度可能是在临时注销期间收取费用，这应该如果汽车被永久注销，则该限制将被解除。
Expected benefits: This will potentially reduce the number of vehicles that are being illegally exported or disposed, thus improve implementability of the ELV-Directive. With the incentive to dispose of vehicles correctly, a reward system will also have environmental benefits due to proper recycling in authorised facilities and economic benefits due to the materials recovered.
预期效益：这将有可能减少非法出口或处置的车辆数量，从而提高 ELV 指令的可实施性。 通过激励正确处置车辆，奖励制度还将因在授权设施中进行适当回收而带来环境效益，并因回收材料而带来经济效益。
Suggestion 6: 建议6：Ensure coherence with other legislation, e.g., the Batteries Directive 2006/66/EC and the REACH Regulation
确保与其他立法的一致性，例如电池指令 2006/66/EC 和 REACH 法规
Description: Currently, treatment facilities are subject to various different provisions stemming from different directives with some of their obligations being redundant or not well aligned in certain constellations, e.g., regarding the Batteries Directive and the ELV-Directive in the case of electric vehicles. With the growth of the electric vehicle market, the revision of the ELV-Directive should therefore be closely aligned with the revision of the Batteries Directive.
描述：目前，处理设施受到不同指令所产生的各种不同规定的约束，其中一些义务在某些情况下是多余的或不一致的，例如，关于电动汽车的电池指令和 ELV 指令。 因此，随着电动汽车市场的增长，ELV 指令的修订应与电池指令的修订紧密结合。
Likewise, a revision of the ELV Directive should take into account inconsistencies and gaps currently found with regard to the REACH Regulation. In this context, special attention should be given to ensure the re-use of parts from the circular economy. While a merging of the two legislations is considered difficult, for at least limit values regarding the hazardousness of waste should be consistent.
同样，ELV 指令的修订应考虑到目前与 REACH 法规相关的不一致和差距。在此背景下，应特别注意确保循环经济零部件的再利用。虽然两项立法的合并被认为是困难的，但至少关于废物危险性的限值应该是一致的。
It is therefore recommended, to examine the reporting obligations imposed by related directives and find a clearer differentiation with regards to the applicability of the directives in order to avoid doubled reporting obligations. Moreover, contradictory definitions, limit values and targets should be assessed and streamlined.
因此，建议审查相关指令规定的报告义务，并在指令的适用性方面找到更明确的区别，以避免双重报告义务。 此外，应评估和简化相互矛盾的定义、限值和目标。
Expected benefits: This will significantly increase definitory clarity, decrease the workload with regards to reporting obligations and thus potentially lead to reporting obligations being complied with more frequently. Consistent definitions and limit values will also facilitate controls and enforcement for market surveillance authorities and simplify waste assessment with regard to its hazardousness.
预期效益：这将显着提高定义的清晰度，减少报告义务的工作量，从而可能导致更频繁地遵守报告义务。一致的定义和限值还将促进市场监管机构的控制和执行，并简化废物危险性评估。
Suggestion 7: 建议7：Improve compliance and enforcement possibilities through more realistic targets, common methodologies, and increased producer responsibility
通过更现实的目标、通用方法和增加生产者责任来提高合规和执行的可能性
Description: The current design of the ELV Directive leaves the treatment of end-of-life vehicles behind its possibilities. While country-specific circumstances need to be taken into account and accurate cost-benefit analyses need to be the basis of any revision that includes new procedures and measures, some adjustments could be considered in order to sharpen the targeting of the Directive and to address situations of market and regulatory failure. Such opportunities can currently be identified with regard to better definitions, better specifications for pre-treatment removal and post-treatment shredding, minimum quality requirements, recycled content targets, and material-specific targets for some materials. If cost-effective solutions are found, they can help to reduce the currently disproportionate regulatory burden faced by ATFs, and ultimately to achieve reuse, recycling and recovery targets in line with the polluter pays principle and the principle of waste hierarchy.
描述：ELV 指令的当前设计将报废车辆的处理抛在了后面。虽然需要考虑到具体国家的情况，并且准确的成本效益分析需要成为包括新程序和措施的任何修订的基础，但可以考虑进行一些调整，以明确指令的目标并解决具体情况市场和监管失灵。目前可以通过更好的定义、更好的预处理去除和后处理粉碎规范、最低质量要求、回收含量目标以及某些材料的特定材料目标来确定此类机会。如果找到具有成本效益的解决方案，将有助于减轻目前ATF面临的不成比例的监管负担，并最终实现符合污染者付费原则和废物等级原则的再利用、回收和回收目标。
Common definitions and methodologies can enable more realistic targets and improve recycling and recovery
通用定义和方法可以实现更现实的目标并改善回收和回收
In the absence of a common methodology for the calculation of reuse and recycling targets, a desirable cross-EU comparison of results and performance regarding the achievement of ELV targets is impossible. A common methodology could further inform a more realistic and reliable setting of benchmarks and processes. The current regulation of calculation methods in Decision 2005/293/EC is considered not to be precise enough and therefore manipulatable. It is therefore recommended to propose a common methodology in a reviewed Directive 2000/53/EC.
由于缺乏计算再利用和回收目标的通用方法，因此不可能对实现 ELV 目标的结果和绩效进行理想的跨欧盟比较。 通用方法可以进一步为更现实、更可靠的基准和流程设置提供信息。 2005/293/EC 号决定中目前对计算方法的规定被认为不够精确，因此可操纵。因此，建议在经过审查的 2000/53/EC 指令中提出通用方法。
A common definition of Post Shredder Treatment (PST) in the revised Directive could have advantages, because standardised separation and clearly defined treatment processes after shredding, leave less room for different interpretations, and eventually improve recovery and reduce environmental impact, e.g., by better management of 'fluff'. Likewise, a minimum PST quality requirement on how to perform a shredder campaign – taking into account sectoral and country specific conditions – can improve recycling quality. A common definition of PST and common methodologies must not hinder innovation and competitiveness of ATFs with regard to shredding and post-shredding technologies, and should leave sufficient room to account for national conditions. Test shreddings on randomly selected vehicles carried out in accordance with the Directive's provision could not only inform a common methodology as such, it could also help to review and establish standards for both combustion and electric vehicles.
修订后的指令中破碎机后处理 (PST) 的通用定义可能具有优势，因为破碎后的标准化分离和明确定义的处理流程减少了不同解释的空间，并最终提高回收率并减少对环境的影响，例如通过更好的管理的“绒毛”。 同样，关于如何执行粉碎机活动的最低 PST 质量要求（考虑到部门和国家的具体条件）可以提高回收质量。 PST 的共同定义和共同方法不得妨碍 ATF 在破碎和破碎后技术方面的创新和竞争力，并应留有足够的空间考虑国情。 根据该指令的规定对随机选择的车辆进行粉碎测试不仅可以提供通用方法，还可以帮助审查和建立燃烧汽车和电动汽车的标准。
Expected benefits: To introduce a binding common methodology for the calculation of reuse and recycling targets makes target values more transparent, realistic and achievable. It is thus expected to facilitate benchmarking and increase compliance with ELV targets.
预期效益：引入具有约束力的通用方法来计算再利用和回收目标，使目标值更加透明、现实和可实现。因此，预计将促进基准测试并提高对 ELV 目标的遵守程度。
A common definition of PST and a common methodology on how to perform a shredder campaign is expected to facilitate and improve recovery and reduce environmental impact, if it can be ensured that national conditions are taken into account and if new dismantling obligations are informed by comprehensive cost-benefit analyses.
如果能够确保考虑到国情，并且如果新的拆除义务以综合成本为依据，那么 PST 的共同定义以及如何开展粉碎活动的共同方法有望促进和改善恢复并减少对环境的影响。 -效益分析。
Adapted and more realistic recycling targets can improve dismantling and high-quality recycling
适应且更现实的回收目标可以改善拆解和高质量回收
The adaptation to technological development, including the increasing production and use of electric vehicles, the potential introduction of new vehicle types into the reviewed ELV Directive, and the continuous introduction of new (hazardous) substances to the vehicle production process, as well as the economic necessity to recover critical raw material, make a review of recycling targets necessary.
适应技术发展，包括电动汽车生产和使用的增加、新车型可能被纳入经审查的 ELV 指令、汽车生产过程中不断引入新的（危险）物质，以及经济有必要回收关键原材料，有必要对回收目标进行审查。
As mentioned before with regard to common calculation methods for recycling targets, any change or the creation of new (material-specific) targets should be based on reliable data and tests for different vehicle types, investigating the balance of materials and products, as well as the cost of management. To account for differences across Member States, varying fleet age and the actual capacity of dismantlers have to be considered, when determining calculation and finally targets.
如前所述，关于回收目标的通用计算方法，任何改变或创建新的（特定材料）目标都应基于可靠的数据和不同车型的测试，调查材料和产品的平衡，以及管理成本。为了考虑到成员国之间的差异，在确定计算和最终目标时，必须考虑不同的船龄和拆解商的实际能力。
It is therefore recommended to review the currently existing combined reuse and recycling targets based on weight and introduce material-specific targets, i.e., for low-volume critical raw material, where manageable and based on real data. To enable compliance, country-specific conditions have to be taken into account and waste management facilities should be supported to ensure their sustainability and competitiveness.
因此，建议审查当前现有的基于重量的组合再利用和回收目标，并引入特定于材料的目标，即针对小批量关键原材料，在可管理的情况下并基于真实数据。为了实现合规，必须考虑到各国的具体情况，并应支持废物管理设施，以确保其可持续性和竞争力。
Further, to contribute to higher rates of reuse parts to make the removal of vehicle parts before shredding mandatory under the revised Directive for a list of components that can be updated is largely supported by the RegHub network.
此外，为了提高零件的再利用率，根据修订后的指令强制要求在粉碎之前去除车辆零件，以获得可更新的零件列表，这在很大程度上得到了 RegHub 网络的支持。
Expected benefits: A higher contribution to circular economy objectives, more realistic targets, and material-specific targets based on real data will increase compliance, improve dismantling and separation, enable the recovery of critical raw material and overall increase high-quality recycling.
预期效益：对循环经济目标的更大贡献、更现实的目标以及基于真实数据的特定材料目标将提高合规性，改善拆解和分离，实现关键原材料的回收并整体提高高质量的回收利用。
Including recyclability and durability criteria in vehicle design can facilitate dismantling and lift implementation burden from ATFs
在车辆设计中纳入可回收性和耐用性标准可以促进拆卸并减轻 ATF 的实施负担
The principle of waste hierarchy favours waste prevention as most effective mean to reduce negative impact and improve resource efficiency. Vehicle manufacturers are in a good position to prevent waste, when designing their vehicles, taking into account criteria favouring the recyclability and durability of materials and components. Vehicles currently on the market are less and less easy to reuse, recycle and recover, because such criteria are not sufficiently respected. The extensive use of electronic components and the development of proprietary software or hardware also has repercussions on the vehicle design and risks to hamper cross-brand services including dismantlement. This contributes substantially to the economic unviability of ATFs, difficult and insufficient recovery, and to higher levels of pollution.
废物等级原则有利于将预防废物作为减少负面影响和提高资源效率的最有效手段。汽车制造商在设计车辆时能够很好地防止浪费，并考虑到有利于材料和零部件的可回收性和耐用性的标准。目前市场上的车辆越来越难以再利用、回收和回收，因为这些标准没有得到充分尊重。电子元件的广泛使用以及专有软件或硬件的开发也会对车辆设计产生影响，并存在阻碍跨品牌服务（包括拆解）的风险。这在很大程度上导致了 ATF 的经济不可行性、回收困难且不充分以及更高程度的污染。
In line with the polluter-pays principle, it is therefore recommended to consider the creation of incentives for vehicle manufacturers to comply with eco-design criteria, including through the introduction of a European harmonised Extended Producer Responsibility (EPR), specifically tailored to end-of-life vehicle recycling. Such measure could include a financial contribution of vehicle manufacturers to compensate the average loss per vehicle for ATFs, with a particular focus on concepts that are not economically viable (e.g., plastics, glass, batteries) . Should EPR schemes be considered for the revision of the ELV Directive, it should be ensured that well-functioning recycling processes are not disrupted. Existing effective relationships between manufacturers and ATFs should not be jeopardised by new requirements . Further discussions could also consider the role of circular VAT rates, favouring the repair and reuse of (parts of) vehicles.
因此，根据污染者付费原则，建议考虑为汽车制造商遵守生态设计标准制定激励措施，包括引入欧洲统一的生产者延伸责任（EPR），专门针对最终目标报废车辆回收。此类措施可能包括车辆制造商提供财政捐助，以补偿每辆车 ATF 的平均损失，特别关注经济上不可行的概念（例如塑料、玻璃、电池） 。如果考虑 EPR 计划来修订 ELV 指令，则应确保运作良好的回收流程不会受到干扰。制造商和 ATF 之间现有的有效关系不应受到新要求的损害 。进一步的讨论还可以考虑循环增值税税率的作用，有利于车辆（部件）的维修和再利用。
Furthermore, the suggested "vehicle passport" will only have real consequences, if the materials and components used are actually removable, reusable, recyclable and recoverable. Therefore, it is suggested to introduce design requirements and liability schemes that further facilitate dismantling and improve waste management. Modular design, standardisation, higher recovery rates, and use of recycled material and reuse of components should be encouraged, including by the setting of (new) targets, such as recycled content targets.
此外，所建议的“车辆护照”只有在所使用的材料和部件实际上是可拆卸、可重复使用、可回收和可回收的情况下才会产生真正的影响。因此，建议引入设计要求和责任方案，进一步促进拆除并改善废物管理。应鼓励模块化设计、标准化、更高的回收率以及回收材料的使用和组件的再利用，包括设定（新）目标，例如回收含量目标。
Additional measures such as mandatory life cycle analyses, where appropriate, for each vehicle and the obligation to ensure that only such materials, for which a reuse or recycle value chain is in place, are being used, can support this.
其他措施可以支持这一点，例如在适当情况下对每辆车进行强制性生命周期分析，以及确保仅使用已建立再利用或回收价值链的材料的义务。
Expected benefits: All measures are expected to incentivise vehicle manufacturers to produce better recyclable vehicles, i.e., by using less heterogenous components and improving removability, and invest more resources to develop more sustainable products and processes. Both, design requirements and financial contributions by manufacturers, will facilitate the work of ATFs, reduce their costs and increase their revenues from better management.
预期效益：所有措施预计将激励汽车制造商生产更好的可回收车辆，即通过使用更少的异质部件和提高可拆卸性，并投入更多资源来开发更可持续的产品和工艺。设计要求和制造商的财务贡献都将促进 ATF 的工作，降低其成本并通过更好的管理增加其收入。
Annex 6: Problems and drivers
附件 6：问题和驱动因素
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6.1.Introduction 介绍
The Impact Assessment addresses four main problem areas, which are partially inter-related:
影响评估解决了四个主要问题领域，这些领域部分相互关联：
1.The design and production of new vehicles do not sufficiently contribute to the ambitions of the Green Deal for a climate-neutral, clean and circular economy (“design” problem area);
新车的设计和生产不足以实现绿色协议关于气候中和、清洁和循环经济的雄心（“设计”问题领域）；
2.The treatment of vehicles at the end of their life is suboptimal compared to its potential to contribute to a climate-neutral, clean and circular economy (“end-of-life treatment” problem area);
与车辆对气候中和、清洁和循环经济做出贡献的潜力相比，车辆报废时的处理并不理想（ “报废处理”问题领域）；
3.An important share of vehicles subject to the ELV Directive are not collected to be treated in sound environmental conditions in the EU, contributing to the EU external pollution footprint in third countries (“collection” problem area);
受 ELV 指令约束的很大一部分车辆并未在欧盟收集并在良好的环境条件下进行处理，从而导致了欧盟在第三国的外部污染足迹（ “收集”问题领域）；
4.There is no EU level playing field for the design, production and end-of-life treatment of vehicles which are outside the scope of the ELV Directive, resulting in a situation where the contribution of these vehicles to the objectives of the Green Deal and circular economy objectives is under-exploited (“scope” problem area).
对于超出 ELV 指令范围的车辆的设计、生产和报废处理，没有欧盟公平的竞争环境，导致这些车辆对绿色协议和循环的目标的贡献经济目标未得到充分利用（ “范围”问题领域）。
Presentation of the problems, drivers and consequences has been framed taking into account the further structuring of the policy options, as some of these options are directly related to a single main problem, whereas others are indirectly related to multiple problems, especially in the case of extension of vehicle category scope and extended producer responsibility.
问题、驱动因素和后果的表述已考虑到政策选项的进一步构建，因为其中一些选项与单个主要问题直接相关，而另一些则与多个问题间接相关，特别是在扩大车辆类别范围并扩大生产者责任。
Figure 6.1 Overview of problems, drivers and consequences
图 6.1 问题、驱动因素和后果概述
The aim of the following sections of this Annex is to provide a descriptive overview of the problem areas, key drivers, developments and their interlinkages
本附件以下部分的目的是提供问题领域、关键驱动因素、发展及其相互联系的描述性概述
6.2. Problem area No.1: Lack of integration of circularity in vehicle design and production
问题一：车辆设计和生产中缺乏循环性整合
This is a dedicated section to overview all the relevant circularity specific problems emerging in the automotive sector that prevent the design, production of road vehicles be consistent with the levels of recycling and reuse necessary to contribute to the ambitions of the Green Deal to create a climate-neutral, clean and circular economy.
本节专门概述汽车行业中出现的所有相关循环特定问题，这些问题阻碍道路车辆的设计、生产符合实现绿色协议创造气候的雄心所需的回收和再利用水平。 ——中性、清洁、循环经济。
The evaluation of the End-of-Life Vehicle Directive and the 3R type-approval Directive identified areas where the current legislation lies behind in terms of promoting a truly circular approach for the automotive sector due to the missing links between design and end-of-life treatment stages. Therefore, this review is looking into the shortcomings of both the End-of-Life Vehicle Directive and its mirror type approval Directive on vehicle reusability, recyclability and recoverability, which prescribe the requirements for the vehicle placement on the market with the rules for the end-of-life.
对报废车辆指令和 3R 型式批准指令评估确定了当前立法在促进汽车行业真正循环方法方面落后的领域，因为设计和报废之间缺少联系。 -生命治疗阶段。因此，本次审查正在研究报废车辆指令及其后视镜型式批准指令在车辆可重复使用性、可回收性和可回收性方面的缺点，这些指令规定了车辆投放市场的要求以及报废车辆的规则。 -生命。
The following subsections provide an overview of the core circularity-related problem areas, their key drivers and consequences.
以下小节概述了与循环相关的核心问题领域、其主要驱动因素和后果。
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6.2.1What is the key problem?
关键问题是什么？
The EU is among the world's biggest producers of motor vehicles. The automotive sector provides direct and indirect jobs to 13.8 million Europeans, representing 6.1% of total EU employment. In 2021, 12 million motor vehicles (cars, vans, lorries, buses) were manufactured in the EU and 11.5 million were placed on the EU market . The production of new vehicles represents a significant impact in terms of use of raw materials. Europe’s automotive sector is responsible for 19% of the demand of the EU’s steel industry (over 7 million tonnes/year ), 10% of the overall consumption of plastics (6 million tonnes/year ), as well as a significant share of the demand for aluminium (42% for all transport equipment, around 2 million tonnes/year ), copper (6% for automotive parts ), rubber (65% of the production of general rubber goods ) and glass (1,5 million tonnes of flat glass produced at the EU ).
欧盟是世界上最大的机动车辆生产国之一。汽车行业为1380万欧洲人提供了直接和间接就业机会，占欧盟总就业人数的6.1%。 2021 年，欧盟生产了 1200 万辆机动车辆（轿车、货车、卡车、公共汽车），其中 1150 万辆投放到欧盟市场 。新车的生产对原材料的使用产生重大影响。欧洲汽车行业占欧盟钢铁行业需求的 19%（超过 700 万吨/年 ）、塑料总消费量的 10%（600 万吨/年 ），以及铝（所有运输设备的 42%，约 200 万吨/年 ）、铜（汽车零部件的 6% ）、橡胶（占产量的 65%）的需求一般橡胶制品 ）和玻璃（欧盟生产 150 万吨平板玻璃 ）。
The electrification of the automotive sector, combined with the increasing integration of electronics in vehicles, will lead to a growing use of copper, critical raw materials including rare earth elements. Rare earth elements (REEs) are mainly used for permanent magnets in EVs (average weight of 1-2 kg of permanent magnets per EVs), platinum group metals (PGMs) for catalytic converters (77% use share in autocatalysts) and printed circuit boards, gallium for lighting equipment and integrated circuits, magnesium (50% use share in automotive sector) and niobium (23% use share in automotive steel) for metal alloys, and natural rubber for production of tyres. Electric and electronic systems in vehicles also contain e.g., precious metals, gallium, tantalum, and REE.
汽车行业的电气化，加上汽车中电子设备的集成度不断提高，将导致铜、稀土元素等关键原材料的使用量不断增加。稀土元素 (REE) 主要用于电动汽车中的永磁体（每辆电动汽车的永磁体平均重量为 1-2 千克）、催化转化器中的铂族金属 (PGM)（在汽车催化剂中的使用份额为 77%）和印刷电路板、用于照明设备和集成电路的镓、用于金属合金的镁（在汽车行业中使用 50% 的份额）和铌（在汽车钢中使用 23% 的份额）以及用于生产轮胎。车辆中的电气和电子系统还含有贵金属、镓、钽和稀土元素等。
The market demand has also resulted in a steady rise in sales of Sport Utility Vehicles (SUVs). SUVs represented around 40% of annual car sales of vehicles in Europe in 2020, compared to 10% in 2010 . SUVs are heavier than conventional cars and their production requires the supply of a higher amount of primary materials, which increases considerably their environmental footprint. The relevance of these aspects is also recognised in terms of fuel efficiency. As noted in the EEA report on Monitoring CO2 emissions from passenger cars and vans in 2018 , an increase in sales of Sport utility vehicles (SUVs) was observed in recent years. In Europe, one out of three cars newly registered in 2018 were SUVs. Compared to regular cars (as hatchback or sedan), SUVs are typically heavier and have more powerful engines and larger frontal areas – all features that increase fuel consumption. On the broader terms, the EU is on the track to strengthen the CO2 emission reduction requirements . These should incentivise an increasing share of zero-emission vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality, strengthening energy security and efficiency, and the associated energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Within the global context, also the EU automotive chain is seen as a leading actor in the on-going transition towards zero-emission mobility.
市场需求也导致运动型多用途车（SUV）销量稳步增长。 2020 年，SUV 约占欧洲汽车年销量的 40%，而 2010 年这一比例为 10% 。 SUV 比传统汽车更重，其生产需要供应更多的原材料，这大大增加了其环境足迹。这些方面的相关性在燃油效率方面也得到了认可。正如欧洲经济区 2018 年监测乘用车和货车CO 2排放量的报告所述 ，近年来运动型多用途车 (SUV) 的销量有所增加。在欧洲，2018 年新登记的汽车中有三分之一是 SUV。与普通汽车（如掀背车或轿车）相比，SUV 通常更重，拥有更强大的发动机和更大的前部区域 - 所有这些功能都会增加油耗。从更广泛的角度来看，欧盟正在加强 CO 2减排要求 。这些应该会激励欧盟市场上部署的零排放车辆的份额不断增加，同时在空气质量、加强能源安全和效率以及相关的节能方面为消费者和公民带来好处，并确保汽车价值链得以维持。在全球范围内，欧盟汽车连锁店也被视为持续向零排放交通转型的主要参与者。
All these considerations led to the fact that the production of vehicles represents a considerable environmental footprint, primarily due to the GHG emissions linked to the energy required for the extraction and processing of primary materials such as coal and iron ore (for steel), bauxite (for aluminium), copper or oil (for plastics). The extraction and processing of metals represent about 10% of global greenhouse gas emissions globally . In the EU, the steel industry represents 5% of CO2 emissions while the aluminium industry accounts for 2% of global CO2 emissions. The EU consumption linked to the raw material supply chains also has a social impact in third countries and is deemed to account for 14% of imported GHG emissions .
所有这些考虑因素导致了这样一个事实：车辆的生产代表着相当大的环境足迹，这主要是由于与煤炭和铁矿石（用于钢铁）、铝土矿（用于钢铁）等初级材料的提取和加工所需的能源相关的温室气体排放。对于铝）、铜或油（对于塑料）。金属的开采和加工约占全球温室气体排放量的 10% 。在欧盟，钢铁工业占CO 2排放量的5%，而铝工业占全球CO 2排放量的2%。与原材料供应链相关的欧盟消费也对第三国产生社会影响，被认为占进口温室气体排放量的 14% 。
The dependence on primary materials is also making the supply chain for the automotive industry more vulnerable, compounding the challenges observed recently with disruptions for semi-conductors or magnesium and the hike in energy prices consecutive to the war in Ukraine.
对初级材料的依赖也使汽车行业的供应链更加脆弱，加剧了最近观察到的半导体或镁供应中断以及乌克兰战争后能源价格上涨所带来的挑战。
While the automotive industry is undergoing profound changes towards climate-neutrality when it comes to the use phase of vehicles through the electrification of the vehicle fleet, it is only starting to embrace the full transition to a circular economy. This aspect is however central for the efforts of the automotive industry to move towards the decarbonisation of their production process. In the current situation, the integration of circular models in the design, production and end-of-life stages of the vehicle lifecycle remains insufficient to attain the objectives of the Circular Economy Action Plan to “promote more circular business models by linking design issues to end-of-life treatment, consider rules on mandatory recycled content for certain materials, and improve recycling efficiency”. As a result, millions of tonnes of resources (including CRMs) are lost for the environment and the economy.
虽然汽车行业正在通过车队电气化在车辆使用阶段朝着气候中和的方向发生深刻变化，但它才刚刚开始全面向循环经济转型。然而，这一方面对于汽车行业迈向生产过程脱碳的努力至关重要。在目前的情况下，将循环模式整合到车辆生命周期的设计、生产和报废阶段仍然不足以实现《循环经济行动计划》的目标，即“通过将设计问题与循环经济联系起来，促进更多的循环商业模式”。报废处理，考虑对某些材料强制回收成分的规则，并提高回收效率”。结果，环境和经济损失了数百万吨资源（包括 CRM）。
Closely linked to this problem is that of the use of hazardous substances in vehicles and its component parts. A large variety of chemicals, some of them classified as hazardous, are used in vehicles to provide different functionalities to coatings, alloys, electrical and electronic components, lubricants, hydraulic fluids and rubber, plastic, composite and textile elements used in the different parts that ultimately constitute a vehicle. Depending on their nature, use and location in the vehicle such hazardous substances can potentially pose a risk during vehicle manufacture and its subsequent service life and will remain therein once the vehicle reaches its end-of-life. The presence of such substances in materials that result from the disassembly, shredding and subsequent processing of the different vehicle fractions can pose a risk to the operators involved in the recycling operations and, if they remain present in the recovered materials (e.g. recovered alloys, plastic, etc) may make them unsuitable for their use as secondary raw materials. This is due to risks in their subsequent processing and use and from commercial and reputational risks that make them unattractive to the market due to quality and legal constraints brought about by the presence of these substances.
与这个问题密切相关的是车辆及其零部件中有害物质的使用问题。车辆中使用了多种化学品，其中一些被归类为危险化学品，为不同部件中使用的涂层、合金、电气和电子元件、润滑剂、液压油以及橡胶、塑料、复合材料和纺织元件提供不同的功能。最终构成车辆。根据其性质、用途和在车辆中的位置，这些有害物质可能会在车辆制造及其随后的使用寿命期间构成潜在风险，并且一旦车辆达到其使用寿命，这些有害物质将保留在其中。不同车辆部件的拆卸、粉碎和后续加工产生的材料中存在此类物质，可能会对参与回收操作的操作员构成风险，并且如果它们仍然存在于回收的材料（例如回收的合金、塑料）中，可能会对参与回收操作的操作员造成风险。等）可能使它们不适合用作二次原材料。这是由于其后续加工和使用中的风险以及商业和声誉风险，由于这些物质的存在带来的质量和法律限制，使它们对市场缺乏吸引力。
The presence of hazardous substances, especially of substances of concern , in vehicles and in the materials subsequently recovered from them, may hinder the circularity of materials in vehicles, reducing their uptake into the economy and can potentially be a risk to human health and the environment during their whole life cycle. In turn this can have clear consequences in terms of adverse human and environmental health effects (due to exposure / releases of substances) and reduce the amounts of materials recovered from vehicles, thereby putting greater stress on primary resources, requiring additional waste disposal capacities and increasing the overall amount of greenhouse gas emissions typically associated to the use of primary materials (which have to replace material that would otherwise be recycled).
车辆中以及随后从车辆中回收的材料中存在有害物质，特别是受关注物质 ，可能会阻碍车辆中材料的循环利用，减少其在经济中的吸收，并可能对人类健康和环境构成潜在风险。整个生命周期的环境。反过来，这可能会对人类和环境健康产生不利影响（由于物质的暴露/释放），并减少从车辆中回收的材料数量，从而对主要资源造成更大的压力，需要额外的废物处理能力并增加通常与初级材料的使用相关的温室气体排放总量（必须替换原本可回收的材料）。
6.2.2What are the key problem drivers?
关键问题驱动因素是什么？
The drivers for this problem are a combination of market and regulatory failures which result in a lack of integration of circularity in the design and production phase of vehicles.
这个问题的驱动因素是市场和监管失灵的结合，导致车辆设计和生产阶段缺乏循环性的整合。
–Market failure - the price of primary materials is not competitive to the price of secondary materials
市场失灵 - 初级材料的价格相对于次级材料的价格没有竞争力
The prices of primary materials do not integrate the environmental externalities linked notably to their extraction and processing and have been usually lower than the prices of secondary materials due to economies of scale. Competitive price of recycled vs. virgin is highly dependent on the oil price which also hinder investments. Integration of recycled plastics is often considered as less straightforward by the automotive stakeholders due to the potential difference in mechanical or aesthetics properties and substances composition between virgin and recycled materials. The automotive industry has therefore not been incentivised to change its supply chain to source its products from recycled materials. The lack of demand for secondary materials from the automotive industry has in turn not encouraged the recycling sector to invest and increase the supply and quality of recyclates for their integration into new vehicles.
初级材料的价格没有考虑与其提取和加工密切相关的环境外部性，并且由于规模经济，通常低于次级材料的价格。再生资源与原生资源的竞争价格高度依赖于石油价格，这也阻碍了投资。由于原始材料和回收材料之间的机械或美学特性以及物质成分之间的潜在差异，汽车利益相关者通常认为回收塑料的整合不太简单。因此，汽车行业没有动力改变其供应链以从回收材料中采购产品。汽车行业对二次材料的需求不足，反过来又没有鼓励回收行业投资并增加回收材料的供应和质量，以将其整合到新车中。
–Market failure - insufficient quality and market availability of secondary materials
市场失灵 - 二次材料的质量和市场供应不足
The automotive industry relies heavily, for the production of new vehicles, on the supply of primary raw materials and uses very little recycled materials. One reason is that the automotive industry requires materials like steel or aluminium alloys with a high level of purity and/or specific properties, which are not commonly available from recycling processes. Primary raw materials are also often cheaper and produced in larger volume that recyclates. The incorporation of recycled materials in new vehicles depends on the ability to guarantee a stable supply for suitable quality and volume of materials. Absence of legally mandatory recycled content targets for vehicles at the EU level have also contributed to this situation. This is the case for plastics, which explains why the share of recycled plastics used by the automotive sector is very low (2-3% on average ), where uptake of the recyclates is carried primarily on voluntary basis.
汽车行业的新车生产严重依赖初级原材料的供应，并且很少使用回收材料。原因之一是汽车行业需要具有高纯度和/或特定性能的钢或铝合金等材料，而这些材料通常无法从回收过程中获得。初级原材料通常也更便宜，并且生产量更大，可以回收利用。新车中是否使用再生材料取决于能否保证稳定供应合适质量和数量的材料。欧盟层面缺乏法律上强制性的车辆回收成分目标也导致了这种情况。塑料就是如此，这解释了为什么汽车行业使用的再生塑料比例非常低（平均 2-3% ），而回收塑料的使用主要是在自愿的基础上进行的。
–Regulatory failure - the current EU rules have not been effective enough to improve the eco-design of vehicles
监管失败——当前的欧盟规则不足以有效改善车辆的生态设计
Regulatory requirements have focused on the use phase of vehicles (rather than production and end-of-life stages). In addition, the growing use of new techniques to assemble parts (typically gluing elements instead of using screws) makes their disassembly more challenging and costly when vehicles reach the end of their life. It also hampers recycling as it prevents the division of shredded elements. On the other hand, the provisions in the ELV Directive on the design of cars to facilitate dismantling, re-use, remanufacturing and recycling, as well as the uptake of recycled materials, are too vague and general. The most ambitious, specific and measurable provisions of the ELV Directive concern the “waste stage” of the vehicle, rather than its design and production. Article 4(1) obliges the Member States to take certain actions contributing to waste prevention, however, it is not clear how they should encourage vehicle manufacturers at the EU level to design and produce new vehicles which take into full account and facilitate the dismantling, reuse and recovery, in particular the recycling, of end-of-life vehicles, their components and materials. Moreover, the EU rules do not explain if they aim to ensure how the actions taken by the manufacturers should be coordinated and harmonized at the EU.
监管要求主要集中在车辆的使用阶段（而不是生产和报废阶段）。此外，越来越多地使用新技术来组装零件（通常是粘合元件而不是使用螺钉），这使得当车辆达到使用寿命时，拆卸零件变得更具挑战性且成本更高。它还阻碍了回收，因为它阻止了碎片的分裂。另一方面，ELV指令中关于汽车设计便于拆解、再利用、再制造和回收以及回收材料的规定过于模糊和笼统。 ELV指令中最雄心勃勃、最具体和可衡量的规定涉及车辆的“废弃阶段”，而不是其设计和生产。第4（1）条要求成员国采取某些有助于防止废物产生的行动，但尚不清楚他们应如何鼓励欧盟层面的汽车制造商设计和生产充分考虑并方便拆解的新车，报废车辆及其零部件和材料的再利用和回收，特别是回收。此外，欧盟规则没有解释它们是否旨在确保制造商采取的行动如何在欧盟得到协调和统一。
The provisions in the 3R type-approval Directive also lack precision and leave room for interpretation. Article 6(3) of the Directive states: “For the purpose of paragraph 1, the manufacturer shall recommend a strategy to ensure dismantling, reuse 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.” Generally, the manufacturer submits the strategy for dismantling etc. during the preliminary assessment. Certificate of compliance, granted during the type-approval process, shall describe this strategy recommended by the manufacturer (Article 6(5)). For this purpose, a ‘strategy’ is defined as a large-scale plan consisting of coordinated 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. Though, the ‘strategies of the vehicle manufacturers are approved by type approval authorities’, in practice this strategy does not go beyond commitments to certain strategic goals of the company and is not specific to the vehicles to be type approved. There are no explicit requirements as to the content of the strategy, except for that it “shall take into account the proven technologies available or in development at the time of the application for a vehicle type-approval”. The reference to proven technologies “in development” also creates some uncertainty as to the fact that these technologies will be available when the cars in question will become ELVs. Therefore, the effectiveness of the current provisions of the 3R type-approval Directive setting the obligation for the manufacturers to “recommend the strategy” is not clear enough to prove the compliance of a vehicle with the design related requirements prior the vehicle placement on the market.
3R型式认证指令中的规定也缺乏精确性并留有解释空间。该指令第 6 条第(3)款规定： “就第 1 款而言，制造商应提出一项策略，以确保零部件的拆卸、再利用、材料的回收和回收。该策略应考虑到申请车型批准时可用或正在开发的成熟技术。”一般情况下，厂家在初评时会提交拆解等策略。在型式核准过程中授予的合格证书应描述制造商推荐的这一策略（第 6(5) 条）。为此，“战略”被定义为一项大规模计划，包括在拆除、粉碎或类似过程、材料回收和回收方面采取的协调行动和技术措施，以确保目标可回收性和可回收率在车辆处于开发阶段时可以实现。尽管“汽车制造商的战略得到了型式核准机构的批准”，但实际上，该策略并没有超出对公司某些战略目标的承诺，也不是特定于要进行型式核准的车辆。该战略的内容没有明确的要求，只是“应考虑申请车型核准时现有或正在开发的成熟技术”。提及“正在开发”的成熟技术也带来了一些不确定性，即当相关汽车成为 ELV 时，这些技术是否可用。 因此，3R型式核准指令中规定制造商有义务“推荐策略”的现行规定的有效性不够明确，不足以证明车辆在投放市场之前符合设计相关要求。
3R-type-approval Directive is not effective enough to demonstrate that vehicles placed on the market are reusable, recyclable and recoverable, particularly when it comes to (i) verifying that the reuse, recycling and recovery targets in ELV Directive are met and (ii) incentivising a more sustainable vehicle design and production. For example, the definitions of “reusability”, “recyclability” and “recoverability” in 3R type-approval Directive refer to the “potential” for “reusability”, “recyclability” and “recoverability” . Potential recycling is quite different from actual recycling (which takes place for the vehicles concerned many years later) and it is not clear how this potential is calculated. Overall, the verification of how car manufacturers meet their obligations on “reusability”, “recyclability” and “recoverability” is largely built on an ISO standard which contains very limited elements and does not take into account the degree of development in recycling technologies. Declarations on fulfilment of the reuse, recycling and recovery targets submitted by vehicle manufacturers and checked by approval authorities, through the technical services/competent bodies, as part of the 3R Type Approval process do not reflect the achievable rates of these targets at end-of-life. In this regard, the evaluations of the ELV Directive and 3R Type-approval Directive have found minor inconsistencies between the two legislations.
3R 型式批准指令不足以证明投放市场的车辆可重复使用、可回收和可回收，特别是在 (i) 验证 ELV 指令中的重复使用、回收和回收目标是否得到满足以及 (ii) 方面）激励更具可持续性的车辆设计和生产。例如，3R型式核准指令中“可重复使用性”、“可回收性”和“可回收性”的定义是指“可重复使用性”、“可回收性”和“可回收性”的“潜力” 。潜在的回收与实际的回收（相关车辆在多年后发生）有很大不同，并且尚不清楚如何计算这种潜力。总体而言，对汽车制造商如何履行“可再利用”、“可回收”和“可回收”义务的验证很大程度上建立在ISO标准的基础上，该标准包含的内容非常有限，并且没有考虑回收技术的发展程度。作为 3R 型式批准流程的一部分，由车辆制造商提交并由批准机构通过技术服务/主管机构检查的关于实现再利用、回收和回收目标的声明并不反映这些目标在年底的可实现率。 -生活。在这方面，对 ELV 指令和 3R 型式核准指令的评估发现，两项立法之间存在细微的不一致。
According to Article 6(1) of Directive 2005/64/EC “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 point 3 of Annex IV, to manage properly the reusability, 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”.
根据指令 2005/64/EC 第 6(1) 条，“在未首先确保制造商已根据附件 IV 第 3 点制定令人满意的安排和程序来管理正确执行本指令涵盖的可重复使用性、可回收性和可回收性方面。进行初步评估后，应向制造商颁发名为“符合附件 IV 的证书”（以下简称“符合证书”）的证书。
The Directive 2005/64/EC provides a number of obligations that need to be complied with by the Member States and car manufacturers on how to demonstrate that new models comply with the relevant obligations under EU law on reusability, recyclability and recoverability. Current calculation requires the specification of the vehicle material breakdown to separate materials (e.g., glass, metals, etc.) and also an estimation of the share of material that is reusable, recyclable, recoverable or both. For this purpose, a component part is “considered as reusable, recyclable or both based on its dismantlability, assessed by: accessibility, fastening technology, and proven dismantling technologies”. A part is considered recyclable based on its material composition, and proven recycling technologies. This does not differentiate however between different qualities of recycling. Thus, for example, as observed in the case of glass used in vehicles, the existing method enables referring to glass towards the calculation of recyclability as in principle it can be dismantled and there are techniques that would allow its recycling. However, in practice, glass is usually separated from other materials through shredding activities, leading to only a low-quality recycling (e.g., backfilling) being possible.
2005/64/EC指令规定了成员国和汽车制造商需要遵守的一系列义务，以证明新车型符合欧盟法律中有关可重复使用性、可回收性和可回收性的相关义务。当前的计算需要详细说明车辆材料分解以分离材料（例如玻璃、金属等），并且还需要估计可重复使用、可回收、可回收或两者兼而有之的材料的份额。为此，零部件“根据其可拆卸性被认为是可重复使用、可回收或两者兼而有之，评估标准是：可达性、紧固技术和经过验证的拆卸技术”。根据其材料成分和经过验证的回收技术，零件被认为是可回收的。然而，这并不区分不同质量的回收。因此，例如，正如在车辆中使用的玻璃的情况下所观察到的那样，现有的方法可以参考玻璃来计算可回收性，因为原则上它可以被拆卸，并且存在允许其回收的技术。然而，在实践中，玻璃通常通过粉碎活动与其他材料分离，导致只能进行低质量的回收（例如回填）。
To conclude whether a material is recyclable, as specified in the ISO, OEMs use a list of “proven recycling technologies”. In line with the ISO 22628: 2002, technologies that have been successfully tested on a laboratory scale or above are considered to be “proven”. The list is managed by the automotive association. The ISO standard refers to additional lists of “proven technologies for fastening” and “proven technologies for dismantling”. OEMs probably have an idea of relevant technologies; however, such lists are not used in the type-approval process to conclude on the dismantlability of a part and its potential for reuse. The reuse of parts is not considered towards the calculation and in that sense though it can be concluded that the process may facilitate recycling and recovery, it is not clear why it is assumed to facilitate reuse. Though the 3R type-approval process requires manufacturers to specify recycled amounts separately, it does not require a differentiation between qualities of recycling (high quality vs. downcycling). Insofar it cannot be considered effective in facilitating recycling of components and material parts to their highest recycling potential. For instance, Article 6(5) of the 3R type-approval Directive clarifies that competent bodies acting in the name of type-approval authorities and issuing a Certificate of compliance for a manufacturer, need to “[…] describe the strategy recommended by the manufacturer […]”. Annex I(8) of the 3R type-approval Directive further requires that Type approval authorities checking the 3R calculation in a type approval submission “shall ensure that the data presentation form referred to in point 2 [the completed Annex A to standard ISO 22628: 2002] is coherent with the recommended strategy annexed to the certificate of compliance referred to in Article 6(1) of this Directive.” Though the latter article seems to clarify that the strategy needs to apply at least in part at vehicle level, according to stakeholders strategies developed by manufacturers in this respect are quite general. Manufacturers explain that the information provided in such strategies on the dismantling of vehicle components at EoL is different from dismantling information provided to IDIS and quite general in nature. However, the information provided to IDIS only concerns components addressed under Annex I (3 & 4) of the ELV Directive and in consequence dismantling of other materials and components is not always economically feasible and thus not necessarily performed. This affects the level of circularity of vehicles.
为了断定某种材料是否可回收（按照 ISO 的规定），原始设备制造商使用一系列“经过验证的回收技术”。根据 ISO 22628:2002，已在实验室规模或以上规模成功测试的技术被认为是“经过验证的”。该清单由汽车协会管理。 ISO 标准引用了“经过验证的紧固技术”和“经过验证的拆卸技术”的附加列表。 OEM 厂商可能了解相关技术；然而，此类清单不会在型式核准过程中用于得出零件的可拆卸性及其再利用潜力的结论。计算中没有考虑零件的再利用，从这个意义上说，尽管可以得出结论，该过程可能有利于回收和回收，但尚不清楚为什么假设它有利于再利用。尽管 3R 型式批准流程要求制造商单独指定回收量，但它并不要求区分回收质量（高质量与降级回收）。就目前而言，它不能被认为有效地促进组件和材料部件的回收，以达到其最高的回收潜力。例如，3R 型式核准指令第 6(5) 条明确规定，以型式核准机构名义行事并为制造商颁发合格证书的主管机构需要“[...] 描述制造商 […]”。 3R 型式核准指令附件 I(8) 进一步要求型式核准机构检查型式核准提交中的 3R 计算“应确保第 2 点中提到的数据呈现形式[已完成的 ISO 22628 标准附件 A： 2002] 与本指令第 6(1) 条提及的合格证书所附的建议策略一致。”尽管后一篇文章似乎澄清了该策略至少需要部分应用于车辆级别，但根据利益相关者的说法， 制造商在这方面制定的策略相当笼统。制造商解释说，此类策略中提供的关于停产时车辆部件拆解的信息与向 IDIS 提供的拆解信息不同，本质上相当笼统。然而，向 IDIS 提供的信息仅涉及 ELV 指令附件 I（3 和 4）中涉及的组件，因此拆除其他材料和组件在经济上并不总是可行，因此不一定要执行。这会影响车辆的循环水平。
In addition, there is no reporting obligation for the Member States and the Commission on the implementation of the 3R type-approval Directive and no regular monitoring has been carried out on this point. Therefore, it is not completely clear to what degree the way that the end-of-life requirements are linked to the 3R type-Approval Directive supports the placement on the market of vehicles that will fulfil the waste management obligations. Another important regulatory failure is that, while the overall type-approval framework has been considerably strengthened in 2018 in the aftermath of the ‘dieselgate’ with a focus on controlling emission standards, the 3R type-approval Directive has not yet been amended to reflect these changes, leaving significant legal uncertainties.
此外，成员国和委员会没有关于3R型式核准指令实施情况的报告义务，也没有对此进行定期监测。因此，尚不完全清楚报废要求与 3R 型式批准指令的关联方式在多大程度上支持将履行废物管理义务的车辆投放市场。另一个重要的监管失败是，虽然在“柴油门”之后，2018 年整体型式核准框架得到了显着加强，重点是控制排放标准，但 3R 型式核准指令尚未进行修订以反映这些问题变化，留下重大的法律不确定性。
Another example on the insufficient link between the aims of the ELV Directive and Directive 2005/64/EC is the fact that the latter considers that “tyres should be considered as recyclable” for the purpose of calculating the recyclability of cars. There is no justification for this consideration, while available data show that, despite the potential, a large part of end-of-life tyres are actually not recycled. Declarations on fulfilment of the reuse, recycling and recovery (3R) targets submitted by vehicle manufacturers and checked by approval authorities (through the technical services/competent bodies) as part of the 3R type-approval process do not always reflect the achievable rates of the 3Rs at end-of-life. It shows that the current 3R type-approval process, as the procedural tool, lacks dynamic link with the ELV Directive and the flexibility to adjust to the changes of the legislation, such as increase the ambition level of targets, introduction of material specific recycling targets, etc. It shows that the current mechanism would not be able to guarantee a market surveillance of the vehicles not being able to comply with the development of the EU legislation.
ELV 指令与 2005/64/EC 指令的目标之间联系不充分的另一个例子是，后者认为为了计算汽车的可回收性，“轮胎应被视为可回收”。这种考虑是没有道理的，而现有数据表明，尽管有潜力，但很大一部分报废轮胎实际上没有被回收。作为 3R 型式批准流程的一部分，由车辆制造商提交并由批准机构（通过技术服务/主管机构）检查的有关实现再利用、再循环和回收 (3R) 目标的声明并不总是反映可实现的比率报废时的 3R。这表明当前的3R型式核准流程作为程序工具，缺乏与ELV指令的动态联系以及适应立法变化的灵活性，例如提高目标的雄心水平、引入特定材料的回收目标等等。这表明现行机制无法保证对不符合欧盟立法发展的车辆进行市场监管。
–Regulatory/market failures – Lack of incentives to uptake secondary materials in manufacturing new vehicles
监管/市场失灵——缺乏在制造新车时采用二次材料的动力
There is no obligation in EU law that financial incentives are provided to manufacturers when they design vehicles which contain recycled materials or are composed of materials and parts which can be easily repaired, dismantled, re-used, remanufactured or recycled . The aspects of repairability, remanufacturing, reusability and recyclability are not considered so far in the of the Green Public Procurement criteria for road transport .
欧盟法律没有规定，当制造商设计含有回收材料或由易于修理、拆卸、再利用、再制造或回收的材料和零件组成的车辆时，向制造商提供经济激励 。道路运输绿色公共采购标准迄今为止尚未考虑可修复性、再制造、可重复使用性和可回收性等方面。
It is also relevant to the increased use of lightweight materials, such as composite plastics, carbon-fibre, and fibre- reinforced materials, often used to reduce the vehicle weight with the aim to curb the CO2 emissions in use, are not addressed in the ELV Directive. With the trend towards lightweight materials, this could even further affect the achievability of the circularity targets.
它还与轻质材料的使用增加有关，例如复合塑料、碳纤维和纤维增强材料，这些材料通常用于减轻车辆重量，目的是抑制使用中的 CO 2排放，但在ELV 指令。随着轻质材料的发展趋势，这甚至可能进一步影响循环目标的实现。
The 3R type-approval Directive does not sufficiently differentiate between non-recyclable and recyclable materials. De facto this allows vehicles making use of high volumes of non-recyclable to be placed on the market for which currently the EU is lacking recycling capacities.
3R 型式认证指令没有充分区分不可回收材料和可回收材料。事实上，这使得使用大量不可回收材料的车辆可以投放到欧盟目前缺乏回收能力的市场上。
–Regulatory and behavioural failures – insufficient information on dismantling
监管和行为失灵——拆除信息不足
Decisions taken during the design phase of a vehicle have a direct impact to the material recovery levels of an end-of-life vehicle. This relationship between the two stages is acknowledged by the ELV Directive, which Article 4(1), first, requires manufacturers to produce the vehicles with the aim to facilitate their dismantling – one of the most decisive criteria determining the potential and actual levels of reuse, recycling and recovery of the end-of-life vehicles and their parts. However, the problem is that current provisions do not explain on how manufacturers should apply these obligations. This lack of clarity in decision making at the early stage of designing and assembling a vehicle has a significant impact on low quality of end-of-life treatment. Article 8 of the ELV Directive provides some guidelines by obliging the producers to “use component and material coding standards, in particular to facilitate the identification of those components and materials which are suitable for reuse and recovery”. Commission Decision 2003/138/EC specifies which nomenclature of ISO component and material coding standards should be used for identification of certain plastic and rubber parts. However, as in the case of Article 8, the decision only requires identification of some material parts (plastic and rubber). While this information may facilitate identifying the parts of a certain composition and above a certain size, it does not facilitate their dismantling in terms of time and tools required for supporting this process.
车辆设计阶段做出的决策会直接影响报废车辆的材料回收水平。 ELV 指令承认这两个阶段之间的关系，该指令第 4(1) 条首先要求制造商生产车辆以方便其拆解——这是确定再利用的潜在和实际水平的最决定性标准之一、报废车辆及其零部件的回收和回收。但问题是，现行规定并未解释制造商应如何履行这些义务。在车辆设计和组装的早期阶段决策缺乏明确性，对报废处理的低质量产生了重大影响。 ELV 指令第 8 条提供了一些指导原则，要求生产商“使用组件和材料编码标准，特别是便于识别那些适合再利用和回收的组件和材料”。委员会决定 2003/138/EC 指定应使用 ISO 组件和材料编码标准的哪些命名法来识别某些塑料和橡胶部件。然而，与第 8 条的情况一样，该决定仅要求识别某些材料部件（塑料和橡胶）。虽然此信息可能有助于识别特定成分和特定尺寸以上的部件，但就支持此过程所需的时间和工具而言，它并不利于它们的拆卸。
–Regulatory failure – inconsistent and outdated provisions to restrict hazardous substances in vehicles
监管失败——限制车辆中有害物质的规定不一致且过时
The ELV Directive, in its Article 4, requires vehicle manufacturers, in liaison with material and equipment manufacturers, to limit the use of hazardous substances in vehicles and to reduce them as far as possible from the conception of the vehicle onwards, so as in particular to prevent their release into the environment, make recycling easier, and avoid the need to dispose of hazardous waste. These generic provisions are embodied into specific limitations established for four substances (lead, mercury, cadmium and hexavalent chromium) and their associated exceptions in Annex II of the Directive. There is no defined or established mechanism in the Directive to restrict further substances in vehicles and no other substances have been limited in vehicles since the adoption of the Directive in September 2000.
ELV指令第4条要求车辆制造商与材料和设备制造商合作，限制车辆中有害物质的使用，并从车辆设计开始就尽可能减少有害物质的使用，特别是防止它们释放到环境中，使回收更容易，并避免处理危险废物。这些通用规定体现在指令附件二中针对四种物质（铅、汞、镉和六价铬）及其相关例外情况制定的具体限制中。该指令中没有明确或既定的机制来限制车辆中的进一步物质，自 2000 年 9 月通过该指令以来，也没有限制车辆中的其他物质。
Consequently, there are no specific means in the Directive to address the adverse effects of additional hazardous substances in vehicles, beyond the four substances already regulated. Furthermore, the purpose of the Directive, as regards hazardous substances, as explained in its recital 11 and its Article 4, is that of reduction and control of hazardous substances in vehicles, in order to prevent their release into the environment, to facilitate recycling and to avoid the disposal of hazardous waste. The approach in the ELV Directive is not in line with the current life cycle thinking embedded in the Circular Economy Action Plan and in the Chemicals Strategy for Sustainability, which requires a full life-cycle approach in chemicals management (through one or several legislative tools) and where impacts on human health, and not only on the environment, have to be addressed.
因此，除了已经规定的四种物质之外，该指令中没有具体方法来解决车辆中其他有害物质的不利影响。此外，该指令关于有害物质的目的，如其序言 11 和第 4 条中所解释的，是减少和控制车辆中的有害物质，以防止其释放到环境中，促进回收和利用。以避免危险废物的处置。 ELV指令中的方法不符合当前循环经济行动计划和化学品可持续发展战略中所包含的生命周期思维，后者需要在化学品管理中采用完整的生命周期方法（通过一种或多种立法工具）必须解决对人类健康而不仅仅是环境的影响。
6.2.3How would the problem evolve?
问题将如何演变？
New automotive technologies will continue to develop impacting the design and production of the vehicles. Transition to circularity of the sector is based on the voluntary initiatives taken by the frontrunners. It leads to another circularity weakening prognosis upon which the incentives, to design and produce vehicles in a way which limits the use of primary materials and prefers secondary ones, will remain limited and fragmented. As a result, the dependency of the automotive industry on the use of primary materials would remain high while use of secondary materials is expected to be limited due to the absence of material specific targets on the EU rules. As regards the concrete material streams, there is expected to be a high competition of metals in the market of secondary materials, due to the increased demand linked to the more intensive production of e-vehicles. Without setting recycled content targets, demand for recyclates in cases where there is no market e.g. plastic, will not be stimulated.
新的汽车技术将继续发展，影响车辆的设计和生产。该行业向循环型的转变是基于领先者采取的自愿举措。这导致了另一种循环性减弱的预测，即以限制初级材料的使用并偏好次级材料的方式设计和生产车辆的激励措施将仍然有限且分散。因此，汽车行业对初级材料使用的依赖性仍然很高，而由于欧盟规则中缺乏具体的材料目标，预计次级材料的使用将受到限制。至于具体材料流，由于电动汽车生产更加集约化导致需求增加，预计再生材料市场上的金属竞争将会激烈。如果不设定回收含量目标，在没有塑料等市场的情况下，对回收材料的需求将不会受到刺激。
E-mobility is expected to experience significant and rapid growth over the coming decades leading to 45% of the total fleet share by 2035 . The presence of CRMs used in vehicles are expected to increase proportionally. This growth and changes of the fleet composition will come with a number of additional challenges for the repair, dismantling, recycling and recovery of the materials, including composite ones. The current framework of the ELV Directive and 3R-type-approval Directive will not be able to ensure the sustainability and competitiveness of the future vehicles and the development of e-mobility value chains, in the context of the circular economy, addressing the social, environmental and health impacts generated, in particular given the expected growth in demand. Therefore, over time, the contribution of the circular economy objectives of reuse, repair and recycling is expected to decrease.
电动汽车预计将在未来几十年内经历显着而快速的增长，到 2035 年将占到总车队份额的 45% 。车辆中使用的 CRM 预计将相应增加。机队构成的增长和变化将给材料（包括复合材料）的维修、拆卸、回收和回收带来许多额外的挑战。 ELV指令和3R型式认证指令的当前框架将无法确保未来车辆的可持续性和竞争力以及电动汽车价值链的发展，在循环经济的背景下，解决社会、产生的环境和健康影响，特别是考虑到需求的预期增长。因此，随着时间的推移，再利用、修复和回收对循环经济目标的贡献预计会下降。
These areas of problems are also highlighted in the findings of F4F platform, signalling that recently, new vehicles have become increasingly difficult to dismantle and recycle as new substances are being used and the different parts of those vehicles as well as the way they are built into the vehicle have become more complex . With the intensive electrification of vehicles and the expected increase in the use of electric components and parts, restricted access to the locked parts in the future will lead to a limited availability of valuable materials to be retrieved from these parts and components. Yet, dismantlers will continue being provided a limited information by vehicle manufacturers regarding the presence, localisation, composition and re-use potential of components in ELV and regarding the presence of (hazardous) materials hampering high quality recycling. Moreover, the digitalisation potential, such as development of digital product passport will remain unexploited in this area, thus maintaining the burden for dismantling facilities in identifying of the different materials used in the specific car type, their location inside the vehicle and the connections between the different vehicle components.
F4F平台的调查结果也强调了这些领域的问题，这表明最近，随着新物质的使用以及这些车辆的不同部件及其内置方式，新车的拆卸和回收变得越来越困难。车辆变得更加复杂 ．随着车辆电气化的深入以及电气零部件使用的预期增加，未来对锁定部件的访问限制将导致从这些零部件中回收的有价值材料的可用性有限。然而，汽车制造商将继续向拆解商提供关于ELV中部件的存在、本地化、成分和再利用潜力以及关于妨碍高质量回收的（危险）材料的存在的有限信息。此外，该领域的数字化潜力（例如数字产品护照的开发）仍未得到开发，因此拆解设施在识别特定车型中使用的不同材料、它们在车内的位置以及车辆之间的连接方面仍然承担着负担。不同的车辆部件。
It means that without the intervention, the current regulatory framework would not be sufficient to adapt future trends and development of the electrification of road transport, as an integral part of the Clean Mobility package and the Commission’s ambition to decarbonise the EU economy, improve the competitiveness of strategic value chains in the context of “Fit for 55” package to enable the automotive industry to contribute to the EU increased climate ambition for 2030 and climate neutrality target for 2050.
这意味着，如果没有干预，当前的监管框架将不足以适应道路运输电气化的未来趋势和发展，作为清洁交通一揽子计划和委员会实现欧盟经济脱碳、改善在“Fit for 55”一揽子计划的背景下提高战略价值链的竞争力，使汽车行业能够为欧盟提高 2030 年气候雄心和 2050 年气候中和目标做出贡献。
6.3. Problem area 2: Lack of quality and quantity in reuse and recycling at end-of-life treatment
问题领域 2：报废处理中再利用和回收的质量和数量不足
6.3
6.3.1What is the problem? 问题是什么？
The management of vehicles reaching the end of their life does not currently take place in optimal conditions. Based on the reports from the Member States, about 6,1 million ELVs (58%) are reported as collected at ATFs in the EU every year, representing 6,9 million tonnes of waste . Based on the average material composition of ELVs, this represents a material flow of 66% (4 million tonnes) of ferrous metals, 11% (0,7 million tonnes) of non-ferrous metals, 2% (0,1 million tonnes (glass)) and 14% (1 million tonnes ) of mixed plastics .
目前尚未在最佳条件下对达到使用寿命的车辆进行管理。根据成员国的报告，据报告，欧盟 ATF 每年收集约 610 万辆 ELV（58%），相当于 690 万吨废物 。根据报废汽车的平均材料成分，这意味着黑色金属的材料流量占 66%（400 万吨），有色金属占 11%（70 万吨），有色金属占 2%（10 万吨）。玻璃））和 14%（100 万吨 ）混合塑料 。
Article 7 of the ELV Directive sets out 85% target for the re-use and recycling and 95% target for re-use and recovery of ELVs. Member States reports show a high degree of compliance with both targets at EU-level: 88% for the reuse/recycling and 94% for re-use/ recovery based on an average weight of an ELV.
ELV指令第7条规定了报废汽车85%的再利用和回收率目标以及95%的再利用和回收率目标。成员国报告显示，欧盟层面对这两个目标的遵守程度很高：根据报废汽车的平均重量，再利用/回收率为 88%，再利用/回收率为 94%。
Figure 6.2 Reuse/recovery and reuse/recycling rate for end-of-life vehicles, 2019
图 6.2 2019 年报废车辆的再利用/回收和再利用/回收率
While overall statistical reporting shows a positive trend, a significant amount of materials from end-of-life vehicles (ELVs) is still being sent to landfills or incinerated, generating negative environmental externalities. The share of spare parts and components from ELVs which are re-used or remanufactured remains very low.
虽然总体统计报告显示出积极的趋势，但报废车辆 (ELV) 中的大量材料仍被送往垃圾填埋场或焚烧，产生负环境外部性。报废汽车中重复使用或再制造的备件和组件的比例仍然很低。
The management of plastic waste from ELVs poses particular challenges. The share of plastics in the composition of vehicles has considerably increased, and today range from 14 to 18% of the total weight of new passenger cars. This increase is linked to the attempts by the automotive industry to reduce the greenhouse gas emissions linked to the use of vehicles, through a decrease in the weight of the materials contained in vehicles, and the replacement of heavy ones like steel with lightweight ones like plastics. Only 19% of plastics or 0,2 million tonnes from ELV is currently going to recycling and 0.1 million tonnes effectively recycled, while around 0.8 million tonnes of plastic waste ends up every year in landfills (40%) or is sent to waste-to-energy facilities (41%). Carbon fibres and most of all, glass fibres reinforced plastics are other lightweight materials more and more integrated in new vehicles, and which cannot currently be recycled. In addition to this, the generalisation of electronics in new vehicles also poses considerable challenges when vehicles reach the end of their life, as most of the critical raw materials including rare earth elements that they contain are currently not recycled . Finally, while the recycling rates of metals like steel (88%) or aluminium (95%) from ELVs are high, the quality of the scrap is often suboptimal due to contamination with other materials during the shredding process (typically high level of copper content in steel scrap and unsorted aluminium alloys with zinc, copper, silicon and magnesium alloying elements accumulating in cast aluminium).
报废汽车塑料废物的管理面临着特殊的挑战。塑料在车辆成分中所占的比例已大幅增加，目前占新乘用车总重量的 14% 至 18%。这一增长与汽车行业试图通过减轻车辆所用材料的重量以及用塑料等轻质材料替代钢铁等重型材料来减少与车辆使用相关的温室气体排放量有关。 。目前，只有 19% 的塑料（即来自 ELV 的 20 万吨）被回收，其中 10 万吨得到了有效回收，而每年约有 80 万吨塑料废物最终进入垃圾填埋场（40%）或被送往废物处理厂。 -能源设施（41%）。碳纤维，尤其是玻璃纤维增强塑料是越来越多地集成到新车中的其他轻质材料，但目前无法回收。除此之外，当车辆达到其使用寿命时，新车中电子设备的普及也带来了相当大的挑战，因为大多数关键原材料（包括其所含的稀土元素）目前无法回收 。最后，虽然报废汽车中钢 (88%) 或铝 (95%) 等金属的回收率很高，但由于在粉碎过程中受到其他材料的污染（通常铜含量较高），废料的质量往往不理想。在废钢和未分类的铝合金中，锌、铜、硅和镁合金元素在铸铝中积累）。
Beyond its environmental impact, the suboptimal management of waste from ELVs represents a loss of resources for the industry in the EU, either because waste is not recycled back into the economy (especially for plastics or glass) or because the quality of the scrap is often too low (especially for steel and aluminium), so that it cannot be used for future applications, low carbon production and requires the mixing with an important share of primary raw materials when it is further processed.
除了对环境的影响之外，对报废汽车废物的次优管理还代表了欧盟该行业的资源损失，要么是因为废物没有被回收回经济（尤其是塑料或玻璃），要么是因为废料的质量通常很差。太低（特别是对于钢和铝） ，以至于不能用于未来的应用、低碳生产，并且在进一步加工时需要与重要份额的初级原材料混合。
6.3.2What are the problem drivers?
问题驱动因素是什么？
The potential for higher quantity and quality of materials from ELVs to be re-used, remanufactured and recycled remains underexploited, due to the following regulatory, market and behavioural failures:
由于以下监管、市场和行为失灵，报废汽车中更高数量和质量的材料再利用、再制造和回收的潜力仍未得到充分开发：
–Regulatory failure - definitions are not aligned with the sectoral legislation
监管失败——定义与部门立法不一致
The definition of “recycling” in the ELV Directive is broader than the definition of recycling which applies to all other types of waste, pursuant to the Waste Framework Directive. Indeed, “backfilling ” is accounted for as recycling under the ELV Directive, which is not the case under the later Waste Framework Directive. In some Member States, considerable amounts of wastes from ELVs, especially inerts, glass particles, mixed plastics, rubbers, fibres and textiles are destined to backfilling, which is accounted as recycled.
根据废物框架指令，ELV 指令中“回收”的定义比适用于所有其他类型废物的回收定义更广泛。事实上，“回填 ”在ELV指令下被视为回收，而在后来的废物框架指令下则并非如此。在一些成员国，大量来自报废汽车的废物，特别是惰性物质、玻璃颗粒、混合塑料、橡胶、纤维和纺织品将被用于回填，这些废物被视为可回收的。
While the Waste Framework Directive distinguishes between ‘reuse’ and ‘preparing for reuse’, the ELV Directive establishes its own definition of ‘reuse’. Under Article 2(6) of the ELV Directive ‘reuse’ means any operation by which components of end-of-life vehicles are used for the same purpose for which they were conceived.
虽然废物框架指令区分了“再利用”和“准备再利用”，但 ELV 指令建立了自己的“再利用”定义。根据 ELV 指令第 2(6) 条，“再利用”是指将报废车辆的部件用于其设计目的的任何操作。
The Waste Framework Directive (WFD) (Article 3(13)) adopts a different approach. Here ‘re-use’ means any operation by which products or components that are not waste are used again for the same purpose for which they were conceived. Therefore, the WFD includes a definition for “Preparing for re-use” as checking, cleaning or repairing recovery operations, by which products or components of products that have become waste are prepared so that they can be re-used without any other pre-processing. The ELV Directive does not provide the definition on “preparation for reuse”, which means that components of a vehicle that has reached the waste phase are reused. There is a lack of clear definition on the status of these components as if they shall be considered as waste or not. If yes, the definition of “reuse” according to ELV Directive is not aligned with the WFD, thus the components that have reached the waste phase can be used for reuse, whereas in the WFD this is enabled through their “preparing for reuse”. Components that are considered as waste, their shipment for re-use or remanufacturing is more challenging (e.g., higher transport costs, higher administrative burden).
废物框架指令 (WFD) （第 3(13) 条）采用了不同的方法。这里的“再利用”是指将非废物的产品或组件再次用于其最初设计目的的任何操作。因此，WFD 将“准备再利用”定义为检查、清洁或修复回收操作，通过这些操作，对已成为废物的产品或产品组件进行准备，以便无需任何其他预先处理即可重新使用。加工。 ELV指令没有提供“准备再利用”的定义，这意味着已达到废物阶段的车辆部件将被再利用。对于这些组件的状态缺乏明确的定义，是否应将它们视为废物。如果是，则 ELV 指令中“再利用”的定义与 WFD 不一致，因此达到废弃阶段的组件可以用于再利用，而在 WFD 中，这是通过“准备再利用”来实现的。被视为废物的组件，其运输再利用或再制造更具挑战性（例如，更高的运输成本、更高的管理负担）。
Removal of parts from ELVs prior to shredding is a precondition for increasing their rate of reuse of. It also supports higher quality recycling notably, in cases where it is not feasible to recycle a certain fraction after shredding (e.g., neodymium magnets) or where such recycling is limited in the quality of secondary raw material that it can achieve due to a high level of impurities (e.g., aluminium). The ELV Directive sets out minimum technical requirements for treatment of ELVs to promote reuse and recycling (Article 6(1) and (3) and Annex I(4)) that are not sufficiently precise and thus have limited effect on reuse., the list of parts/materials to be removed before shredding is rather limited. Stakeholders have mentioned additional parts for which removal prior to shredding enables reuse or higher quality recycling. These are primarily the electric components which have become prevalent in supporting new functions and boosting performance of a vehicle. However, current legislation does not contain clear requirements, for instance, obliging such components, as printed circuit boards, be removed from the vehicle prior to shredding as it is required for example under the Waste Electric and Electronic Equipment (WEEE) Directive. Moreover, electric components are often intensive in various valuable and critical raw materials and their recycling would likely improve were they removed and sent to separate treatment or reuse.
在粉碎之前从报废车辆中取出零件是提高其再利用率的先决条件。它还支持更高质量的回收，特别是在粉碎后回收某些部分（例如，钕磁铁）不可行的情况下，或者这种回收由于高水平而在二次原材料的质量方面受到限制的情况下杂质（例如铝）。 ELV指令规定了处理ELV的最低技术要求，以促进再利用和回收（第6条（1）和（3）以及附件一（4）），但不够精确，因此对再利用的影响有限。 ，粉碎前要去除的零件/材料的清单相当有限。利益相关者提到了在粉碎之前移除的其他部件可以重复使用或更高质量的回收。这些主要是在支持新功能和提高车辆性能方面变得普遍的电子元件。然而，当前的立法并未包含明确的要求，例如，要求在粉碎之前将印刷电路板等部件从车辆上拆除，例如《废弃电气和电子设备 (WEEE) 指令》中所要求的那样。此外，电子元件通常富含各种有价值和关键的原材料，如果将它们移除并单独处理或再利用，它们的回收可能会得到改善。
Due to the lack of legal clarity, a decision to remove certain parts is rather motivated by different economic considerations, such as market prices for materials, available dismantling equipment and labour costs, but not the fact the functionality of a part itself.
由于缺乏法律明确性，拆除某些部件的决定更多是出于不同的经济考虑，例如材料的市场价格、可用的拆卸设备和劳动力成本，而不是部件本身的功能这一事实。
–Regulatory/market failures - no incentive for economic operators to increase the re-use and remanufacturing rates of spare parts from used vehicles or ELVs
监管/市场失灵——经济运营商没有动力提高二手车或报废汽车备件的再利用和再制造率
The ELV and 3R type-approval Directives do not contain specific provisions designed to boost the re-use of such parts, as re-use is considered together with recycling (for example there is a joint “re-use and recycling” target) and they do include definitions for (preparing for) remanufacturing and clarity on the ‘end-of-waste’ status of reused, repurposed or remanufactured parts. The absence of definitions creates an unlevel playing field which penalises the market for used spare parts. The low market demand for used/remanufactured spare parts is also due to the absence of clear guarantees on their traceability and safety, as well as the limited interest by most economic operators to adapt their business models and stop relying on new parts and in case remanufactured, the provision of a limited warranty for its second use.
ELV 和 3R 型式认证指令不包含旨在促进此类零件再利用的具体规定，因为再利用与回收一起考虑（例如，有一个联合的“再利用和回收”目标）并且它们确实包括（准备）再制造的定义，以及对再利用、再利用或再制造零件的“废物终结”状态的明确说明。缺乏定义造成了不公平的竞争环境，对二手备件市场造成了不利影响。对二手/再制造备件的市场需求较低也是由于其可追溯性和安全性缺乏明确的保证，以及大多数经济运营商调整其商业模式并停止依赖新零件和再制造的兴趣有限。 ，为其第二次使用提供有限保修。
It means that a vehicle part will be removed and offered for reuse only if the market demand is met and external costs including dismantling, verification, tests, labour, storage and handling do not exceed profit of selling used part on the market. This explains why the price of used components cannot cover the costs of dismantling and any operations which are essential to enable reuse/remanufacturing.
这意味着只有在满足市场需求并且包括拆解、验证、测试、人工、储存和搬运在内的外部成本不超过在市场上销售旧零件的利润的情况下，车辆零件才会被拆除并提供再利用。这就解释了为什么旧部件的价格无法覆盖拆卸成本以及实现再利用/再制造所必需的任何操作的成本。
As in the case of secondary materials, today reuse, remanufacturing is carried mainly by the frontrunners. For example, BMW claims that “by choosing remanufacture – the industrial processing of used parts to bring them up to the same standards as new parts – over the manufacturing of new parts, reductions of 85 percent of the raw material and 55 percent of energy can be made” .
与二次材料的情况一样，如今的再利用、再制造主要由领先者进行。例如，宝马声称“通过选择再制造——对旧零件进行工业加工，使其达到与新零件相同的标准——而不是制造新零件，可以减少85%的原材料和55%的能源”被制造” 。
Though various components have a high potential for re-use and remanufacture, ATFs (as also repair shops and garages) will only dismantle and prepare for reuse components for which they observe there to be a sufficient market demand. In some cases, the demand is related to the quality of a component (e.g., there is low demand for components that have very few malfunctions as they do not need to be repaired and for components that have many malfunctions as the ATF cannot guarantee minimum warranty). But for most components, demand could be increased by ensuring that consumers are aware of the option of reused and remanufactured components as alternatives to new ones and as to their related advantages (reduced costs).
尽管各种部件具有很高的再利用和再制造潜力，但 ATF（以及维修店和车库）只会拆卸并准备重新利用他们认为有足够市场需求的部件。在某些情况下，需求与组件的质量有关（例如，对故障很少的组件的需求较低，因为它们不需要维修，而对故障较多的组件的需求较低，因为 ATF 无法保证最低保修期）。但对于大多数组件来说，通过确保消费者了解重复使用和再制造组件作为新组件的替代品的选择及其相关优势（降低成本），可以增加需求。
As part of its Circular Economy legislation , France established an obligation to increase the demand for reused/remanufactured components in 2018: car repair shops must make an offer to repair a vehicle with used components in parallel to the offer to repair it with new components.
作为循环经济立法的一部分，法国规定有义务在 2018 年增加对再利用/再制造零部件的需求：汽车维修店必须在提供使用新零部件维修车辆的同时，提出使用旧零部件维修车辆的报价。
There are also a few examples of insurance companies, which voluntarily opted for a proactive policy for a sustainable management of ELVs. This includes, for example, the establishment of partnerships between an insurance company in France and a network of qualified ATF and repair companies, to increase application of reused/remanufactured components. For this purpose, the insurance company has been requesting every partner to systematically dismantle economically irretrievable vehicles older than 8 years and vehicles technically irretrievable (i.e., classified by the insurance company as a “total loss” after an accident). Dismantled used components from these vehicles can then be proposed by the company to its insurance policy holders to repair their vehicles in cases that the repair is performed under an insurance policy. The procedure assumes that the partners dismantle mainly economically valuable components. Since the majority of irretrievable vehicles are vehicles after collision accidents, the insurance company mainly deals with components such as bodywork, doors, and optical elements. Since 2012, the insurance company managed to increase the application of used components systematically every year, so that the initial target to repair 10 % of the 300,000 insured vehicles with re-used components by 2022 was already achieved in 2020. Aside from the environmental benefits of this practice, it has additional economic and social advantages, as it allows offering lower insurance policy costs to vehicle owners that agree to repair their cars with used spare parts (in cases of insured repairs).
还有一些保险公司自愿选择积极政策来可持续管理报废汽车的例子。例如，这包括在法国一家保险公司与合格的 ATF 和维修公司网络之间建立合作伙伴关系，以增加重复使用/再制造部件的应用。为此，保险公司一直要求各合作伙伴系统性地拆除车龄超过8年的经济上无法挽回的车辆和技术上无法挽回的车辆（即发生事故后被保险公司归为“全损”）。然后，如果维修是根据保险单进行的，公司可以向其保单持有人建议从这些车辆上拆下的旧部件来维修他们的车辆。该程序假设合作伙伴主要拆除具有经济价值的部件。由于无法挽回的车辆大部分是碰撞事故后的车辆，因此保险公司主要承保车身、车门、光学元件等部件。自2012年起，保险公司逐年系统性地增加旧零部件的应用，到2022年30万辆承保车辆中10%的旧零部件修复率在2020年就已实现。除了环境效益外，这种做法具有额外的经济和社会优势，因为它可以为同意使用旧备件修理汽车的车主提供较低的保险保单成本（在投保的情况下）修理）。
Currently, there are no legal restrictions on the online sales of used components. Lack of such restrictions promotes illegal facilities, since the used components from non-legal operators can be offered for sale at lower prices than those offered by authorised facilities . The EU law does not set the basis to take incentives and take enforcement measures towards protecting legal operators. This is in particular relevant for online sales, when the used components are not only sourced from licensed ATFs . It results in competition of alternative markets, where same components are offered on the market by un-authorised dismantlers at lower prices than those of ATFs.
目前，对二手零部件的在线销售没有法律限制。缺乏这样的限制会促进非法设施，因为来自非合法运营商的使用过的组件可以以比授权设施提供的价格更低的价格出售 。欧盟法律没有为采取激励措施和采取强制措施来保护合法经营者奠定基础。这对于在线销售尤其相关，因为所使用的组件不仅来自许可的 ATF 。它导致替代市场的竞争，未经授权的拆解商以低于 ATF 的价格在市场上提供相同的组件。
–Regulatory failure – reporting of Members States on their reuse and recycling targets is not harmonised
监管失败——成员国关于其再利用和回收目标的报告不统一
Provisions in the ELV Directive are not material-specific and measurable. In addition, the methodology to calculate that the recycling/re-use targets are met is not sufficient to provide clear evidence that the recycling rates have been effectively achieved. This is firstly due to shortcomings in the reporting foreseen in Commission Decision 2005/293/EC . Lack of sufficiently clear reporting obligations undermined the effectiveness of the ELV Directive by hindering the proper monitoring the implementation of re-use, recycling and recovery targets by the relevant economic actors across the Member States. For instance, the quality reports that accompany the Eurostat standard questionnaire for Member States on the quality and validity of the data are voluntary. As a result, the content of these reports varies across the Member States, creating a barrier for the Eurostat to validate the data.
ELV 指令中的规定并非特定材料且不可衡量。此外，计算回收/再利用目标是否达到的方法不足以提供明确的证据证明回收率已有效实现。这首先是由于委员会第 2005/293/EC 决定中预见到的报告缺陷。缺乏足够明确的报告义务阻碍了成员国相关经济行为者对再利用、回收和回收目标实施情况的适当监督，从而损害了 ELV 指令的有效性。例如，欧盟统计局向成员国提供的关于数据质量和有效性的标准调查问卷所附的质量报告是自愿的。因此，这些报告的内容因成员国而异，为欧盟统计局验证数据造成了障碍。
Another reason is that this methodology has not been adapted to reflect the improvements introduced at the EU level for other waste streams , designed to ensure that only waste which enters recycling is counted towards the achievement of the targets. There is no clear methodology under the ELV Directive that ensures that losses of materials which occur before the waste enters the recycling operation, for instance due to sorting, shredding or other preliminary operations, are excluded from the calculation of recycling rates. The current ELV Directive allows two different calculation methods which cause significantly different amounts of reuse reported by the Member States. Member States not using the metal content assumption (MCA) shall calculate reuse on the basis of the subtraction method, while Member States using the MCA shall determine reuse (excluding the metal components) on the basis of declarations from the authorised treatment facilities. The reuse of metal components will not be displayed separately if the MCA is applied but reported together with the metals recycled. In result, it is not possible to compare the reuse between Member States applying the MCA and MS that do not. As the target is also a combined target for recycling and reuse, the Member States are not encouraged to support (or even monitor) reuse separately (as it should be when following the waste hierarchy). As the Member States do not report on the treatment capacities (in particular the information of post shredder treatment (PST) plants would be needed), it is also not possible for the EC to assess if the reported data on recycling rates is valid or not. In some cases, Member States report high recycling rates without having PST plants. However, without PST plants it is difficult (or even not possible) to achieve such high recycling rates. Lack of sufficiently clear reporting obligations undermined the effectiveness of the ELV Directive by hindering the proper monitoring the implementation of re-use, recycling and recovery targets by the relevant economic actors across the Member States.
另一个原因是，该方法尚未适应反映欧盟层面对其他废物流引入的改进，旨在确保只有进入回收的废物才计入目标的实现。 ELV 指令没有明确的方法来确保废物进入回收操作之前发生的材料损失（例如由于分类、粉碎或其他初步操作）被排除在回收率的计算之外。目前的 ELV 指令允许两种不同的计算方法，这会导致成员国报告的重复使用量存在显着差异。不使用金属含量假设（MCA）的成员国应根据减法计算再利用，而使用MCA的成员国应根据授权处理设施的声明确定再利用（不包括金属成分）。如果应用MCA，金属部件的再利用将不会单独显示，而是与回收的金属一起报告。因此，无法比较采用 MCA 的成员国和未采用 MCA 的成员国之间的重用情况。由于该目标也是回收和再利用的综合目标，因此不鼓励成员国单独支持（甚至监督）再利用（遵循废物层次结构时应该如此）。由于成员国没有报告处理能力（特别是需要破碎机后处理（PST）厂的信息），欧盟委员会也无法评估报告的回收率数据是否有效。在某些情况下，成员国在没有 PST 工厂的情况下报告了较高的回收率。 然而，如果没有 PST 工厂，就很难（甚至不可能）实现如此高的回收率。缺乏足够明确的报告义务阻碍了成员国相关经济行为者对再利用、回收和回收目标实施情况的适当监督，从而损害了 ELV 指令的有效性。
–Regulatory/behavioural failures - insufficient information requirements for the vehicle manufacturers on presence, localisation, composition of materials and re-use potential of parts/ components
监管/行为失误——对汽车制造商关于零部件的存在、本地化、材料成分和再利用潜力的信息要求不足
The ELV and 3R type-approval Directives do not either sufficiently incentivise car manufacturers to provide dismantling information on car components and materials that would facilitate ATFs, garages and repair shops to identify, locate and dismantle valuable spare parts and components. The provisions on this point in Article 8 of the ELV Directive, and their implementation by the car manufacturers, are often seen by the dismantling sector as too limited, notably as the information might not be free of charge and do not contain user-friendly instructions. The fact that some parts installed in cars cannot be re-used as they are locked with digital keys is another factor mentioned by dismantlers impeding their re-use or re-manufacturing.
ELV 和 3R 型式认证指令也没有充分激励汽车制造商提供有关汽车零部件和材料的拆卸信息，而这些信息将有助于 ATF、车库和维修店识别、定位和拆卸有价值的备件和部件。拆解行业常常认为 ELV 指令第 8 条中关于这一点的规定以及汽车制造商的实施过于有限，特别是因为这些信息可能不是免费的，并且不包含用户友好的说明。事实上，安装在汽车上的一些部件由于被数字钥匙锁定而无法重复使用，这是拆解商提到的阻碍其重复使用或重新制造的另一个因素。
While the EU rules have attempted to contribute to improve transparency of the information needed for dismantling, it did not affect design and production of a vehicle, with the aim to ease the reuse, recycling and recovery of the parts and materials. Moreover, localisation of materials and access to the information still remains restricted. These aspects influenced the current situation where only metal and metallic components (such as catalytic converters and batteries) are almost 100% reused and/or recycled. Meanwhile, a higher share of non-metallic components, (e.g. glass, tyres and most plastics) are directed to energy recovery or disposal. The share of re-use is only 12,5% .
尽管欧盟规则试图提高拆解所需信息的透明度，但它并不影响车辆的设计和生产，目的是简化零部件和材料的再利用、回收和回收。此外，材料的本地化和信息的获取仍然受到限制。这些方面影响了目前的情况，即只有金属和金属部件（例如催化转换器和电池）几乎 100% 被重复使用和/或回收。与此同时，更高比例的非金属部件（例如玻璃、轮胎和大多数塑料）被用于能源回收或处置。再利用的比例仅为 12.5% 。
To bridge the aspects on design and dismantling of a vehicle, the car industry established the International Dismantling Information System (IDIS). Under this platform, 26 manufacturers with 79 brands and 3477 models and variants use IDIS to provide dismantling information free of charge to around 7000 registered users (e.g. ATFs) in 31 languages in 40 countries on components that need to be dismantled according to Annex I, section 3 and 4 of the ELV Directive . In addition to it, producers are also required to provide the information on repair and maintenance information (RMI) to promote the reuse of parts and components. Under the EU “RMI Regulations” it obliged independent operators to grant an easy, restriction-free and standardised access to vehicle RMI.
为了弥合车辆设计和拆解方面的问题，汽车行业建立了国际拆解信息系统（IDIS）。在此平台下，79个品牌、3477种型号和变型的26家制造商使用IDIS以31种语言向40个国家的约7000名注册用户（例如ATF）免费提供需要根据附件I进行拆解的零部件的拆解信息， ELV 指令第 3 节和第 4 节。除此之外，生产商还需要提供维修和保养信息（RMI），以促进零部件的重复利用。根据欧盟“RMI 法规” 独立运营商有义务授予对车辆 RMI 的简单、无限制和标准化的访问权限。
However, it is important to note that the ELV Directive does not oblige the producers to provide such information free of charge. Stakeholders from the repair and dismantling sectors, as well as those involved in the sale of spare parts, have been complaining of a lack of transparency from the car manufacturing side with regard to the characteristics of components in cars, as the car manufacturers often invoke commercial or confidentiality reasons to limit in practice the sharing of this information. Investigation by the European Commission concluded “The key issues involve challenges for repairers when accessing RMI directly from OEM websites. The wide variation in user interfaces and software incompatibilities cause great inconvenience to users, particularly occasional users or repairers that service many different brands” . Divergent interpretation by stakeholders of certain aspects has also been identified as an additional shortcoming. Because of this investigation, the requirements that were previously in the RMI Regulations have been consolidated and are now detailed under Article 61 of Regulation 2018/858/EU . This change is aimed to ensure easier access and use of RMI information by independent operators, which had struggled in the past as information was provided “piece by piece” affecting its comprehension and usability. In this respect, Article 61 specifies that “Independent operators shall have access to the remote diagnosis services used by manufacturers and authorised dealers and repairers”. This obligation is not understood to require the provision of such information for-free. In consequence, as in the past, the producers provide ATFs with access to RMI with the same approach as for any independent operator (e.g. of a repair garage), i.e. at a cost. Such conditional access to the relevant information is often factor for some ATFs to promote removal and reuse of parts, due to the incurred additional costs. It weakens the possibility to open the full potential of the vehicle circularity.
但值得注意的是，ELV 指令并没有强制生产商免费提供此类信息。来自维修和拆解行业以及涉及零配件销售的利益相关者一直抱怨汽车制造方面对汽车零部件的特性缺乏透明度，因为汽车制造商经常援引商业条款。或出于保密原因限制在实践中共享该信息。欧盟委员会的调查得出结论：“关键问题涉及维修人员直接从 OEM 网站访问 RMI 时面临的挑战。用户界面的巨大差异和软件不兼容性给用户带来了极大的不便，特别是为许多不同品牌提供服务的临时用户或维修人员” 。利益相关者对某些方面的不同解释也被认为是另一个缺点。由于此次调查，RMI 法规中之前的要求已得到合并，现在在法规 2018/858/EU 第 61 条中进行了详细说明。这一变化旨在确保独立运营商更轻松地访问和使用 RMI 信息，而独立运营商过去一直在苦苦挣扎，因为信息是“逐条”提供的，影响了其理解和可用性。在这方面，第六十一条规定“独立经营者应当有权使用制造商和授权经销商、维修商使用的远程诊断服务”。该义务并不被理解为要求免费提供此类信息。 因此，与过去一样，生产商以与任何独立运营商（例如修理厂）相同的方式向 ATF 提供访问 RMI 的权限，即收取一定费用。由于会产生额外成本，这种对相关信息的有条件访问通常是一些 ATF 促进零件拆卸和再利用的因素。它削弱了充分发挥车辆循环潜力的可能性。
Increased amount of the electric and electronic equipment in a vehicle, insufficient access to data is also a relevant problem for economic operators, such as repair shops, ATFs, as these parts are coded and locked by the manufacturers. This limits reuse potential of these components. In a study performed by EGARA , 20-35 of dismantled pieces were identified as impossible to be used despite being suitable for multiple models and makes.
车辆中的电气和电子设备数量增加，数据访问不足也是维修店、ATF 等经济运营商面临的一个相关问题，因为这些部件由制造商编码和锁定。这限制了这些组件的重用潜力。在 EGARA 进行的一项研究中，尽管适用于多种型号和品牌，但仍有 20-35 个拆解部件被确定为无法使用。
–Market and regulatory failures – high-quality end-of-life treatment of ELVs is not profitable
市场和监管失灵——高质量的报废车辆处理无法盈利
It is currently not profitable in most Member States to recycle from ELVs materials like plastics and glass, as well as precious metals from electronic components. Economies of scale and incentives to promote better quality of scrap are lacking. Similarly, spare parts like bumpers, dashboards and windshields are not re-used or remanufactured. The cost for their dismantling is high and not covered by the revenues from their sales. As a result, authorised treatment facilities, which receive ELVs from their last owners and carry out their depollution, do not remove these materials or parts before forwarding depolluted ELVs to shredders. ATFs are almost all SMEs which make most of their business in the commercialisation of the most valuable spare parts removed from ELVs and the sale of depolluted ELVs to shredders. Their economic viability is fragile and they would not be able to absorb new costs linked to additional dismantling operations. Most of them are not equipped (for example through access to digital marketplaces) to reach out a wide range of customers, which limits the market for these sparts.
目前，在大多数成员国中，回收塑料和玻璃等报废汽车材料以及电子元件中的贵金属是无利可图的。缺乏规模经济和提高废钢质量的激励措施。同样，保险杠、仪表板和挡风玻璃等备件也不会重复使用或再制造。拆除它们的成本很高，而且销售收入无法弥补。因此，从最后所有者处接收报废汽车并进行去污染处理的授权处理设施，在将去污染的报废汽车送往粉碎机之前不会清除这些材料或部件。 ATF 几乎都是中小企业，其大部分业务是将报废汽车上最有价值的备件商业化，并将无污染的报废汽车出售给粉碎机。它们的经济生存能力很脆弱，无法吸收与额外拆除作业相关的新成本。他们中的大多数人没有能力（例如通过访问数字市场）来接触广泛的客户，这限制了这些零件的市场。
For shredder companies, usually also SMEs, the shredding process will generate low or negatively valued residue fractions that are either landfilled, incinerated with energy recovery, or used for backfilling without recovery of remaining metal content. This is except for those countries where sophisticated “post shredding technologies” (PST) is in place which allows for the segregation, separation and recovery of these materials. Here again, the investment costs and competing recycling routes providing lower quality but also lower gate fees, represent a barrier to further development of PST technologies. Without investment security and cost compensation, PST technologies are not fully deployed throughout the EU.
对于粉碎公司（通常也是中小企业）来说，粉碎过程将产生低价值或负值的残渣部分，这些残渣部分要么被填埋，要么通过能量回收进行焚烧，要么用于回填而不回收剩余金属成分。但那些拥有先进的“后粉碎技术”（PST）的国家除外，该技术可以对这些材料进行隔离、分离和回收。同样，投资成本和竞争性的回收路线提供了较低的质量，但也降低了入场费，成为 PST 技术进一步发展的障碍。如果没有投资安全和成本补偿，PST 技术就无法在整个欧盟得到充分部署。
The same impediments prevent ferrous and non-ferrous metal materials from ELVs from being recycled into high quality steel or aluminium scrap. Many shredders are operated flexibly to treat mixed scrap and to realise economies of scale. These unsorted operations and a widespread practice not to remove components like engines and gear-boxes despite the requirement in Annex I of the ELV Directive lead to subsequent contaminations of copper in steels and difficult to sort aluminium alloys, which advanced PST treatment or subsequent treatment of these ELV scraps cannot overcome.
同样的障碍也阻碍了报废汽车中的黑色金属和有色金属材料被回收成高质量的废钢或废铝。许多撕碎机可以灵活操作来处理混合废料并实现规模经济。尽管 ELV 指令附件一中有要求，但这些未分类的操作以及不拆除发动机和变速箱等部件的普遍做法导致钢中的铜随后受到污染，并且难以对铝合金进行分类，从而导致了 PST 处理或随后的处理这些ELV废料无法克服。
There is no regulatory intervention which would allow to overcome the market failure described in the points above. Especially, the ELV Directive does not specify that car manufacturers should contribute financially to the costs linked to the dismantling, re-use, remanufacturing and recycling of materials and components from ELVs. This is in contrast also to what applies in the EU for other sectors, like batteries, electric and electronic equipment and packaging, where “extended producer responsibility” (EPR) schemes explicitly include the financing by producers of the waste management phase of their products. The Waste Framework Directive also makes it clear that, when EPR schemes are established, they should cover inter alia the costs necessary to meet waste management targets. The absence of legal obligations under the ELV Directive on this issue is all the more problematic as the automotive industry has traditionally been reluctant to provide, on a voluntary basis, financial support to the waste management phase of vehicles. In March 2022, the Commission carried out inspections at the premises of automotive companies and associations of such companies, based on concerns that several of them may have violated antitrust rules and colluded to agree not to provide any financial support to the dismantling and recycling sector. The investigations on this case are ongoing .
没有任何监管干预可以克服上述几点所述的市场失灵。特别是， ELV指令没有规定汽车制造商应承担与ELV材料和部件的拆卸、再利用、再制造和回收相关的成本。这也与欧盟其他行业（如电池、电气电子设备和包装）的情况形成鲜明对比，其中“生产者延伸责任”（EPR）计划明确包括生产商为其产品的废物管理阶段提供的融资。 《废物框架指令》还明确规定，在建立 EPR 计划时，除其他外，它们应涵盖实现废物管理目标所需的成本。由于汽车行业传统上不愿意在自愿的基础上为车辆的废物管理阶段提供财政支持，因此 ELV 指令在这个问题上缺乏法律义务，这就更加成问题。 2022年3月，欧盟委员会对汽车公司及其协会的经营场所进行了检查，担心其中一些汽车公司可能违反反垄断规则，并串通同意不向拆解和回收行业提供任何财政支持。对此案的调查正在进行中 。
There is no offset mechanism for the mandatory ELV treatment costs. The provisions in the ELV Directive on the producers’ responsibility for the management of ELVs are limited when compared to the obligations for producers in other sectors to contribute financially to the waste management phase of their products, pursuant to the Waste Framework Directive and other EU waste legislation (for example electric and electronic equipment or packaging).
强制报废车辆处理费用没有抵消机制。根据废物框架指令和其他欧盟废物，与其他部门的生产商为其产品的废物管理阶段提供资金的义务相比，ELV 指令中关于生产商管理 ELV 的责任的规定是有限的立法（例如电气和电子设备或包装）。
Currently, “shared responsibility” is applied across the Member States, where producers demonstrate (either individually or jointly in a PRO) the compliance with the requirement that ELVs are taken free of charge back from the consumer by contracts with ATFs confirming the free take back. Details of contracts with ATFs, e.g. whether there is compensation for ATFs, are usually not disclosed. Different stakeholders emphasized that the free take back declarations are issued by ATFs without or with minimal compensation for the ATFs. This system is based on the assumption that it is economically feasible to comply with the requirements of the ELV Directive without cost compensation by producers. Moreover, different levels of costs associated with the ELV collection and treatment at the national level encourage trade of the used vehicles approaching the end-of-life stage both intra-EU and extra-EU.
目前，“共同责任”适用于各成员国，生产商证明（单独或在 PRO 中联合）遵守了通过与 ATF 签订确认免费回收的合同，免费从消费者手中回收 ELV 的要求。与 ATF 签订的合同细节，例如 ATF 是否有补偿，通常不会披露。不同的利益相关者强调，免费回收声明是由 ATF 发出的，没有或没有为 ATF 提供最低限度的补偿。该系统基于这样的假设：遵守 ELV 指令的要求在经济上是可行的，无需生产商进行成本补偿。此外，国家层面与报废汽车收集和处理相关的不同水平的成本鼓励欧盟内部和欧盟外接近报废阶段的二手车的交易。
The current system is not future-proof and currently only economically viable recycling is conducted . In addition, the system is exposed to strong competition of the illegal sector. Furthermore, even for materials which are accounted as fully or nearly fully recycled under the ELV Directive (steel and non-ferrous metals), there is no incentive to perform high-quality recycling, such as ensuring that steel or aluminium scrap from shredding contain minimum levels of contamination by other metals (i.e. copper). This reduces the value of such steel or aluminium scrap and the possibility to use them in a number of applications.
当前的系统不能满足未来的需求，目前仅进行经济上可行的回收 。此外，该系统还面临非法部门的激烈竞争。此外，即使对于根据 ELV 指令被视为完全或几乎完全回收的材料（钢铁和有色金属），也没有动力进行高质量的回收，例如确保破碎后的钢或铝废料含有最低限度的有害物质。其他金属（即铜）的污染程度。这降低了此类钢或铝废料的价值以及在许多应用中使用它们的可能性。
The market conditions therefore do not allow to internalise the costs linked to high quality recycling and re-use of materials from ELVs and the current EU regulatory framework does not address this problem either.
因此，市场条件不允许将与高质量回收和再利用 ELV 材料相关的成本内部化，并且当前的欧盟监管框架也没有解决这个问题。
Currently there is no harmonised approach at the EU level ensuring the financial profitability of a full scare and high–quality recycling and re-use of materials, parts and components from ELVs. It is closely linked to the fact that the EPR schemes are generally set up at national level addressing mainly products purchased and consumed in a given country. However, end-of-life treatment of vehicles is labour intensive and a further complication results that EPR fees taking into account different cost structures. In the meantime, national EPR schemes for ELVs are not suit to cover collection, depollution and dismantling costs of those ELVs which final treatment occurs in another Member State than the one where a vehicle was originally placed on the market and the EPR fees paid. National EPR schemes would require uniform rules and a transfer system to cover the expenses for the processing of ELVs that are collected in a MS where they have not been placed on the market as new car.
目前，欧盟层面还没有统一的方法来确保报废汽车材料、零部件的全面高质量回收和再利用的财务盈利能力。这与以下事实密切相关：EPR 计划通常是在国家层面制定的，主要针对在特定国家购买和消费的产品。然而，车辆的报废处理是一项劳动密集型工作，而且 EPR 费用考虑到不同的成本结构也导致了进一步的复杂化。与此同时，国家 EPR 计划不适合承担最终处理在另一个成员国而不是车辆最初投放市场和支付 EPR 费用的 ELV 的收集、消除污染和拆解费用。国家 EPR 计划将需要统一的规则和转移系统，以支付在 MS 中收集的 ELV 的处理费用，这些 ELV 尚未作为新车投放市场。
Different cost coverage requirements have been adopted by the Member States linked to the implementation of the ELV Directive, either through the establishment of fees paid to the administration or the establishment of producer responsibility scheme in almost a half of all the Member States. These measures are mostly focusing on the basic obligations under the ELV Directive, e.g. collection of ELVs and their delivery to ATF. They do not address the costs linked to the compliance of obligations linked to the dismantling and recycling/re-use of materials, parts and components of ELVs.
几乎一半的成员国通过向行政部门支付费用或建立生产者责任计划，采取了与实施 ELV 指令相关的不同成本覆盖要求。这些措施主要侧重于 ELV 指令下的基本义务，例如收集 ELV 并将其交付给 ATF。它们不涉及与遵守与报废汽车材料、零部件的拆卸和回收/再利用相关的义务相关的成本。
In some situations, dismantling information is provided by manufacturers for a fee, in others it is provided freely to certain actors or not at all. The main difficulty in the current situation is related to certain data not always being accessible to ATFs which could facilitate an increase in reuse or recycling were the data available. In some cases, this is a result of a lack of harmonisation or of certain actors not making use of platforms already available.
在某些情况下，拆解信息由制造商付费提供，而在其他情况下，则免费提供给某些参与者或根本不提供。当前情况的主要困难与 ATF 并不总是能够访问某些数据有关，如果数据可用，这可能会促进重复利用或回收的增加。在某些情况下，这是由于缺乏协调或某些参与者没有利用现有平台的结果。
Moreover, end-of-life treatment of new generation type of vehicles, i.e. electric vehicles, includes the removal and storage of end-of-life batteries, requires special training, knowledge and specialized infrastructure for the ATFs leading to additional financial burden. These aspects, related to the change of the vehicles produced, e.g., weight, material composition.
此外，新一代车辆（即电动车辆）的报废处理包括报废电池的拆除和储存，需要ATF的特殊培训、知识和专门基础设施，从而导致额外的财务负担。这些方面与所生产的车辆的变化有关，例如重量、材料成分。
Therefore, today the problem the lack of profitability of the dismantling/recycling sector is the most prevailing. It jeopardises the attainment of the objectives of the ELV Directive and would be an obstacle to the attainment of more ambitious targets designed to ensure a higher recovery of all materials in ELVs and a better quality of the recyclates stemming from their recycling.
因此，目前拆解/回收行业缺乏盈利能力的问题最为普遍。它危及 ELV 指令目标的实现，并将成为实现更雄心勃勃的目标的障碍，这些目标旨在确保 ELV 中所有材料的更高回收率以及回收产生的回收物的更高质量。
6.3.3How would the problem evolve?
问题将如何演变？
The current design of the ELV Directive leaves the treatment of end-of-life vehicles behind its possibilities, as explained in F4F opinion . Under the business-as-usual scenario, insufficient reuse and material recycling of end-of-life vehicles in the EU would evolve over the next decades, continuing to bring environmental, economic and social concerns.
正如 F4F 意见中所解释的，ELV 指令的当前设计将报废车辆的处理抛在了后面。在一切照旧的情况下，欧盟报废车辆的再利用和材料回收不足将在未来几十年内发展，继续带来环境、经济和社会问题。
The sub-optimal treatment of end-of-life vehicles would in particular contribute to the loss of valuable secondary resources in the context of the circular economy, such as plastics, metals and CRMs. The current design of the ELV Directive leaves the treatment of end-of-life vehicles behind its possibilities.
对报废车辆的次优处理尤其会导致循环经济背景下宝贵的二次资源（例如塑料、金属和CRM）的损失。 ELV 指令的当前设计将报废车辆的处理抛在了后面。
EU and its Member States would continue to implement and enforce the requirements set out in the ELV Directive, which will be remain of the generic manner and will not be aligned with the sectoral legislation. In this sense, the ELV Directive will maintain only minimum targets of reuse, recycling and recovery based on weight criterion and recycling definition covering ‘backfilling’. The expected changes in the design of vehicles, increasing the amounts of plastics and materials with unclear recyclability with a view of reducing weight can be expected to change the balance between the share that is reused and recycled and that recovered or even worse landfilled. Achieving the reuse and recycling target of 85% is expected to become harder in the following years. While some Member States may attempt introducing individual regulation to ensure higher levels of reuse and recycling, it is expected that others will have an increasingly harder time complying with the current targets.
欧盟及其成员国将继续实施和执行 ELV 指令中规定的要求，该指令将保持通用方式，不会与部门立法保持一致。从这个意义上说，ELV指令将仅维持基于重量标准和涵盖“回填”的回收定义的再利用、回收和回收的最低目标。车辆设计的预期变化，增加可回收性不明确的塑料和材料的数量，以减轻重量，预计将改变重复使用和回收的份额与回收甚至更糟的填埋份额之间的平衡。预计未来几年实现 85% 的再利用和回收目标将变得更加困难。虽然一些成员国可能会尝试引入单独的法规以确保更高水平的再利用和回收，但预计其他成员国将越来越难以遵守当前的目标。
The low quality and quantity of end-of-life treatment of vehicles can also have negative economic costs, as it can lead to the loss of valuable resources that could instead be recycled or reused. If the current situation continues, currently disproportionate regulatory burden faced by ATFs will remain, as discussed in the F4F platform opinion . It will become challenging in particular, as the ELV Directive does not set out clear requirements of the extended producer responsibility (EPR), how the costs deriving from mandatory treatment operations, e.g. depollution, removal of parts and components, including batteries, would need to be compensated. Therefore, the absence of specific provisions in the ELV Directive on the responsibility of producers will further hamper the transition of the automotive sector to a circular economy. The economic viability of the ELV dismantling/recycling sector will remain fragile and hardly allow them to meet the current targets on recycling and re-use set out in the ELV Directive without providing any additional economic incentive for ELV treatment higher up in waste hierarchy, which also addresses the quality aspect of secondary materials. There will remain a limited interest for car manufacturers to consider the recyclability/re-usability of the materials that they are using for the production of vehicles, nor on the quantity and quality of recycling fractions like steel, aluminium and copper, electric and electronic equipment (EEC).
车辆报废处理的质量和数量低也会产生负面的经济成本，因为它可能导致宝贵资源的损失，而这些资源本来可以回收或再利用。如果目前的情况持续下去， ATF 目前面临的不成比例的监管负担将继续存在，正如 F4F 平台意见中所讨论的那样。尤其是，由于 ELV 指令没有对生产者延伸责任 (EPR) 提出明确的要求，因此强制处理操作（例如去污染、拆除零部件（包括电池））产生的成本将需要如何处理，这将变得尤其具有挑战性。得到补偿。因此，报废指令中缺乏对生产者责任的具体规定，将进一步阻碍汽车行业向循环经济转型。报废汽车拆解/回收行业的经济可行性将仍然脆弱，如果不为更高级别的报废汽车处理提供任何额外的经济激励，则很难实现报废汽车指令中规定的当前回收和再利用目标。还解决了二次材料的质量问题。汽车制造商对考虑用于生产车辆的材料的可回收性/可重复使用性，以及钢、铝和铜、电气和电子设备等回收碎片的数量和质量的兴趣仍然有限。 （欧洲经济共同体）。
6.4.Problem area 3: ‘Missing vehicles’ cause environmental impacts
问题领域 3： “车辆失踪”造成环境影响
6.4
6.4.1What is the problem? 问题是什么？
While around 6.1 million ELVs (58%) are reported to be treated according to the ELV Directive every year, it is estimated that around 32% of de-registered vehicles, i.e., approximately 3.4 million units per year, are of unknown whereabouts (so-called “missing vehicles”) and 1 million units exported for reuse (10%). Despite numerous studies on this problem, it is challenging to estimate the proportion of these vehicles gone missing due to “administrative problems” (insufficient traceability) or because they have been illegally treated in the EU or illegally exported outside the EU. It can however be assumed that a considerable amount of ELVs are illegally treated in the EU or illegally exported from the EU to third countries. In such cases, the treatment of ELVs and the recovery of materials from these ELVs would not happen according to the requirements set out and are likely to generate environmental damages like oil spillage, unsound treatment of refrigerants, removal of hazardous substances and of components for higher quality of recycling. This represents unfair competition and economic losses for authorised treatment facilities, which have to abide by the EU rules. This also means that a share of these vehicles would be treated outside the EU and that the materials they contain would not be re-used or recycled back into the EU economy, thereby representing a loss of resources which are important for the supply of the EU industry and for reducing its environmental footprint through the use of recyclates instead of primary resources. Illegal dismantling and export of ELVs are also feeding criminal networks involved in environmental crime and a potential carrier for smaller hazardous waste and other illicit items.
据报道，每年约有 610 万辆报废汽车 (58%) 根据报废汽车指令进行处理，但据估计，约 32% 的注销车辆（即每年约 340 万辆）下落不明（因此-称为“失踪车辆”）并出口 100 万辆以供再利用（10%） 。尽管对这个问题进行了大量研究，但很难估计这些车辆由于“管理问题”（可追溯性不足）或因为在欧盟受到非法处理或非法出口到欧盟以外而失踪的比例。然而，可以假设相当数量的报废汽车在欧盟被非法处理或从欧盟非法出口到第三国。在这种情况下，报废汽车的处理和从这些报废汽车中回收材料将不会按照规定的要求进行，并且可能会产生环境损害，例如漏油、制冷剂处理不当、有害物质和组件去除等。回收质量。这对必须遵守欧盟规则的授权处理设施来说意味着不公平竞争和经济损失。这也意味着这些车辆的一部分将在欧盟之外进行处理，并且它们所含的材料不会被重复使用或回收回欧盟经济，从而造成对欧盟供应至关重要的资源损失工业并通过使用回收物代替初级资源来减少其环境足迹。非法拆解和出口报废汽车也助长了涉及环境犯罪的犯罪网络，并成为小型危险废物和其他非法物品的潜在载体。
The export of used vehicles also raises important environmental and public health challenges.
二手车出口也带来了重要的环境和公共卫生挑战。
As reported by UN Environmental Programme , between 2015 and 2018, 14 million used vehicles were exported worldwide. 70 % were destined to low- and middle-income countries, especially to Africa, receiving the largest share (40%) of all those used vehicles and having the highest road traffic fatalities, at an alarming 246,000 deaths each year. The African vehicle fleet is set to grow five times by 2050, and the road safety impacts are likely to rise exponentially . Globally, LDVs fleet is expected to double by 2050 and 90% of this growth will mainly take place in non-OECD countries, which import mainly used vehicles. Without harmonised regional, global regulations on the quality to control these vehicles, the trade leads to increased pollution and climate emissions, high energy consumption and operating costs, and most importantly, weakening road-safety in the receiving countries. Despite these negative trends, most developing countries today have limited or no regulations on governing the quality and safety of imported used vehicles and rules which do exist are often poorly enforced. Equally, few developed countries have enforced restrictions on the export of used vehicles .
据联合国环境规划署报告年至 2018 年间，全球出口了 1400 万辆二手车。 70% 的目的地是低收入和中等收入国家，特别是非洲，在所有二手车中所占比例最大（40%），道路交通死亡人数也最高，每年死亡人数高达 246,000 人，令人震惊。到 2050 年，非洲车辆数量将增长五倍，道路安全影响可能呈指数级上升 。在全球范围内，轻型车保有量预计到 2050 年将翻一番，其中 90% 的增长将主要发生在非经合组织国家，这些国家主要进口二手车。如果没有统一的区域和全球质量法规来控制这些车辆，贸易就会导致污染和气候排放增加、能源消耗和运营成本增加，最重要的是，削弱接收国的道路安全。尽管存在这些负面趋势，但当今大多数发展中国家在管理进口二手车的质量和安全方面的法规有限或根本没有，而且现有的法规往往执行不力。同样，很少有发达国家对二手车出口实施限制 。
The question is well addressed in the communication on “Pathway to a Healthy Planet for All EU Action Plan: 'Towards Zero Pollution for Air, Water and Soil'” :“end-of-life vehicles (ELVs), which are hazardous waste and cannot be exported to non-OECD countries, are often labelled as used cars and illegally exported. This leads to serious pollution threats caused by their unsound management. The EU is the biggest exporter of used vehicles worldwide. In 2020, the number of used vehicles exported from the EU to 3rd countries amounted to 870,000, at a value of � 3.85 billion. The most important destinations are Africa, Eastern Europe, Central Asia and the Middle East. To address the situation, the EU is committed to further partner with key countries to fight waste trafficking and facilitate intra- and inter-regional cooperation, with a view to reduce the EU external pollution footprint. A recent study on the quality of used vehicles carried out by the Dutch Ministry of Infrastructure and Water Management shows that a significant part of the used vehicles exported to African countries is of similar age as end-of-life vehicles recycled in the Netherlands. Most of them do not meet Euro 4/IV emissions standard, i.e. they are older than 15 years. The findings from this study, based on their sample, show that most used vehicles exported today outside the EU do not have a valid roadworthiness certificate.
这个问题在关于“人人享有健康地球之路欧盟行动计划：‘实现空气、水和土壤零污染’” 通讯中得到了很好的解决：“报废车辆 (ELV)，属于危险废物且不能出口到非经合组织国家，经常被贴上二手车标签并非法出口。由于管理不善，造成严重的污染威胁。欧盟是全球最大的二手车出口国。 2020年，欧盟向第三国出口的二手车数量达87万辆，价值38.5亿欧元。最重要的目的地是非洲、东欧、中亚和中东。为解决这一问题，欧盟致力于与主要国家进一步合作，打击废物贩运，促进区域内和区域间合作，以减少欧盟的外部污染足迹。最近的一项研究 荷兰基础设施和水管理部对二手车质量进行的调查显示，出口到非洲国家的二手车中有很大一部分与荷兰回收的报废车辆的车龄相似。其中大部分不符合欧4/IV排放标准，即车龄超过15年。这项研究的结果基于他们的样本，表明目前出口到欧盟以外的大多数二手车没有有效的道路适航证书。
The Dutch study assessed the characteristics of end-of-life vehicles (ELVs) in the Netherlands as well as used vehicles exported to 12 West African countries for the period 2017-2018. The study found that for both groups, ELVs and exported vehicles, the maximum age range was between 16 and 20 years old. This contrasts with Morocco, where the youngest vehicles are imported due to a five-year age limit and the requirement of Euro 4 vehicle emission standards for used vehicle imports, which was introduced in 2011.
荷兰研究评估了 2017 年至 2018 年期间荷兰报废车辆 (ELV) 以及出口到 12 个西非国家的二手车的特征。研究发现，对于报废汽车和出口汽车这两个群体，最大年龄范围都在 16 岁至 20 岁之间。这与摩洛哥形成鲜明对比，摩洛哥由于五年车龄限制以及 2011 年推出的二手车进口欧 4 车辆排放标准要求，因此进口最年轻的车辆。
The study also revealed that only a minority of used vehicles exported, including the youngest ones, had a valid technical inspection certificate for more than a month.
研究还显示，只有少数出口二手车（包括最年轻的二手车）拥有超过一个月的有效技术检验证书。
In 2017-2018, about 14% of ELVs treated in the Netherlands had a roadworthiness certificate valid for more than one month, while this share was slightly higher at 15.5% for vehicles exported to countries in West Africa.
2017-2018年，在荷兰接受处理的ELV中约有14%拥有有效期超过一个月的适航证书，而出口到西非国家的车辆这一比例略高，为15.5%。
The findings of the study suggest that used vehicles share similar characteristics, meaning that around 85% of these vehicles leaving the EU market may not, due to different reasons, have valid roadworthiness certificates, thereby posing serious environmental and safety concerns in the destination countries, despite od the fact that they are not technically fit to be on the EU roads .
研究结果表明，二手车具有相似的特征，这意味着离开欧盟市场的这些车辆中约有85%可能由于不同原因没有有效的适航证书，从而对目的地国家造成严重的环境和安全问题。尽管事实上它们在技术上不适合在欧盟道路上行驶 。
Figure 6.3 Age of dismantled (LDVs) versus retrieved vehicles exported to West Africa
图 6.3 出口到西非的拆解车辆 (LDV) 与回收车辆的车龄
It is clear from this study and other sources that most used vehicles exported from the EU to African countries are polluting the environment and present a high risk for road safety. While there is no direct evidence that second-hand EU vehicles cause road accidents, there is data suggesting that an increase in the age of vehicles is linked to an increased risk of accidents. According to a UNEP study , the risk of a crash increases by 7.8% with each additional year of vehicle age. It is also observed, that used vehicles often have compromised roadworthiness and crashworthiness due to age, wear and technical design. Informal character of the used vehicle trade further perpetuates the import of vehicles with mechanical and safety defects . It is in particular relevant to some import markets, such as Somalia, not requiring vehicles to meet certain safety standards, such as the presence of airbags or compliance with crashworthiness criteria. It proves the availability of increasing evidence on the links between road safety and used vehicles.
从这项研究和其他来源可以清楚地看出，大多数从欧盟出口到非洲国家的二手车都污染环境，并对道路安全构成很高的风险。虽然没有直接证据表明欧盟二手车会导致道路事故，但有数据表明，车龄的增加与事故风险的增加有关。根据联合国环境规划署的一项研究 ，车龄每增加一年，碰撞风险就会增加 7.8%。还观察到，由于车龄、磨损和技术设计，二手车的适航性和耐撞性常常受到损害。二手车贸易的非正式特征进一步导致机械和安全缺陷车辆的进口长期存在 。它与索马里等一些进口市场尤其相关，不要求车辆满足某些安全标准，例如配备安全气囊或符合防撞标准。 它证明了越来越多的证据表明道路安全与二手车之间的联系。
As documented by the UN Environmental Programme , to address these problems, a growing number of countries and regional organisations have adopted in recent years legislation to restrict the import of used vehicles, based on their age or compliance with air emission limits (Euro emissions). This is the case for the majority of the countries to which used vehicles are exported from the EU.
正如联合国环境规划署记录的那样 ，为了解决这些问题，越来越多的国家和区域组织近年来通过了立法，根据车龄或是否符合空气排放限值（欧洲排放标准）来限制二手车的进口。 ）。大多数从欧盟出口二手车的国家都是这种情况。
6.4.2What are the problem drivers?
问题驱动因素是什么？
The drivers for this problem are a mix of regulatory and market failures resulting in (i) a lack of traceability (ii) insufficient enforcement and (iii) the absence of considerations linked to roadworthiness and environmental protection when used vehicles are exported from the EU.
这一问题的驱动因素是监管和市场失灵，导致（i）缺乏可追溯性（ii）执法不力以及（iii）从欧盟出口二手车时缺乏与适航性和环境保护相关的考虑。
–Market failures – higher revenues from informal and illegal treatment activities and export of vehicles to non-EU countries
市场失灵——非正式和非法处理活动以及向非欧盟国家出口车辆带来的收入增加
There are economic incentives for insurance companies, dealers and private owners of ELVs to sell them on online market places or directly to non-authorised treatment facilities or export them in contravention of EU rules: they will obtain higher prices than if they have to deliver them to authorised treatment facilities, which have to abide by the requirements of the ELV Directive for the treatment of these vehicles and are subject to social security, employment and other fiscal charges (unlike the informal sector). In certain cases, such vehicles are sold as their documents are used to provide stolen vehicles a new ID or for tax fraud purposes. The informal sector will typically dismantle and not fully depollute the vehicle and sell the most profitable spare parts, after which the remainder of the vehicles will be sold to a shredder or exported.
保险公司、经销商和报废汽车私人拥有者会受到经济激励，在网上市场上出售报废汽车，或直接出售给未经授权的处理设施，或违反欧盟规定出口报废汽车：他们将获得比必须交付报废汽车更高的价格授权处理机构必须遵守 ELV 指令对这些车辆处理的要求，并需缴纳社会保障、就业和其他财政费用（与非正规部门不同）。在某些情况下，此类车辆会被出售，因为其文件被用来为被盗车辆提供新的 ID 或用于税务欺诈目的。非正规部门通常会拆解车辆，但不会完全消除污染，并出售利润最高的备件，之后剩余的车辆将被出售给粉碎机或出口。
When it comes to used vehicles, an important driver for their export outside the EU is the steady demand in developing countries, associated with the high prices that exporters of such vehicles can obtain compared to what they could gain with selling them in the EU. This does not necessarily mean that exported used vehicles are in poor condition or are low value. There is a large demand for four-wheel drive (4WD) or high-cubic capacity used vehicles in good condition that do not meet EU emission standards and are exported, for example, because of emission taxes in Europe or because they are banned from access to Europe's urban centres. At the same time, cheap used vehicles fulfil a critical function by providing affordable mobility to low-income populations around the world and any gap in this market will be rapidly filled by imports of used vehicles from third developed economies, in particular from Asia and the United States of America. By making the necessary repairs and retrofitting, used vehicles are not necessarily ELVs and, by exporting them, they can be given a longer life so contributing to the global circular economy, while meeting minimum EU safety, emission and pollution requirements. However, today practices show these requirements are often disrespected, and instead of contributing to the global circular economy, large share of the imported used vehicles from the EU actually contributes to the domestic environmental and human health problems, thus enlarging the EU external pollution footprint.
就二手车而言，其向欧盟以外出口的一个重要驱动力是发展中国家的稳定需求，这与此类车辆出口商获得的价格高于在欧盟销售的价格有关。这并不一定意味着出口的二手车状况不佳或价值低。对状况良好但不符合欧盟排放标准而出口的四轮驱动 (4WD) 或高立方容量二手车有大量需求，例如，由于欧洲的排放税或禁止进入到欧洲的城市中心。与此同时，廉价的二手车通过为世界各地的低收入人群提供负担得起的流动性来发挥关键作用，这个市场的任何缺口都将通过从第三个发达经济体进口二手车来迅速填补，特别是从亚洲和其他国家进口二手车。美国。通过进行必要的维修和改造，二手车不一定是报废汽车，通过出口，可以延长它们的使用寿命，从而为全球循环经济做出贡献，同时满足欧盟的最低安全、排放和污染要求。然而，今天的实践表明，这些要求往往没有得到尊重，从欧盟进口的大量二手车非但没有为全球循环经济做出贡献，反而造成了国内环境和人类健康问题，从而扩大了欧盟的外部污染足迹。
–Regulatory failures – insufficient traceability of ELVs
监管失败——ELV 的可追溯性不足
The obligation to record and report ELVs is not clearly attributed to stakeholders and public authorities. The ELV Directive states that the last owner of a vehicle shall be issued a “certificate of destruction” (CoD) when he delivers it to an authorised treatment facility (ATF). There is however no clear obligation for the last owner or the authorised treatment facility to transmit this CoD to the registration authorities where the vehicle was registered. As a result, the vehicle registration authorities are not promptly informed about the fact that a car is not any more operating and shall not be accounted into the national fleet. Moreover, the actual vehicle status becomes officially undefined and can be exposed for the following informal treatment (e.g. selling, illegal export). There is no requirement either for the shredding facility which receives ELVs after their depollution at an ATF to verify that a CoD has been issued as a result. To address this problem, some Member States have adopted specific incentives or rules to ensure that ELVs delivered to ATFs are confirmed to be shredded by the shredding companies as a verification reported to the relevant administrations. They have been focusing on encouraging the last owners to deliver their vehicles to ATFs and report the corresponding CoD to the administration, in the forms of “pay out scheme” where a premium is granted upon presentation of the CoD to the competent authorities or linking the end of the payment of registration taxes or insurances to the final verification of the CoD for the corresponding vehicle.
利益相关者和公共当局没有明确记录和报告 ELV 的义务。 ELV 指令规定，车辆的最后一位车主在将车辆交付给授权处理设施 (ATF) 时，应获得“销毁证书”(CoD)。然而，最后一个车主或授权处理机构没有明确的义务将该 CoD 传送给车辆登记的登记机构。因此，车辆登记机关不会及时获知某辆汽车不再运行且不得计入国家车队的事实。此外，实际车辆状态变得没有官方定义，并且可能会受到以下非正式处理（例如出售、非法出口）。对于在 ATF 去污染后接收 ELV 的粉碎设施，也没有要求验证结果是否已发出 CoD。为了解决这个问题，一些成员国采取了具体的激励措施或规则，以确保交付给 ATF 的报废汽车得到确认并由破碎公司进行破碎，并向相关主管部门报告核实情况。他们一直致力于鼓励最后的车主将车辆交付给 ATF，并向主管部门报告相应的 CoD，以“支付计划”的形式，在向主管当局出示 CoD 或将注册税或保险的支付结束后，即可最终验证相应车辆的 CoD。
–Regulatory failure – no systemic exchange of vehicle registration information
监管失败——没有系统地交换车辆登记信息
In addition, the fact that a vehicle is “de-registered” from a national vehicle register does not always mean that it has become an ELV, as the issuance of a CoD is not the only ground here where vehicles get deregistered subject to the national legislation. Such fragmentation creates a regulatory failure creating consequences at the EU level. Some Member States allow vehicles to be “temporarily de-registered”, for example when they are off the road, so as not to be subject to registration taxes. Other conditions include export to another country, migration of the vehicle together with the owner to another EU country or theft. Therefore, the total number of ELVs reported by the Member States cannot be assumed to correspond to the number of deregistered vehicles. There is no obligation for the Member States to indicate in their register the motives for which a vehicle has been de-registered, which leads to a situation where the fate of a large number of de-registered vehicles remains unknown.
此外，车辆从国家车辆登记册中“注销”的事实并不总是意味着它已成为 ELV，因为 CoD 的签发并不是车辆根据国家车辆登记册注销登记的唯一依据。立法。这种碎片化造成了监管失败，在欧盟层面造成了后果。一些成员国允许车辆“暂时取消注册”，例如当车辆离开道路时，以避免缴纳注册税。其他条件包括出口到另一个国家、车辆与车主一起迁移到另一个欧盟国家或盗窃。因此，不能假设成员国报告的报废车辆总数与注销车辆的数量相对应。成员国没有义务在其登记册中说明车辆被注销的动机，这导致大量注销车辆的命运仍然不明。
The fact that a large number of used vehicles are shipped throughout the EU renders the traceability of ELVs even more challenging. The ELV Directive and the EU legislation on registration documents and roadworthiness are not designed to track properly what happens to these vehicles when they reach the end of their life. There is in particular no systematic exchange of information between vehicle registration authorities which would ensure that the Member State of previous registration of a vehicle is systematically informed when such vehicle is recycled and a CoD has been issued in another Member State. Although the authorities of the Member States of last registration should have the information available about it being an ELV based on the Article 3a of Directive 1999/37/EC , today this information is not always updated and correspond to the actual situation of the vehicle concerned.
大量二手车在整个欧盟范围内运输，这使得报废汽车的可追溯性变得更具挑战性。 ELV 指令和欧盟关于登记文件和适航性的立法并不是为了正确跟踪这些车辆在使用寿命结束时会发生什么情况。特别是，车辆登记机构之间没有系统地交换信息，无法确保当车辆被回收并且其他成员国已签发 CoD 时，系统地通知车辆先前登记的成员国。尽管最后注册成员国当局应根据 1999/37/EC 指令第 3a 条提供有关其属于 ELV 的信息，但目前该信息并不总是更新且符合车辆的实际情况担心的。
–Regulatory failure – non-legally binging nature of guidelines distinguishing used vehicle vs. waste vehicle
监管失败——区分二手车和报废车的指南不具有法律效力
The absence of clear and legally binding criteria on the distinction between used vehicles and ELVs makes enforcement of the requirements of the ELV Directive very challenging. Specific guidelines were developed by the Waste Shipment Correspondents to assist enforcement and customs authorities in implementing the rules on the export of ELVs, and especially to distinguish between ELVs and used cars. These guidelines are however non-binding and often considered too complicated to apply in practice by enforcement agencies. The illegal sector widely exploits this grey area around the distinction between used vehicles and ELVs. Only vehicles which are considered as waste are subject to the requirements of the ELV Directive, while used vehicles can be commercialised without any restrictions. Even economic actors in the formal sector (for example insurance companies which own a large share of accidented vehicles which might, or not, qualify as ELVs and usually sell them in bulk through auction sales) do not always make the effort to properly check if the vehicles that they sell are ELVs, as it remains more profitable for them to sell them as used vehicles. This is a problem both for ELVs sold in the EU and ELVs exported outside the EU (as “used vehicles” can be exported without restrictions, while shipments of ELV are regulated under the waste shipment regulation, which prohibits especially their export outside the OECD). The effect is that many ELVs are illegally exported to third countries.
由于缺乏区分二手车和报废汽车的明确且具有法律约束力的标准，使得执行报废汽车指令的要求非常困难。废物运输通讯员制定了具体指南以协助执法机构和海关当局执行报废汽车出口规则，特别是区分报废汽车和二手车。然而，这些指导方针不具有约束力，而且执法机构往往认为过于复杂而无法在实践中应用。非法部门广泛利用二手车和报废汽车之间的灰色地带。只有被视为废物的车辆才符合 ELV 指令的要求，而二手车可以不受任何限制地进行商业化。即使是正规部门的经济参与者（例如拥有大量事故车辆的保险公司，这些事故车辆可能符合或不符合报废汽车的资格，并且通常通过拍卖大量出售），也并不总是努力正确检查他们销售的车辆是ELV，因为将其作为二手车出售对他们来说仍然更有利可图。对于在欧盟销售的报废汽车和出口到欧盟以外的报废汽车来说，这都是一个问题（因为“二手车”可以不受限制地出口，而报废汽车的运输受到废物运输法规的监管，该法规特别禁止将其出口到经合组织以外的国家） 。其结果是许多报废汽车被非法出口到第三国。
The absence of legal provisions preventing the export from the EU of used vehicles which are not roadworthy makes it possible to ship used vehicles to third countries, despite the fact that such vehicles are not authorised to be driven on EU roads. In addition, while, as indicated above, a large number of third countries have established or announced rules governing the import of used vehicles, there is no provision in the EU legislation which would require EU inspection and customs authorities to take these import requirements into consideration when authorising the export of used vehicles. There is no mechanism either which would direct these authorities to cooperate with the authorities in the import countries to make sure that used vehicles are only exported from the EU in line with the conditions laid out by these third countries.
由于缺乏禁止从欧盟出口不适合公路行驶的二手车的法律规定，因此可以将二手车运送到第三国，尽管此类车辆未获授权在欧盟道路上行驶。此外，如上所述，虽然许多第三国已制定或公布了二手车进口规则，但欧盟立法中没有规定要求欧盟检验和海关当局考虑这些进口要求授权出口二手车时。也没有任何机制可以指导这些当局与进口国当局合作，以确保二手车仅按照这些第三国规定的条件从欧盟出口。
–Regulatory failures – insufficient enforcement
监管失败——执行力度不够
There are no specific provisions in the ELV Directive requiring the Member States to carry out inspections or take enforcement actions to ensure that its provisions are properly implemented, or to establish penalties against breaches of the requirements set out in the Directive. There is little monitoring on how the Directive is enforced and the illegal treatment and the illegal export of ELVs do not feature as priorities in the strategies laid out by enforcement and customs authorities against environmental crime. Some initiatives are taken on a voluntary basis by the Member States, but there is no coordinated approach at the EU level designed to improve enforcement of the rules under the ELV Directive.
ELV指令中没有具体规定要求成员国进行检查或采取执法行动以确保其规定得到正确实施，或对违反指令规定的要求制定处罚措施。对该指令的执行方式几乎没有监督，执法部门和海关当局针对环境犯罪制定的战略中也没有将报废汽车的非法处理和非法出口列为优先事项。一些举措是成员国自愿采取的，但欧盟层面没有旨在改善 ELV 指令规则执行的协调方法。
6.4.3How would the problem evolve?
问题将如何演变？
Not addressed, a range of regulatory and market drivers would continue to contribute to the phenomenon of “missing vehicles”. For the baseline scenario it is estimated that the situation of 30% to 40% missing vehicles, i.e. 3 to 4 million vehicles, will persist without any major improvement. It means that there will be no mechanism in place needed to ensure if all ELVs are directed to authorised treatment facilities (ATFs), nor to improve cross-border traceability of vehicles. Such scenario is also supported by the reasoning provided in F4F opinion, highlighting that today not all Member States require the vehicle's last owner to provide a COD upon deregistration, which is serving as a proof that the vehicle has been properly dismantled in accordance with the ELV Directive. This is due to the circumstance that some Member States do not distinguish the reasons between short-term deregistration and final deregistration of a vehicle or deregistration for final disposal or other purposes. Therefore, lack of coordination and exchange of information between Member State vehicle registration authorities will persist. Moreover, there will be no EU wide incentives or obligations for a last owner of a vehicle to deregister a destructed vehicle .
如果不加以解决，一系列监管和市场驱动因素将继续助长“车辆失踪”现象。就基准情景而言，预计30%至40%的车辆缺失（即3至400万辆）的情况将持续存在，且不会有任何重大改善。这意味着不需要任何机制来确保所有报废车辆是否都被送往授权处理设施（ATF），也不需要改善车辆的跨境可追溯性。 F4F 意见中提供的推理也支持这种情况，强调目前并非所有成员国都要求车辆的最后车主在注销时提供 COD，这是车辆已根据 ELV 正确拆卸的证明指示。这是由于一些成员国没有区分车辆短期注销和最终注销或出于最终处置或其他目的注销的原因。因此，成员国车辆登记机构之间缺乏协调和信息交流的情况将持续存在。此外，欧盟范围内不会有任何激励措施或义务要求车辆的最后车主注销被毁坏的车辆 。
No improvement is either expected in the area of the export of used vehicles to non-EU countries deepening the EU external pollution footprint. If no actions are taken at the EU level, a significant share of vehicles exported to extra-EU countries will remain under characteristics similar or equivalent to ELVs. Accordingly, the countries receiving the used vehicles form the EU will become more and more affected as the concerns of environment, road safety, air pollution risks will continue to grow, including the material losses of potential recyclables, negative economic and social impacts for the formal sector, when vehicles are not directed to legal treatment facilities. While environmental and social risks exist for the countries of destination, cases of illegal export from the EU will also affect Member States of origin, causing financial violations.
预计向非欧盟国家出口二手车方面也不会出现任何改善，从而加深欧盟的外部污染足迹。如果欧盟层面不采取行动，出口到欧盟以外国家的很大一部分车辆仍将具有与报废汽车类似或同等的特征。因此，随着对环境、道路安全、空气污染风险的担忧不断增加，从欧盟接收二手车的国家将受到越来越多的影响，包括潜在可回收物的物质损失、对正规车辆的负面经济和社会影响。当车辆不被引导至合法处理设施时。虽然目的地国存在环境和社会风险，但欧盟的非法出口案件也会影响原产国，造成金融违规。
6.5.Problem area 4: Lack of EU level playing field to improve circularity in the design, production and end-of-life treatment of lorries, buses and motorcycles
问题领域 4：欧盟缺乏公平的竞争环境来改善卡车、公共汽车和摩托车的设计、生产和报废处理的循环性
6.5
6.5.1What is the problem? 问题是什么？
The ELV and 3R type-approval Directives apply to passenger and some three-wheel vehicles (M1), as well as to light commercial vehicles (N1). Around 85 % of 323 million vehicles registered in the EU fall within the scope of ELV Directive . 15% of these vehicles are therefore not covered, representing around 52 million vehicles (powered two- and three wheelers (PTW), lorries and buses) By mass, this represents 35% of registered vehicles, or 191 million tonnes. The average sum of materials from powered two- and three wheelers (PTW), busses and lorries that became waste in 2019 can be estimated to amount to more than 4.13 million tons. The vehicles excluded from the ELV and 3R type-approval Directives are currently not subject to any specific requirement when it comes to eco-design and their waste phase (waste prevention, collection, treatment and recycling). Although the general provisions from the Waste Framework Directive apply to end-of-life vehicles which are not covered by the ELV Directive, their effect is limited, as they do not contain requirements which are specifically tailored to these vehicles.
ELV 和 3R 型式认证指令适用于乘用车和部分三轮车辆 (M1) 以及轻型商用车 (N1)。在欧盟注册的 3.23 亿辆汽车中，约 85% 属于 ELV 指令的范围。因此，这些车辆中有 15% 不在覆盖范围内，即约 5200 万辆车辆（动力两轮和三轮车 (PTW)、卡车和公共汽车） 按质量计算，这占注册车辆的 35%，即 1.91 亿吨。 2019 年，来自动力两轮和三轮车 (PTW)、公共汽车和卡车的平均废弃物总量估计超过 413 万吨。目前，被排除在 ELV 和 3R 型式认证指令之外的车辆在生态设计及其废物阶段（废物预防、收集、处理和回收）方面不受任何具体要求的约束。尽管废物框架指令的一般规定适用于 ELV 指令未涵盖的报废车辆，但其效果有限，因为它们不包含专门针对这些车辆的要求。
The consequences of this exclusion are the following:
这种排除的后果如下：
·no guarantee on the environmentally sound management of the waste stemming from end-of-life vehicles outside the scope of the legislation,
不保证对立法范围之外的报废车辆产生的废物进行无害环境管理，
·no legal incentive for the re-use or recycling of large volume of materials (steel, iron, aluminium, copper, plastics, glass…) stemming from such waste,
对于此类废物产生的大量材料（钢、铁、铝、铜、塑料、玻璃……）的再利用或回收没有法律激励，
·no legal incentive to increase the design for circularity of the vehicles in question,
没有法律激励来增加相关车辆的循环设计，
·risk of a fragmentation of the EU market as individual Member States take individual measures to address the end-of-life stage of the vehicles concerned.
由于各个成员国采取各自的措施来解决相关车辆的报废阶段，因此欧盟市场存在分裂的风险。
The data and information available on the end-of-life treatment of powered two- and three wheelers (PTW), busses and lorries in the EU is more limited than the information for M1-N1 vehicles. They show that an important number of used lorries and (to a lesser extent) used buses are exported from the EU to third countries, in particular in the developing countries, where the price is an important factor, creating demand for the trade in used HDVs with some remaining useful economic life. It is also noted that despite efforts to promote circular economies through formal HDV scrapping programs in the top exporting countries, including EU, there are reported cases of illegal shipments of end-of-life vehicles to low-income markets, resulting in a material loss for the circular economy objectives of these countries. Since 2015, the EU has exported around 75,000 buses and about 898,000 lorries outside Europe. For every single used bus shipped, 12 used trucks are exported from the EU. The top destinations for EU exports are West Africa and the Eastern Europe, Caucasus, and Central Asia, matching the trade supply chain of used light-duty vehicles .
有关欧盟动力两轮和三轮车 (PTW)、公共汽车和卡车报废处理的可用数据和信息比 M1-N1 车辆的信息更为有限。它们表明，大量二手卡车和（较小程度上）二手巴士从欧盟出口到第三国，特别是发展中国家，价格是一个重要因素，从而创造了二手重型车贸易的需求具有一些剩余的可用经济寿命。还值得注意的是，尽管包括欧盟在内的主要出口国通过正式的重型车辆报废计划努力促进循环经济，但仍有报告称存在将报废车辆非法运输到低收入市场的情况，导致物质损失为了这些国家的循环经济目标。自2015年以来，欧盟已向欧洲以外地区出口了约75,000辆公共汽车和约898,000辆卡车。每运输一辆二手巴士，就有 12 辆二手卡车从欧盟出口。欧盟出口的主要目的地是西非和东欧、高加索和中亚，与二手轻型车的贸易供应链相匹配 。
There is a market for the re-use and remanufacturing of spare parts from lorries and that there are authorized treatment facilities in some Member States which are able to dismantle lorries, in addition to passenger cars.
卡车备件的再利用和再制造存在市场，并且除客车外，一些成员国还拥有授权的处理设施，能够拆卸卡车。
When it comes to two- and three wheelers, data available show that that there is a specialized market for spare parts, but that there is only a limited number end-of-life motorcycle which are dealt with by authorized treatment facilities, although they would be able to dismantle them without particular extra investments or training.
就两轮和三轮摩托车而言，现有数据显示，存在专门的备件市场，但由授权处理机构处理的报废摩托车数量有限，尽管它们会无需特别的额外投资或培训即可拆除它们。
The data collected for this impact assessment also shows that at least 7 Member States have adopted various types of legal provisions governing the end-of-life stage of lorries, buses or motorcycles. Many of them have especially established a requirement that these vehicles should be delivered to an ATF at the end of their life. These provisions remain far less far-reaching than the provisions applying to M1-N1 vehicles pursuant to the ELV Directive. It also presents the risk of fragmenting the EU market and does not anyway represent an efficient approach as economic actors willing to escape national rules could decide to get their vehicles dismantled in another EU Member State with less or no requirements on this phase.
本次影响评估收集的数据还显示，至少有 7 个成员国已通过各种类型的法律规定来管理卡车、公共汽车或摩托车的报废阶段。他们中的许多人特别提出了这样的要求：这些车辆应在其使用寿命结束时交付给 ATF。这些规定的影响力仍远不如根据 ELV 指令适用于 M1-N1 车辆的规定影响深远。它还存在分割欧盟市场的风险，并且无论如何都不是一种有效的方法，因为愿意逃避国家规则的经济参与者可能会决定在另一个欧盟成员国拆解其车辆，而在此阶段要求较少或没有要求。
Overall, the integration of circularity in the business model of producers of vehicles outside the scope of the ELV and 3R type-approval Directives largely relies on the market situation, as well as on voluntary actions by some economic actors wishing to be more ambitious than their competitors on this aspect and different regulatory interventions in some Member States. As a result, the potential of a very large share of the automotive sector to contribute to the ambitions of the Green Deal for a climate-neutral, clean and circular economy remains unexploited.
总体而言，将循环性纳入 ELV 和 3R 型式核准指令范围之外的车辆生产商的商业模式中，很大程度上取决于市场形势，以及一些希望比自己更雄心勃勃的经济参与者的自愿行动。竞争对手在这方面的竞争以及一些成员国的不同监管干预措施。因此，汽车行业很大一部分为实现气候中和、清洁和循环经济的绿色协议雄心做出贡献的潜力仍未得到开发。
6.5.2Problem drivers 有问题的司机
–Regulatory failures – different national legal regimes
监管失败——不同国家的法律制度
The main driver for the problem exposed below is the exclusion of powered two- and three wheelers (PTW), lorries and buses from the scope of the ELV and 3R type-approval Directives. This choice was made by the co-legislators when the ELV Directive was adopted in 2000. More than twenty years after this adoption, this has led to a situation where there is no transparency on the degree of circularity of the sectors concerned and that they are not incentivised to go beyond a “business as usual” scenario.
下面暴露的问题的主要驱动因素是将动力两轮和三轮车 (PTW)、卡车和公共汽车排除在 ELV 和 3R 型式认证指令范围之外。这一选择是联合立法者在 2000 年通过 ELV 指令时做出的。该指令通过二十多年后，这导致了相关部门的循环程度不透明且缺乏透明度的情况。没有动力去超越“一切照旧”的情况。
The fact that some Member States have taken an initiative and set out national rules covering the end-of-life stage of vehicles that are currently not in the scope of the EU legislation, is a sign that the current limited scope is considered as sub-optimal. Many Member States require that the sound treatment of PTWs and/or lorries is ensured and/or environmental permits for facilities are requested through specific legislation .
事实上，一些成员国已经采取主动，制定了涵盖目前不在欧盟立法范围内的车辆报废阶段的国家规则，这表明当前的有限范围被认为是次要的。最佳的。许多成员国要求确保两轮机动车和/或卡车的良好处理和/或通过具体立法申请设施环境许可 。
For example, the information provided by France and Spain regarding their experience in dealing with different categories of vehicles shows some similarities and differences.
例如，法国和西班牙提供的有关其处理不同类别车辆的经验的信息显示出一些相似之处和差异。
In France, there is no specific economic analysis on treatment costs, however, there is evidence that the reuse of parts can be particularly important for L-category vehicles. In addition, these vehicles have a content of metal similar to that of passenger cars, making their treatment potentially profitable, because the intrinsic value linked to the material content is significant. However, it is unclear to what extent this applies to quadricycles, and the market for reusing quadricycle parts is less documented.
在法国，没有对处理成本进行具体的经济分析，但有证据表明，零件的重复利用对于 L 类车辆尤其重要。此外，这些车辆的金属含量与乘用车相似，因此其处理具有潜在的盈利能力，因为与材料含量相关的内在价值非常重要。然而，尚不清楚这在多大程度上适用于四轮车，并且四轮车零件重复使用的市场记录也较少。
In Spain, the requirements for ATFs to handle both LCVs and LCVs/L-category vehicles are the same, including de-registration of vehicles in connection with the CoD condition. As for the differences, there are specific certification requirements for personnel who work with electric and hybrid vehicles. In terms of reporting requirements, the same procedures apply to ATFs that deal with L/HDV vehicles and LCVs, as both are required to submit annual reports on managed waste. The documents proving the treatment of an ELV vary depending on the type of vehicle. LDVs require a certificate of destruction, while for other types of vehicles, ATFs must issue an environmental treatment certificate. This separation of certificates allows more effective control and monitoring of the treatment process according to vehicle category.
在西班牙，ATF 处理 LCV 和 LCV/L 类车辆的要求是相同的，包括根据 CoD 条件注销车辆。至于差异，对于电动汽车和混合动力汽车的工作人员有特定的认证要求。在报告要求方面，相同的程序适用于处理 L/HDV 车辆和 LCV 的 ATF，因为两者都需要提交有关废物管理的年度报告。证明 ELV 处理的文件因车辆类型而异。 LDV需要销毁证明，而对于其他类型的车辆，ATF必须出具环境处理证明。这种证书的分离可以根据车辆类别更有效地控制和监控处理过程。
Belgium (Flanders) and the Czech Republic have similar regulations for ATFs that handle both LCVs and VLDs. Both countries require the same environmental permits and processing conditions for all types of vehicles, but there are additional permit requirements for passenger cars and vans, in terms of meeting recycling targets. There are no specific training or certification requirements for personnel who work with HDVs or end-of-life HDVs. The legal requirements regarding depollution, disposal and storage are consistent for all the types of vehicles mentioned. Belgium issues CoD destruction only for the treatment of end-of-life passenger cars and light vans up to 3.5 tonnes, however, there is no de-registration requirement for the owner of any type of vehicle, the ATF system automatically includes the vehicle's VIN in the national registration system which registers these VINs separately. In the Czech Republic, a separate approach is taken where a CoD is issued for both HDVs and motorcycles, and the responsibility for de-registration of the vehicle lies with the owner regardless of its type. There is no data collected on the costs and benefits of mandatory ATF treatment for different stakeholders. The costs may outweigh the benefits in some cases. However, Member States pointed out that the costs and benefits associated with the treatment of each vehicle vary considerably due to several factors such as the feasibility of reusable parts, the costs of secondary raw materials, energy expenditure, among others, which makes it difficult to achieve final product conclusions in this area. A diverse array of national regulations on end-of-life treatment across the EU Member States creates certain risks related to fragmentation of the EU internal market.
比利时（佛兰德斯）和捷克共和国对于处理 LCV 和 VLD 的 ATF 也有类似的规定。两国对所有类型的车辆都要求相同的环境许可证和处理条件，但为了满足回收目标，对乘用车和货车还有额外的许可证要求。对于使用 HDV 或报废 HDV 的人员没有特定的培训或认证要求。对于上述所有类型的车辆，有关去污染、处置和储存的法律要求都是一致的。比利时仅针对报废客车和重量不超过 3.5 吨的轻型货车进行 CoD 销毁，但是，任何类型车辆的车主都没有取消注册的要求，ATF 系统自动包含车辆的 VIN在国家注册系统中单独注册这些 VIN。在捷克共和国，采取了一种单独的方法，即为 HDV 和摩托车发放 CoD，并且无论其类型如何，车主都有责任取消车辆注册。没有收集关于不同利益相关者强制 ATF 处理的成本和收益的数据。在某些情况下，成本可能超过收益。然而，成员国指出，由于可重复使用零件的可行性、二次原材料的成本、能源支出等多种因素，每辆车处理的成本和效益差异很大，这使得处理每辆车的成本和效益差异很大。得出该领域的最终产品结论。欧盟成员国关于报废处理的各种国家法规造成了与欧盟内部市场碎片化相关的某些风险。
Market drivers – difficulty in identifying and controlling treatment operators
市场驱动因素——难以识别和控制治疗运营商
A common feature for PTW and Heavy-Duty Vehicles is the importance of the market for used spare parts and the associated potential to retrieve such parts from end-of-life vehicles. This potential is however not fully exploited. In addition, the fact that the informal sector plays an important role in the treatment of end-of-life PTW and HDVs presents environmental challenges, as this treatment is not operated under conditions ensuring a proper depollution of the vehicles and represents unfair competition for other operators which comply with higher standards.
PTW 和重型车辆的一个共同特征是二手备件市场的重要性以及从报废车辆中回收此类零件的相关潜力。然而，这种潜力尚未得到充分利用。此外，非正规部门在处理报废两轮机动车和重型车辆方面发挥着重要作用，这一事实带来了环境挑战，因为这种处理不是在确保车辆适当去污的条件下进行的，并且代表着对其他车辆的不公平竞争。符合更高标准的运营商。
More information is provided below on the respective situation for PTW and HDVs.
下面提供了有关 PTW 和 HDV 各自情况的更多信息。
Problems and drivers per vehicle category
每种车辆类别的问题和驱动因素
PTW (powered two- and three wheelers): the end-of-life and repair business is dominated by small companies or individual operators, with a minimum regulatory control over their activities. Estimates are available on the number of PTW becoming waste every year, as well as their material composition. For most categories of PTW, the mass fraction of re-usable spare parts is higher than for passenger vehicles and, when it comes to the material composition of PTW, most of them contain a share of metal comparable to the share of metals in passenger cars. There is therefore an important potential for re-using spare parts from end-of-life PTW. In view of the presence of many different actors in the manufacturing, repair and end-of-life treatment of such vehicles, and of the absence of information requirements in national or EU legislation, it is not possible to quantify with a sufficient degree of granularity the current market for the re-use and recycling of parts and components from PTW. It can be assumed though that the share of the informal sector in the dismantling of PWT and the commercialisation of spare parts is non-negligible. Export of used PWT on the other hand is relatively limited, when compared to used passenger cars or lorries.
PTW （动力两轮和三轮车） ：报废和维修业务由小公司或个体运营商主导，对其活动的监管控制最低。可对每年成为废物的两轮机动车数量及其材料成分进行估算。对于大多数类别的 PTW，可重复使用备件的质量分数高于乘用车，并且就 PTW 的材料成分而言，其中大多数含有的金属比例与乘用车中的金属比例相当。因此，重复利用报废 PTW 的备件具有重要潜力。鉴于此类车辆的制造、维修和报废处理中存在许多不同的参与者，并且国家或欧盟立法中缺乏信息要求，因此不可能以足够的粒度进行量化PTW 零部件再利用和回收的当前市场。但可以假设，非正规部门在 PWT 拆除和备件商业化中所占的份额是不可忽视的。另一方面，与二手客车或卡车相比，二手 PWT 的出口相对有限。
Lorries: The design and structure of lorries, as well as the types of parts that they contain, differ from those in M1-N1 vehicles. They also usually have a longer lifetime than M1-N1 vehicles. This has an impact on the treatment of end-of-life lorries. Treatment facilities require specific infrastructure, storage, tools, technologies and knowledge to treat them properly . This is done either in specialised facilities, or in facilities that also perform the treatment of end-of-life M1-N1 vehicles. One key difference is that, while the de-polluted body of the M1-N1vehicles are shredded as a whole, this is not always possible for HDVs, which are dismantled further.
卡车：卡车的设计和结构以及其所含零件的类型与 M1-N1 车辆不同。它们的使用寿命通常也比 M1-N1 车辆更长。这对报废卡车的处理产生影响。处理设施需要特定的基础设施、储存、工具、技术和知识来正确处理它们。这可以在专门设施中完成，也可以在同时处理报废 M1-N1 车辆的设施中完成。一个关键的区别是，虽然 M1-N1 车辆的去污染车身被整体粉碎，但对于 HDV 来说，这并不总是可能的，因为它们会被进一步拆卸。
An important characteristic of the sector is the considerable share of used lorries that are shipped between EU Member States, as well as exported from the EU to third countries (up to 75%). This represents an important market, with used lorries shipped out of the EU especially after they have reached a certain age or milage to be used further in third countries, where they finally reach their waste stage.
该行业的一个重要特点是，大量二手卡车在欧盟成员国之间运输，以及从欧盟出口到第三国（高达 75%）。这是一个重要的市场，二手卡车被运出欧盟，特别是在它们达到一定车龄或里程后，将在第三国进一步使用，最终达到废物阶段。
Buses: Compared with trailers and lorries, the fleet of buses registered in the EU is smaller. The material composition of buses is different, as they contain more glass (from windows) and textiles (from seats) than in any other vehicle category. This is creating specific challenges at the dismantling and treatment stages of these vehicles. Compared to lorries, the relative share of used buses exported is also lower but it remains overall quite significant (~34%).
公共汽车：与拖车和卡车相比，在欧盟注册的公共汽车车队规模较小。公共汽车的材料成分有所不同，因为它们比任何其他车辆类别包含更多的玻璃（来自窗户）和纺织品（来自座椅）。这给这些车辆的拆卸和处理阶段带来了特殊的挑战。与卡车相比，二手客车出口的相对份额也较低，但总体而言仍然相当可观（~34%）。
(Semi-)Trailers: In terms of the entire fleet, trailers account for less than 6% by unit, but ~18% by weight. The variability of these vehicles is high, the material composition also varies greatly depending on the trailer type. Little is known about the end-of-life treatment of trailers. Export trade statistics show that ~ 75,000 trailers are exported per year (~8% of expected ELVs). This is a rather small share, compared to other vehicles presented above. Therefore, it is concluded that there is a large mass of materials from trailers for which there is currently no information available about their design and end-of-life stage. It is therefore unclear to what extent the circular economy potential is exploited.
（半）拖车：就整个车队而言，拖车按单位数量占比不到 6%，但按重量计算约占 18%。这些车辆的可变性很高，根据拖车类型的不同，材料成分也有很大差异。人们对拖车的报废处理知之甚少。出口贸易统计数据显示，每年出口约 75,000 辆拖车（约占预期 ELV 的 8%）。与上面介绍的其他车辆相比，这是一个相当小的份额。因此，得出的结论是，拖车中存在大量材料，目前尚无有关其设计和报废阶段的信息。因此，尚不清楚循环经济潜力的开发程度如何。
6.5.3How would the problem evolve?
问题将如何演变？
Non-inclusion of vehicle types other than M1 and N1 from the scope of the ELV Directive will hinder establishing a fully-fledged EU legal framework of vehicles. Without a proper regulatory framework, it would not be feasible to build coherence between national approaches and streamline obligations of national authorities and economic operators in setting up systems for the collection, treatment and recovery of all end-of life vehicles. Such regulatory gap would lead to twofold problems: 1) creating favourable conditions for the risk of damage to the environment and human health associated with the mismanagement of the vehicles that are not covered by the EU harmonized rules on the end-of-life vehicles; 2) continuous loss of material resources from the share of vehicles not covered under the ELV and 3R type-approval directives, accounting for around 52 million vehicles with 159 million tonnes by weight, thus putting aside certain streams of the automotive sector from the circular economy transformation.
将 M1 和 N1 以外的车辆类型排除在 ELV 指令范围之外将阻碍建立成熟的欧盟车辆法律框架。如果没有适当的监管框架，就不可能在国家做法之间建立一致性，也无法简化国家当局和经济运营商在建立所有报废车辆收集、处理和回收系统方面的义务。这种监管差距将导致双重问题：1）为与欧盟报废车辆协调规则未涵盖的车辆管理不善相关的环境和人类健康损害风险创造有利条件； 2) 未纳入ELV和3R型式认证指令范围内的车辆所占的物质资源持续损失，约占5200万辆汽车，1.59亿吨重量，从而将汽车行业的某些流程排除在循环经济之外转变。
It would also have negative impact on the pace of technological progress linked to a more circular design and efficiency in end-of-life treatment of 15% of remaining vehicles without a regulatory support at the EU level. It remains unclear whether the market would be addressing design-for-recycling in a sufficient manner. Otherwise, the EU will not be able to take into account/rely contributions from the whole vehicle sector to the achievement of the targets set out in the EU Green Deal and the Circular Economy Action Plan.
如果没有欧盟层面的监管支持，这还将对与更循环设计相关的技术进步步伐以及 15% 剩余车辆报废处理的效率产生负面影响。目前尚不清楚市场是否会以充分的方式解决回收设计问题。否则，欧盟将无法考虑/依赖整个汽车行业对实现《欧盟绿色协议》和《循环经济行动计划》所设定目标的贡献。
1.
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回收企业联合会 / FEDEREC https://federec.com/fr/
(30)
INDRA is an automotive recycler and a forerunner in the trade https://www.indra.fr/en/international/leader-en-france-recyclage-automobile
INDRA 是一家汽车回收商和行业先驱 https://www.indra.fr/en/international/leader-en-france-recyclage-automobile
(31)
La FNADE est l'organisation professionnelle représentative des industriels de l'environnement https://www.fnade.org/fr
FNADE是代表环保制造商的专业组织 https://www.fnade.org/fr
(32)
https://www.volvocars.com
(33)
https://ecostandard.org/
(34)
https://unece.org/
(35)
https://weee-forum.org/
(36)
The Critical Raw Materials Alliance (CRM Alliance) https://www.crmalliance.eu/
关键原材料联盟（CRM 联盟） https://www.crmalliance.eu/
(37)
https://www.fors-online.org.uk/cms/
(38)
https://plasticseurope.org/
(39)
https://www.febelauto.be/
(40)
https://federec.com/
(41)
https://egaranet.org/
(42)
https://eurometaux.eu/
(43)
SCIP is the database for information on Substances of Concern In articles as such or in complex objects (Products) established under the Waste Framework Directive (WFD), see https://echa.europa.eu/scip
SCIP 是有关关注物质信息的数据库。在此类文章或根据废物框架指令 (WFD) 建立的复杂对象（产品）中，请参阅 https://echa.europa.eu/scip .
(44)
Regulation (EC) No 1272/2008 of the European Parliament and of the Council of 16 December 2008 on classification, labelling and packaging of substances and mixtures, amending and repealing Directives 67/548/EEC and 1999/45/EC, and amending Regulation (EC) No 1907/2006 (OJ L 353, 31.12.2008, p. 1–1355).
欧洲议会和理事会 2008 年 12 月 16 日关于物质和混合物的分类、标签和包装的第 1272/2008 号法规 (EC)，修订和废除指令 67/548/EEC 和 1999/45/EC，并修订法规(EC) No 1907/2006（OJ L 353，2008 年 12 月 31 日，第 14 页） 1–1355）。
(45)
Substances of Very High Concern (SVHC).
高度关注物质 (SVHC)。
(46)
SCIP is the database for information on Substances of Concern In articles as such or in complex objects (Products) established under the Waste Framework Directive (WFD) https://echa.europa.eu/scip
SCIP 是根据废物框架指令 (WFD) 建立的文章或复杂物体（产品）中关注物质信息的数据库 https://echa.europa.eu/scip
(47)
Mehlhart et. al (2017). 梅尔哈特等人。等（2017）。
(48)
Mehlhart et. al (2017). 梅尔哈特等人。等（2017）。
(49)
https://smoto.sg/
(50)
Wheel suspension (front / rear) incl. triple clamp, swing arm and all damping parts, handle bar, all kind/material of rims, sub-frame, all kind/material of fuel tank.
车轮悬架（前/后），包括。三重夹具、摆臂和所有减震部件、车把、各种/材料的轮圈、副车架、各种/材料的油箱。
(51)
https://www.eurofer.eu/
(52)
https://www.anervi.com/
(53)
https://www.aetrac.es/
(54)
https://www.euric-aisbl.eu/
(55)
https://egaranet.org/
(56)
ACEA wants to “point out that, for the necessary new and innovative materials for achieving the ambitious goals of targeted carbon neutrality by 2050, there might not yet be available appropriate recycling technologies for vehicles on an industrial scale” (ACEA, 2022).
ACEA 希望“指出，对于到 2050 年实现碳中和这一雄心勃勃的目标所必需的新型创新材料，可能尚无适合工业规模的车辆回收技术”（ACEA，2022）。
(57)
See the supporting study for the impact assessment, which refers to data collected in 2014 according to which 350 shredders are established in the EU. According to Eurostat, there are shredders equipped for ELVs in all EU Member States except Luxembourg and Malta.
请参阅影响评估的支持研究，该研究参考了 2014 年收集的数据，根据该数据，欧盟建立了 350 台碎纸机。据欧盟统计局称，除卢森堡和马耳他外，所有欧盟成员国都配备了报废汽车粉碎机。
(58)
In Extenso Innovation Croissance, Alice Deprouw, Déborah Gaillard, Arthur Robin. Ademe, Éric Lecointre. Octobre 2021. Automobiles – Données 2019 – Rapport annuel. 110 pages.
在扩展创新增长中，Alice Deprouw、Déborah Gaillard、Arthur Robin。阿德梅，埃里克·勒科特雷。 2021 年 10 月。汽车 – 2019 年数据 – 年度报告。 110 页。
(59)
Despite the provisions in Article 9(2) on this point in the ELV Directive.
尽管 ELV 指令第 9(2) 条对此有规定。
(60)
https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/13132-Vehicle-safety-revising-the-EUs-roadworthiness-package_en
(61)
https://www.unep.org/resources/report/global-trade-used-vehicles-report
(62)
Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳里奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
(63)
Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年， ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
(64)
N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821.
N. Tazi、M. Orefice、C. Marmy、Y. Baron、M Ljunggren、P Wäger、F. Mathieux，对提高乘用车关键原材料和其他材料循环性的选定措施的初步分析，EUR 31468 EN，欧盟出版局，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi： 10.2760/207541，JRC132821。
(65)
Source: Better Regulation toolbox Tool #16, Textbox page 114 – 115
资料来源：更好的监管工具箱工具 #16，文本框第 114 – 115 页
(66)
Aeris Europe: Euro 7 Impact Assessment: The outlook for air quality compliance in the EU and the role of the road transport sector. 2021. Online available under https://aeriseurope.com/papers-and-articles/euro-7-impact-assessment-the-outlook-for-air-quality-compliance-in-the-eu-and-the-role-of-the-road-transport-sector/
Aeris Europe：Euro 7 影响评估：欧盟空气质量合规前景以及道路运输部门的作用。 2021 年。在线提供 https://aeriseurope.com/papers-and-articles/euro-7-impact-assessment-the-outlook-for-air-quality-compliance-in-the-eu-and-the-role -公路运输部门/
(67)
https://rmis.jrc.ec.europa.eu/apps/veh/#/p/viewer
(68)
Source: Calculated with data from JRC-RMIS and Argonne 2021 and average weight according to Eurostat
资料来源：根据 JRC-RMIS 和 Argonne 2021 的数据以及欧盟统计局的平均权重计算得出
(69)
Aeris Europe: Euro 7 Impact Assessment: The outlook for air quality compliance in the EU and the role of the road transport sector. 2021. Online available under https://aeriseurope.com/papers-and-articles/euro-7-impact-assessment-the-outlook-for-air-quality-compliance-in-the-eu-and-the-role-of-the-road-transport-sector/
Aeris Europe：Euro 7 影响评估：欧盟空气质量合规前景以及道路运输部门的作用。 2021 年。在线提供 https://aeriseurope.com/papers-and-articles/euro-7-impact-assessment-the-outlook-for-air-quality-compliance-in-the-eu-and-the-role -公路运输部门/
(70)
Source: Own calculation on the basis of data from Aeris Europe 2021 and ACEA 2021
资料来源：根据 Aeris Europe 2021 和 ACEA 2021 的数据自行计算
(71)
Source: Own calculation on the basis of data from Aeris Europe 2021 and ACEA 2021
资料来源：根据 Aeris Europe 2021 和 ACEA 2021 的数据自行计算
(72)
Source: Own representation
资料来源：自己的代表
(73)
Own calculation on the basis of data from Aeris Europe 2021 and ACEA 2021
根据 Aeris Europe 2021 和 ACEA 2021 的数据自行计算
(74)
Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
(75)
Recycling rates ASR: own estimations according to data from Sander et al. 2020; PST: JRC 2021; Recycling efficiency rates of the specific recycling process according to ecoinvent 3.8
回收率 ASR：根据 Sander 等人的数据自行估算。 2020；太平洋标准时间：JRC 2021；根据 Ecoinvent 3.8 的特定回收流程的回收效率
(76)
Source: Own calculation on the basis of data from Aeris Europe 2021 and ACEA 2021
资料来源：根据 Aeris Europe 2021 和 ACEA 2021 的数据自行计算
(77)
Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
(78)
ecoinvent database, version 3.8, released on 21st September 2021, Online available on https://ecoinvent.org/ , Last check on 10 Febrary 2023
ecoinvent 数据库，版本 3.8，于 2021 年 9 月 21 日发布，在线可在https://ecoinvent.org/上获取，最后一次检查于 2023 年 2 月 10 日
(79)
Online available on https://www.openlca.org/ , Last check on 10 February 2023
在线提供https://www.openlca.org/ ，最后检查日期为 2023 年 2 月 10 日
(80)
Source: Zimmermann, T.; Sander, K.; Memelink, R.; Knode, M.; Freier, M.; Porsch, L.; Schomerus, T.; Wilkes, S.; Flormann. P. (2022): Auswirkungen illegaler Altfahrzeugverwertung, [Impacts of illegal treatment of ELVs]. Texte 129/2022; Publisher: Umweltbundesamt, Dessau, Germany, November 2022; ISSN 1862-4804;
资料来源：Zimmermann, T.；桑德，K.；梅梅林克，R.；克诺德，M.；弗雷尔，M.；保时捷，L.；斯科默勒斯，T.；威尔克斯，S.；弗洛曼. P. (2022)：非法处理报废汽车的影响。文本 129/2022；出版商：联邦环境局，德国德绍，2022 年 11 月； ISSN 1862-4804；
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Zimmermann, T.; Sander, K.; Memelink, R.; Knode, M.; Freier, M.; Porsch, L.; Schomerus, T.; Wilkes, S.; Flormann. P. (2022): Auswirkungen illegaler Altfahrzeugverwertung, [Impacts of illegal treatment of ELVs]. Texte 129/2022; Publisher: Umweltbundesamt, Dessau, Germany, November 2022; ISSN 1862-4804
齐默尔曼，T.；桑德，K.；梅梅林克，R.；克诺德，M.；弗雷尔，M.；保时捷，L.；斯科默勒斯，T.；威尔克斯，S.；弗洛曼. P. (2022)：非法回收报废车辆的影响，[非法处理报废汽车的影响]。文本 129/2022；出版商：联邦环境局，德国德绍，2022 年 11 月； ISSN 1862-4804
(82)
Regulation of the European Parliament and the Council of [date] 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC (OJ L […]).
欧洲议会和理事会 2023 年 [日期] 关于电池和废电池的法规，修订指令 2008/98/EC 和法规 (EU) 2019/1020 并废除指令 2006/66/EC (OJ L […])。
(83)
https://www.letsrecycle.com data for 2021, calculated averages converted to �
https://www.letsrecycle.com 2021 年数据，计算平均值转换为欧元
(84)
20% higher price assumed for wrought Al alloy than for Al alloy cast
假设锻造铝合金的价格比铸造铝合金高 20%
(85)
Unit price of glass sold by ATFs to recyclers directly
ATF直接出售给回收商的玻璃单价
(86)
Unit price for recycled material after shredding (not backfilled)
破碎后回收料单价（不回填）
(87)
Unit price for output from shredders
碎纸机产量的单价
(88)
https://www.letsrecycle.com data for 2021, calculated averages converted to �
https://www.letsrecycle.com 2021 年数据，计算平均值转换为欧元
(89)
Optimierung der Separation von Bauteilen und Materialien aus Altfahrzeugen zur Rückgewinnung kritischer Metalle (ORKAM); Groke, M.; Kaerger, W.; Sander, K,; Bergamos, M.; Umweltbundesamt 2017
优化从报废车辆中分离组件和材料以回收关键金属（ORKAM）；格罗克，M.；卡尔格，W.；桑德，K；贝加莫斯，M.；联邦环境局 2017
(90)
For steel, copper, and aluminium expressed as labour costs
对于以劳动力成本表示的钢、铜和铝
(91)
In the calculations dismantling time of engine to the steel and aluminium scenarios are allocated 50:50 and time for deep-dismantling of engines is allocated 33:33:33 to Fe:Cu:Al scenarios. Additionally, the percentage of dismantled and deep-dismantled engines variate among scenarios and depends also on the vehicle’s type. Allocation of calculated dismantling time to three materials allows avoiding double counting. Also, dismantling times vary for components removed for reuse (20 min) and for recycling (10 min).
计算中，钢、铝场景发动机拆解时间分配为50:50，Fe:Cu:Al场景发动机深度拆解时间分配为33:33:33。此外，拆解和深度拆解发动机的百分比因情况而异，并且还取决于车辆的类型。将计算出的拆卸时间分配给三种材料可以避免重复计算。此外，拆除用于再利用（20 分钟）和回收（10 分钟）的组件的拆卸时间也有所不同。
(92)
12 minutes were assumed for removal of cables.
预计拆除电缆需要 12 分钟。
(93)
Base on the information from EGARA.
基于 EGARA 的信息。
(94)
Costs of dismantling per vehicle for the ATF
ATF 每辆车的拆卸成本
(95)
Costs of post shredder recycling per vehicle for the ATF
ATF 每辆车粉碎机回收后的成本
(96)
Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年， ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
(97)
Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008.
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车中的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2023 年， ISBN 978-92-76-51784-9（在线），doi：10.2838/834615（在线），JRC129008。
(98)
Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年， ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
(99)
CPA commitments and deliverables are publicly available on:
CPA 承诺和可交付成果可通过以下方式公开获取：
https://ec.europa.eu/growth/industry/strategy/industrial-alliances/circular-plastics-alliance/commitments-and-deliverables-circular-plastics-alliance_en
(100)
EC press release (28/10/2022) - Zero emission vehicles: first ‘Fit for 55' deal will end the sale of new CO2 emitting cars in Europe by 2035 (https://ec.europa.eu/commission/presscorner/detail/en/ip_22_6462)
EC 新闻稿 (2022 年 10 月 28 日) - 零排放车辆：首个“Fit for 55”协议将在 2035 年之前结束欧洲新二氧化碳排放汽车的销售 (https://ec.europa.eu/commission/presscorner/详情/en/ip_22_6462)
(101)
ACEA pocket guide 2020/21, average trade datasets on the 2015-2019 period: https://www.acea.auto/files/ACEA_Pocket_Guide_2020-2021.pdf
2020/21 ACEA 袖珍指南，2015-2019 年期间平均贸易数据集： https ://www.acea.auto/files/ACEA_Pocket_Guide_2020-2021.pdf
(102)
Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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AWP 2022, https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
AWP 2022，https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
(104)
Directive 2000/53/EC of the European Parliament and of the Council of 18 September 2000 on end-of life vehicles - Commission Statements (OJ L 269, 21.10.2000, p. 34–43).
欧洲议会和理事会 2000 年 9 月 18 日关于报废车辆的指令 2000/53/EC - 委员会声明（OJ L 269，21.10.2000，第 34-43 页）。
(105)
Directive 2005/64/EC of the European Parliament and of the Council of 26 October 2005 on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability and amending Council Directive 70/156/EEC (OJ L 310, 25.11.2005, p. 10–27).
欧洲议会和理事会 2005 年 10 月 26 日关于机动车辆可重复使用性、可回收性和可回收性的型式核准的指令 2005/64/EC 以及修订理事会指令 70/156/EEC (OJ L 310, 25.11 .2005，第 10-27 页）。
https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32005L0064&qid=1643133503005
(106)
European Commission, Annexes to the Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions, Commission work programme 2022. Making Europe stronger together (COM(2021) 645 final).
欧盟委员会，委员会向欧洲议会、理事会、欧洲经济和社会委员会和地区委员会发出的通讯附件，2022 年委员会工作计划。共同让欧洲变得更强大（COM(2021) 645 最终版）。
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Directive 2000/53/EC of the European Parliament and of the Council of 18 September 2000 on end-of life vehicles (OJ L 269, 21.10.2000, p. 34–43).
欧洲议会和理事会 2000 年 9 月 18 日关于报废车辆的第 2000/53/EC 号指令（OJ L 269，2000 年 10 月 21 日，第 34-43 页）。
https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32000L0053&qid=1643133192245
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Directive 2005/64/EC of the European Parliament and of the Council of 26 October 2005 on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability and amending Council Directive 70/156/EEC (OJ L 310, 25.11.2005, p. 10–27).
欧洲议会和理事会 2005 年 10 月 26 日关于机动车辆可重复使用性、可回收性和可回收性的型式核准的指令 2005/64/EC 以及修订理事会指令 70/156/EEC (OJ L 310, 25.11 .2005，第 10-27 页）。
https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex:32005L0064
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European Commission, Have your say, End-of-life Vehicles, https://environment.ec.europa.eu/topics/waste-and-recycling/end-life-vehicles_en
欧盟委员会，请发表您的意见，报废车辆，https://environment.ec.europa.eu/topics/waste-and-recycling/end-life-vehicles_en .
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European Commission, Have your say, End-of-life Vehicles, https://environment.ec.europa.eu/topics/waste-and-recycling/end-life-vehicles_en
欧盟委员会，请发表您的意见，报废车辆，https://environment.ec.europa.eu/topics/waste-and-recycling/end-life-vehicles_en .
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European Commission, End-of-life Vehicles – revision of EU rules, https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/12633-Revision-of-EU-legislation-on-end-of-life-vehicles/public-consultation_en
欧盟委员会，报废车辆 – 欧盟规则修订，https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/12633-Revision-of-EU-legislation -关于报废车辆/public-consultation_en .
(112)
European Commission, Commission Staff Working Document, Evaluation of Directive (EC) 2000/53 of 18 September 2000 on end-of-life vehicles (SWD(2021) 60 final),
欧盟委员会，委员会工作人员工作文件，2000 年 9 月 18 日关于报废车辆的指令 (EC) 2000/53 的评估（SWD(2021) 60 最终版），
https://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=SWD:2021:0060:FIN:EN:PDF.
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European Committee of the Regions, Fit for Future opinion on End-of-life vehicles and 3R-type approval https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
欧洲地区委员会，关于报废车辆和 3R 型式批准的“适应未来”意见 https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-报废车辆和 3R 类型批准.aspx .
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European Commission, End-of-life vehicles – evaluating the EU rules, https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/1912-End-of-life-vehicles-evaluating-the-EU-rules_en
欧盟委员会，报废车辆 – 评估欧盟规则，https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/1912-End-of-life-vehicles -评估欧盟规则_en .
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It should be noted however that the majority of stakeholders who were consulted in the course of the evaluation did not know (52%), with a relatively even split between yes (35%) and no (33%).
但值得注意的是，在评估过程中接受咨询的大多数利益相关者并不知道（52%），“是”（35%）和“否”（33%）之间的比例相对均匀。
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Stakeholders were asked to provide information on their hours and costs necessary to administer ELV Directive issues, including data collection, reporting, monitoring and technical compliance issues.
利益相关者被要求提供有关管理 ELV 指令问题所需的时间和成本的信息，包括数据收集、报告、监控和技术合规问题。
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European Commission, Environment, Waste Shipments, https://environment.ec.europa.eu/topics/waste-and-recycling/waste-shipments_en
欧盟委员会，环境，废物运输，https://environment.ec.europa.eu/topics/waste-and-recycling/waste-shipments_en .
(118)
European Commission, Environment, End-of-life vehicles: evaluation of the ELV Directive published, https://environment.ec.europa.eu/news/end-life-vehicles-evaluation-elv-directive-published-2021-03-16_en
欧盟委员会，环境，报废车辆：已发布 ELV 指令评估，https://environment.ec.europa.eu/news/end-life-vehicles-evaluation-elv-directive-published-2021-03 -16_cn .
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European Committee of the Regions, Fit for Future opinion on End-of-life vehicles and 3R-type approval, https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx.
欧洲地区委员会，关于报废车辆和 3R 型式批准的“适应未来”意见https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-报废车辆和 3R 类型批准.aspx。
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Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the periods 2008-2011 and 2011-2014 , 27.02.2017, (COM/2017/098 final), p. 5.
委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于 2008-2011 年和 2011 年期间关于报废车辆的第 2000/53/EC 号指令实施情况的报告2014 年， 2017 年 2 月 27 日，（COM/2017/098 最终版），第 14 页。 5.
(121)
Tesla response to European Commission Inception Impact Assessment: Revision of Directive 2000/53/EC on end-of-life vehicles, Nov. 2020.
Tesla对欧盟委员会初始影响评估的回应：关于报废车辆的 2000/53/EC 指令修订，2020 年 11 月。
(122)
RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
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ELV IA: Improve circularity in the design, production and end-of-life treatment of vehicles (objective 2), 03.2022, p. 89.
ELV IA：提高车辆设计、生产和报废处理的循环性（目标 2），03.2022，第 14 页。 89.
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European Environment Bureau feedback to the to the EU’s road map the review of the End-of-Life Vehicles Directive, 19 November 2020 , p. 4.
欧洲环境局向欧盟路线图反馈了报废车辆指令的审查，2020 年 11 月 19 日，第 19 页。 4.
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European Environment Bureau feedback to the EU’s road map the review of the End-of-Life Vehicles Directive, 19 November 2020 , p. 4.
欧洲环境局向欧盟路线图反馈报废车辆指令审查，2020 年 11 月 19 日，第 12 页。 4.
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Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the periods 2008-2011 and 2011-2014, 27.02.2017, (COM/2017/098 final), p. 10.
委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于 2008-2011 年和 2011 年期间关于报废车辆的第 2000/53/EC 号指令实施情况的报告2014 年，2017 年 2 月 27 日， （COM/2017/098 最终版），第 17 页。 10.
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
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Umweltbundesamt: Altfahrzeuge ; German Environment Agency: Scientific opinion paper: Effectively tackling the issue of millions of vehicles with unknown whereabouts , 2020, p. 10.
Umweltbundesamt：Altfahrzeuge ；德国环境署：科学意见书：有效解决数百万辆行踪不明的车辆问题，2020 年，第 14 页。 10.
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Umweltbundesamt: Altfahrzeuge ; Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the periods 2008-2011 and 2011-2014 , 27.02.2017, (COM/2017/098 final), p.12, 13.
Umweltbundesamt：Altfahrzeuge ；委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于 2008-2011 年和 2011 年期间关于报废车辆的第 2000/53/EC 号指令实施情况的报告2014 年，2017 年 2 月 27 日， （COM/2017/098 最终版），第 12、13 页。
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Assessment of the implementation of Directive 2000/53/EU on end-of-life vehicles (the ELV Directive) with emphasis on the end of life vehicles of unknown whereabouts , December 2017, p. 19, 60.
对报废车辆指令 2000/53/EU（ELV 指令）实施情况的评估，重点关注去向不明的报废车辆，2017 年 12 月，第 12 页。 19、60。
(131)
RegHub consultation on the implementation of the End-Of-Life Vehicle Directive, 2022.
RegHub 关于 2022 年报废车辆指令实施的咨询。
(132)
Art. 103 of the Highway Code (Legislative Decree 285/92).
艺术。 《公路法》第 103 条（第 285/92 号立法令）。
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Umweltbundesamt: Altfahrzeuge ; Stakeholder opinion Czech Republic
Umweltbundesamt：Altfahrzeuge；利益相关者意见 捷克共和国 ;
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Umweltbundesamt: Altfahrzeuge ; German Environment Agency: Scientific opinion paper: Effectively tackling the issue of millions of vehicles with unknown whereabouts , 2020, p. 6.
Umweltbundesamt：Altfahrzeuge ；德国环境署：科学意见书：有效解决数百万辆行踪不明的车辆问题，2020 年，第 11 页。 6.
(135)
Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the periods 2008-2011 and 2011-2014 , 27.02.2017, (COM/2017/098 final), p.12.
委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于 2008-2011 年和 2011 年期间关于报废车辆的第 2000/53/EC 号指令实施情况的报告2014 年，2017 年 2 月 27 日， （COM/2017/098 最终版），第 12 页。
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German Environment Agency: Scientific opinion paper: Effectively tackling the issue of millions of vehicles with unknown whereabouts , 2020, p. 7.
德国环境署：科学意见书：有效解决数百万辆行踪不明的车辆问题，2020 年，第 14 页。 7.
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Assessment of the implementation of Directive 2000/53/EU on end-of-life vehicles (the ELV Directive) with emphasis on the end of life vehicles of unknown whereabouts , December 2017, p. 58.
对报废车辆指令 2000/53/EU（ELV 指令）实施情况的评估，重点关注去向不明的报废车辆，2017 年 12 月，第 12 页。 58.
(138)
German Environment Agency: Scientific opinion paper: Effectively tackling the issue of millions of vehicles with unknown whereabouts , 2020, p. 8.
德国环境署：科学意见书：有效解决数百万辆行踪不明的车辆问题，2020 年，第 14 页。 8.
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European Environment Bureau feedback to the EU’s roadmap the review of the End-of-Life Vehicles Directive, 19 November 2020 , p. 1.
欧洲环境局向欧盟路线图反馈报废车辆指令审查，2020 年 11 月 19 日，第 19 页。 1.
(140)
Tesla response to European Commission Inception Impact Assessment: Revision of Directive 2000/53/EC on end-of-life vehicles, Nov. 2020.
Tesla对欧盟委员会初始影响评估的回应：关于报废车辆的 2000/53/EC 指令修订，2020 年 11 月。
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German Environment Agency: Scientific opinion paper: Effectively tackling the issue of millions of vehicles with unknown whereabouts , 2020, p. 7; Oeko-Institut e.V., Institute for Applied Ecology: Assessment of the implementation of Directive 2000/53/EU on end-of-life vehicles (the ELV Directive) with emphasis on the end of life vehicles of unknown whereabouts , December 2017, p. 17.
德国环境署：科学意见书：有效解决数百万辆行踪不明的车辆问题，2020 年，第 14 页。 7； Oeko-Institut eV，应用生态学研究所：评估报废车辆指令 2000/53/EU（ELV 指令）的实施情况，重点关注去向不明的报废车辆，2017 年 12 月，第 17 页。 17.
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Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the periods 2008-2011 and 2011-2014 , 27.02.2017, (COM/2017/098 final), p. 11.
委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于 2008-2011 年和 2011 年期间关于报废车辆的第 2000/53/EC 号指令实施情况的报告2014 年，2017 年 2 月 27 日，（COM/2017/098 最终版），第 14 页。 11.
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Legislative Decree No. 98/2017 establishes the “Single Registration and Ownership Document”; services are provided through a telematic motorist information point.
第 98/2017 号立法令规定了“单一注册和所有权文件”；通过远程信息处理驾驶员信息点提供服务。
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Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the periods 2008-2011 and 2011-2014 , 27.02.2017, (COM/2017/098 final), p. 10.
委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于 2008-2011 年和 2011 年期间关于报废车辆的第 2000/53/EC 号指令实施情况的报告2014 年，2017 年 2 月 27 日，（COM/2017/098 最终版），第 14 页。 10.
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German Environment Agency: Scientific opinion paper: Effectively tackling the issue of millions of vehicles with unknown whereabouts , 2020, p. 9, 10.
德国环境署：科学意见书：有效解决数百万辆行踪不明的车辆问题，2020 年，第 14 页。 9、10。
(146)
Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the periods 2008-2011 and 2011-2014 , 27.02.2017, (COM/2017/098 final), p. 10.
委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于 2008-2011 年和 2011 年期间关于报废车辆的第 2000/53/EC 号指令实施情况的报告2014 年，2017 年 2 月 27 日，（COM/2017/098 最终版），第 14 页。 10.
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Tesla response to European Commission Inception Impact Assessment: Revision of Directive 2000/53/EC on end-of-life vehicles, Nov. 2020; German Environment Agency: Scientific opinion paper: Effectively tackling the issue of millions of vehicles with unknown whereabouts , 2020, p. 6, Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the period 2014-2017 , 30.01.2020, (COM/2020/33 final), p. 10.
Tesla对欧盟委员会初始影响评估的回应：关于报废车辆的 2000/53/EC 指令修订，2020 年 11 月；德国环境署：科学意见书：有效解决数百万辆行踪不明的车辆问题，2020 年，第 14 页。 6、委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于 2014-2017 年期间关于报废车辆的第 2000/53/EC 号指令实施情况的报告， 2020 年 1 月 30 日，（COM/2020/33 最终版），第 14 页。 10.
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Tesla response to European Commission Inception Impact Assessment: Revision of Directive 2000/53/EC on end-of-life vehicles, Nov. 2020; German Environment Agency: Scientific opinion paper: Effectively tackling the issue of millions of vehicles with unknown whereabouts , 2020, p. 8.
Tesla对欧盟委员会初始影响评估的回应：关于报废车辆的 2000/53/EC 指令修订，2020 年 11 月；德国环境署：科学意见书：有效解决数百万辆行踪不明的车辆问题，2020 年，第 14 页。 8.
(149)
RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
(150)
German Environment Agency: Scientific opinion paper: Effectively tackling the issue of millions of vehicles with unknown whereabouts , 2020, p. 9.
德国环境署：科学意见书：有效解决数百万辆行踪不明的车辆问题，2020 年，第 14 页。 9.
(151)
RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
(152)
German Environment Agency: Scientific opinion paper: Effectively tackling the issue of millions of vehicles with unknown whereabouts , 2020, p. 9.
德国环境署：科学意见书：有效解决数百万辆行踪不明的车辆问题，2020 年，第 14 页。 9.
(153)
RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
(154)
EuRIC (2022) EuRIC Position Paper: EPR schemes for ELV.
EuRIC (2022) EuRIC 立场文件：ELV 的 EPR 计划。
(155)
RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
(156)
European Environment Bureau feedback to the EU’s roadmap the review of the End-of-Life Vehicles Directive, 19 November 2020 , p. 1.
欧洲环境局向欧盟路线图反馈报废车辆指令审查，2020 年 11 月 19 日，第 19 页。 1.
(157)
RegHub consultation on the implementation of the ELV Directive 2022: All of the respondents agree or rather agree that financial incentives such as insurance premiums or fines help enforce the certificate of destruction.
RegHub 关于 2022 年 ELV 指令实施的咨询：所有受访者都同意或相当同意保险费或罚款等经济激励措施有助于执行销毁证明。
(158)
RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
(159)
Umweltbundesamt: Altfahrzeuge ; Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the periods 2008-2011 and 2011-2014 , 27.02.2017, (COM/2017/098 final), p. 7.
Umweltbundesamt：Altfahrzeuge ；委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于 2008-2011 年和 2011 年期间关于报废车辆的第 2000/53/EC 号指令实施情况的报告2014 年，2017 年 2 月 27 日，（COM/2017/098 最终版），第 14 页。 7.
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Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the periods 2008-2011 and 2011-2014 , 27.02.2017, (COM/2017/098 final), p. 10, 11.
委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于 2008-2011 年和 2011 年期间关于报废车辆的第 2000/53/EC 号指令实施情况的报告2014 年，2017 年 2 月 27 日，（COM/2017/098 最终版），第 14 页。 10、11。
(161)
RegHub consultation on the implementation of the End-Of-Life Vehicle Directive, 2022.
RegHub 关于 2022 年报废车辆指令实施的咨询。
(162)
Cf. propositions by German Environment Agency: Scientific opinion paper: Effectively tackling the issue of millions of vehicles with unknown whereabouts , 2020, p. 7; Oeko-Institut e.V., Institute for Applied Ecology: Assessment of the implementation of Directive 2000/53/EU on end-of-life vehicles (the ELV Directive) with emphasis on the end of life vehicles of unknown whereabouts , December 2017, p. 118.
比照。德国环境署的主张：科学意见书：有效解决数百万辆行踪不明的车辆问题，2020年，第1页。 7； Oeko-Institut eV，应用生态学研究所：评估报废车辆指令 2000/53/EU（ELV 指令）的实施情况，重点关注去向不明的报废车辆，2017 年 12 月，第 17 页。 118.
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As seen in Portugal, cf. Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the periods 2008-2011 and 2011-2014 , 27.02.2017, (COM/2017/098 final), p. 10.
正如在葡萄牙所见，参见。委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于 2008-2011 年和 2011 年期间关于报废车辆的第 2000/53/EC 号指令实施情况的报告2014 年，2017 年 2 月 27 日，（COM/2017/098 最终版），第 14 页。 10.
(164)
RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
(165)
Input from stakeholders; Tesla response to European Commission Inception Impact Assessment: Revision of Directive 2000/53/EC on end-of-life vehicles, Nov. 2020.
利益相关者的意见； Tesla对欧盟委员会初始影响评估的回应：关于报废车辆的 2000/53/EC 指令修订，2020 年 11 月。
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European Environment Bureau feedback to the EU’s road map the review of the End-of-Life Vehicles Directive, 19 November 2020 , p. 4.
欧洲环境局向欧盟路线图反馈报废车辆指令审查，2020 年 11 月 19 日，第 12 页。 4.
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
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Input by stakeholders. 利益相关者的投入。
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
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EuRIC (2022) EuRIC Position Paper: EPR schemes for ELV.
EuRIC (2022) EuRIC 立场文件：ELV 的 EPR 计划。
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022.
RegHub 关于实施 2022 年报废车辆指令的咨询。
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022; EuRIC (2022) EuRIC Position Paper: EPR schemes for ELV.
RegHub 关于 2022 年报废车辆指令实施的咨询； EuRIC (2022) EuRIC 立场文件：ELV 的 EPR 计划。
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EuRIC (2022) EuRIC Position Paper: EPR schemes for ELV.
EuRIC (2022) EuRIC 立场文件：ELV 的 EPR 计划。
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published in March 2021 https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/1912-End-of-life-vehicles-evaluating-the-EU-rules_en
2021 年 3 月发布 https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/1912-End-of-life-vehicles-evaluating-the-EU-rules_en
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https://www.acea.auto/figure/key-figures-eu-auto-industry/
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More information available at: https://www.eurofer.eu/publications/economic-market-outlook/economic-and-steel-market-outlook-2022-2023-third-quarter/
更多信息请访问：https://www.eurofer.eu/publications/economic-market-outlook/economic-and-steel-market-outlook-2022-2023-third-quarter/
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Based on JRC study report on recycled content of plastics in the vehicles.
基于 JRC 关于车辆中塑料回收含量的研究报告。
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https://rmis.jrc.ec.europa.eu/uploads/CRM_2020_Factsheets_critical_Final.pdf
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https://rmis.jrc.ec.europa.eu/uploads/CRM_2020_Factsheets_non-critical_Final.pdf
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More information available at: https://www.etrma.org/rubber-goods/
更多信息请访问：https://www.etrma.org/rubber-goods/
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More information available at: https://glassforeurope.com/the-sector/key-data/
更多信息请访问：https://glassforeurope.com/the-sector/key-data/
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More information is available at: https://www.iea.org/commentaries/growing-preference-for-suvs-challenges-emissions-reductions-in-passenger-car-market , https://www.iea.org/commentaries/carbon-emissions-fell-across-all-sectors-in-2020-except-for-one-suvs https://www.iea.org/commentaries/carbon-emissions-fell-across-all-sectors-in-2020-except-for-one-suvs , and https://www.eea.europa.eu/publications
更多信息请访问：https://www.iea.org/commentaries/forming-preference-for-suvs-challenges-emissions-reductions-in-passenger-car-market、https://www.iea.org/评论/2020 年所有行业的碳排放量均下降，但一款 SUV 除外https://www.iea.org/commentaries/carbon-emissions-fell-across-all-sectors-in-2020- except-for-one-suvs 和 https://www.eea.europa.eu/publications
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https://www.eea.europa.eu/publications/co2-emissions-from-cars-and-vans-2018
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See the EP position on the Commission Proposal for a Regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition (PE-CONS No/YY - 2021/0197(COD)).
请参阅欧洲议会关于欧洲议会和理事会修订条例 (EU) 2019/631 的委员会提案的立场，该提案涉及加强新乘用车和新轻型商用车的 CO 2排放性能标准，使其符合欧盟的要求。增强气候雄心（PE-CONS No/YY - 2021/0197(COD)）。
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https://www.resourcepanel.org/reports/global-resources-outlook
As indicated in https://www.iea.org/reports/iron-and-steel-technology-roadmap “Among heavy industries, the iron and steel sector ranks first when it comes to CO2 emissions, and second when it comes energy consumption. The iron and steel sector directly accounts for 2.6 gigatonnes of carbon dioxide (Gt CO2) emissions annually, 7% of the global total from the energy system and more than the emissions from all road freight.1 The steel sector is currently the largest industrial consumer of coal, which provides around 75% of its energy demand. Coal is used to generate heat and to make coke, which is instrumental in the chemical reactions necessary to produce steel from iron ore”.
正如https://www.iea.org/reports/iron-and-steel-technology-roadmap所示，“在重工业中，钢铁行业在 CO 2排放方面排名第一，在能源方面排名第二”消耗。钢铁行业每年直接排放 2.6 十亿吨二氧化碳 (Gt CO 2 )，占全球能源系统排放总量的 7%，超过所有公路货运的排放量。1 钢铁行业是目前最大的工业煤炭消费国，煤炭满足其能源需求的 75% 左右。煤炭用于产生热量和制造焦炭，这对于从铁矿石中生产钢所需的化学反应至关重要”。
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See UN Sustainable Development Solutions Network report: Tracking forced labour, accidents at work and climate impacts in the EU’s consumption of fossil and mineral raw materials (2022), available at https://irp.cdn-website.com/be6d1d56/files/uploaded/56690-1%20-%20SDSN%20Study%20-%20v3.pdf
请参阅联合国可持续发展解决方案网络报告：跟踪欧盟化石和矿物原材料消费中的强迫劳动、工作事故和气候影响（2022 年），网址为 https://irp.cdn-website.com/be6d1d56/files/已上传/56690-1%20-%20SDSN%20Study%20-%20v3.pdf
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As defined in Article 2(28) of the Commission proposal on a Regulation establishing a framework for setting ecodesign requirements for sustainable products. COM(2022) 142 final.
正如委员会关于建立可持续产品生态设计要求框架的法规提案第 2(28) 条所定义的那样。 COM(2022) 142 最终。
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Average recycled content for post-consumer materials in vehicle ranges from 2 to 3% of the total mass of plastics). However, this range can reach 6% to 8% for some front-runner OEMs. More information available at Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008.
车辆中消费后材料的平均回收含量为塑料总质量的 2% 至 3%。然而，对于一些领先的原始设备制造商来说，这个范围可以达到 6% 到 8%。更多信息请访问 Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P.和 Mathieux, F.，实现新乘用车中的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡， 2022 年，ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008。
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Article 4(1)(b) and (c) 第 4 条第(1)款(b)项和(c)项
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See article 4 of the Directive.
参见指令第 4 条。
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Stellantis 2022; VW/Porsche 2022.
斯特兰蒂斯 2022；大众/保时捷 2022 年。
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Such incentives are being established at the EU level for batteries and packaging, based on the provisions of the waste framework Directive (Article 8a) on the “modulation of fees” foreseen for “extended producer responsibility schemes”, in line with the polluter pays principle set out in Article 191(2) of the Treaty on the Functioning of the European Union (TFEU).
根据废物框架指令（第 8a 条）关于“生产者延伸责任计划”预见的“费用调整”的规定，欧盟层面针对电池和包装制定了此类激励措施，符合污染者付费原则欧盟运作条约 (TFEU) 第 191(2) 条规定。
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Commission Staff Working Document: EU green public procurement criteria for road transport; SWD (2021) 296 final; Brussels, 18.10.2021.
委员会工作人员工作文件：欧盟道路运输绿色公共采购标准；社署 (2021) 296 最终版；布鲁塞尔，2021 年 10 月 18 日。
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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 (Text with EEA relevance) (notified under document number C(2003) 620)
2003 年 2 月 27 日委员会决定 2003/138/EC，根据欧洲议会和理事会关于报废车辆的指令 2000/53/EC（与 EEA 相关的文本）建立了车辆零部件和材料编码标准（已通知根据文件号C（2003）620）
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EVs, Hybrid EVs, Fuel Cell Evs..
电动汽车、混合动力电动汽车、燃料电池电动汽车..
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Based on the fleet modulation provided in the Commission Euro 7 proposal.
基于委员会 Euro 7 提案中提供的机队调制。
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For more information see Suggestion 1 of F4F opinion: https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
欲了解更多信息，请参阅 F4F 意见的建议 1： https: //cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-型式核准.aspx
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E.g. through IDIS-System [International Dismantling Information System Report from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the implementation of Directive 2000/53/EC on end-of-life vehicles for the periods 2008-2011 and 2011-2014, 27.02.2017, (COM/2017/098 final), p. 5.
例如，通过 IDIS 系统 [国际拆解信息系统 委员会向欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会提交的关于报废指令 2000/53/EC 实施情况的报告2008-2011 年和 2011-2014 年期间的车辆， 2017 年 2 月 27 日，（COM/2017/098 最终版），第 1 页。 5.
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https://ec.europa.eu/commission/presscorner/detail/en/ip_19_6279
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More information on the package is available at:
有关该套件的更多信息，请访问：
https://ec.europa.eu/commission/presscorner/detail/en/IP_21_3541
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in 2019, the average weight of an ELV was estimated 1137 kg (based on Eurostat data and report by Member States for 2019), to be compared with the average vehicle weight in the EU of 1300 kg (CPA, 2020; ICCT Europe, 2020: average weight calculation based from around 1100 kg corresponding to small vehicle to around 1750 kg for an average upper-medium segment vehicle.
2019 年，ELV 的平均重量估计为 1137 公斤（基于欧盟统计局数据和 2019 年成员国报告），而欧盟的平均车辆重量为 1300 公斤（CPA，2020 年；ICCT Europe，2020 年） ：平均重量计算基于小型车辆的约 1100 公斤至普通中高档车辆的约 1750 公斤。
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collected at the authorized treatment facilities (ATFs).
在授权处理设施 (ATF) 收集。
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These figures exclude tyres, battery casings and the plastic sheathing of wiring harnesses.
这些数字不包括轮胎、电池外壳和线束的塑料护套。
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This is also the case of other CRM (e.g. niobium or magnesum) that are integrated as alloying elements in basic metals (steel or copper) and are not currently targeted in the recycling processes.
其他 CRM（例如铌或镁）也是如此，它们作为合金元素集成在基本金属（钢或铜）中，目前不在回收过程中。
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The Waste Framework Directive defines backfilling as “any recovery operation where suitable non- hazardous waste is used for purposes of reclamation in excavated areas or for engineering purposes in landscaping. Waste used for backfilling must substitute non-waste materials, be suitable for the aforementioned purposes, and be limited to the amount strictly necessary to achieve those purposes”.
《废物框架指令》将回填定义为“将适当的无害废物用于挖掘区域的复垦或景观美化工程目的的任何恢复操作。用于回填的废物必须替代非废物材料，适合上述目的，并严格限制在实现这些目的所需的数量”。
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Consolidated text: Directive 2008/98/EC of the European Parliament and of the Council of 19 November 2008 on waste and repealing certain Directives (02008L0098 — EN — 05.07.2018 — 003.002).
合并文本：欧洲议会和理事会 2008 年 11 月 19 日关于废物和废除某些指令的指令 2008/98/EC (02008L0098 — EN — 05.07.2018 — 003.002)。
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See: https://www.bmwgroup.com/en/responsibility/sustainable-stories/popup-folder/circular-economy.html
请参阅：https://www.bmwgroup.com/en/responsibility/sustainable-stories/popup-folder/circular-economy.html
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https://www.legifrance.gouv.fr/codes/article_lc/LEGIARTI000032226565/2018-01-19 )
https://www.legifrance.gouv.fr/codes/article_lc/LEGIARTI000032226565/2018-01-19 ）
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ATFs must comply with the ELV minimum standards which increases the operating costs of such facilities.
ATF 必须符合 ELV 最低标准，这会增加此类设施的运营成本。
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Example between the UK authorities and eBay: Environment Agency joins forces with eBay to stop illegal vehicle breakers
英国当局与 eBay 之间的例子：环境局与 eBay 联手制止非法车辆破坏者
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Commission Decision 2005/293/EC of 1 April 2005 laying down detailed rules on the monitoring of the reuse/recovery and reuse/recycling targets set out in Directive 2000/53/EC of the European Parliament and of the Council on end-of-life vehicles.
2005 年 4 月 1 日委员会决定 2005/293/EC，制定了欧洲议会和理事会关于终止使用的指令 2000/53/EC 中规定的再利用/回收和再利用/回收目标监测的详细规则。生命车辆。
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See especially Article 11a of the Waste Framework Directive for municipal waste, as well as Article 6a of Directive 94/26 of the Packaging and Packaging Waste Directive.
特别参见城市废物废物框架指令第 11a 条，以及包装和包装废物指令第 94/26 号指令第 6a 条。
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ADEME (2020): Rapport Annuel de l’Observatoire des Véhicules Hors d’Usage – Données 2018.
ADEME (2020)：报废车辆观测站年度报告 – 2018 年数据。
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See further detail under IDIS Webpage: https://www.idis2.com/index.php , last viewed 28.10.2021.
请参阅 IDIS 网页下的更多详细信息： https://www.idis2.com/index.php ，最后查看时间为 2021 年 10 月 28 日。
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Regulation (EC) No 715/2007 and Commission Regulation (EC) No 692/2008 of 18 July 2008 implementing and amending Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, OJ L 199, 28.7.2008, p. 1.
2008 年 7 月 18 日第 (EC) 第 715/2007 号法规和第 692/2008 号委员会法规实施和修订欧洲议会和理事会关于机动车辆型式核准的第 (EC) 第 715/2007 号法规轻型乘用车和商用车（欧 5 和欧 6）的排放以及车辆维修和保养信息的获取，OJ L 199， 2008年7月28日，第1页1.
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Report from the Commission to the European Parliament and the Council on the operation of the system of access to vehicle repair and maintenance information established by Regulation (EC) No 715/2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information (COM/2016/0782 final).
委员会向欧洲议会和理事会提交的报告，内容涉及根据关于轻型客车和商用车排放的机动车辆型式核准的第 715/2007 号法规 (EC) 建立的车辆维修和保养信息获取系统的运行情况车辆（欧 5 和欧 6）以及获取车辆维修和保养信息（COM/2016/0782 最终版）。
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Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) No 595/2009 and repealing Directive 2007/46/EC.
欧洲议会和理事会 2018 年 5 月 30 日颁布的法规 (EU) 2018/858，涉及机动车辆及其拖车以及用于此类车辆的系统、组件和单独技术单元的批准和市场监督，修订了法规（EC ) No 715/2007 和 (EC) No 595/2009 并废除指令 2007/46/EC。
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See EGARA’s contribution to the inception impact assessment (road map).
请参阅 EGARA 对初始影响评估的贡献（路线图）。
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See: https://ec.europa.eu/commission/presscorner/detail/en/ip_22_1765
请参阅：https://ec.europa.eu/commission/presscorner/detail/en/ip_22_1765
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Reuse of parts (and sells for remanufacturing) contribute to the profits of ATFs.
零件的再利用（以及销售用于再制造）有助于 ATF 的利润。
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For more information, see Suggestion 7 of F4F opinion.
更多信息请参见F4F意见的建议7。
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Ibid. 同上。
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https://www.unep.org/resources/report/global-trade-used-vehicles-report
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According to the UNEP report, more than 90% of road crashes take place in developing countries.
根据联合国环境规划署的报告，90%以上的道路交通事故发生在发展中国家。
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Global Trade in Used Vehicles Report | UNEP - UN Environment Programme
全球二手车贸易报告| UNEP-联合国环境规划署
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COM(2021) 400 final, COM(2021) 400 决赛,
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https://www.ilent.nl/documenten/rapporten/2020/10/26/rapport--used-vehicles-exported-to-africa
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Netherlands Human Environment and Transport Inspectorate, Ministry of Infrastructure and Water Management (2020): Used vehicles exported to Africa: A study on the quality of used export vehicles
荷兰基础设施和水管理部人类环境和运输监察局（2020）：出口到非洲的二手车：二手出口车质量研究
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For more information see Chapter 6.5.1.3, Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
欲了解更多信息，请参阅第 6.5.1.3 章，Baron, Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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Source: Netherlands Human Environment and Transport Inspectorate, Ministry of Infrastructure and Water Management (2020): Used vehicles exported to Africa: A study on the quality of used export vehicles
资料来源：荷兰人类环境和运输监察局、基础设施和水管理部（2020 年）：出口到非洲的二手车：二手出口车质量研究
Data: combined Customs and RDW. © ILT-IDlab
数据：综合海关和 RDW。 © ILT-ID实验室
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For more information see: https://www.unep.org/resources/report/global-trade-used-vehicles-report
欲了解更多信息，请参阅：https://www.unep.org/resources/report/global-trade-used-vehicles-report
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Alloweg, Hayshi and Hirokazu (2011)
阿洛莱格、海希和裕和 (2011)
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https://www.unep.org/resources/report/global-trade-used-vehicles-report
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For example, the Economic Community of West African States (ECOWAS8) adopted on 5 September 2020 a Directive limiting the import of used vehicles to those with a minimum Euro 4/IV emission standard. The age limit for importing vehicles into the ECOWAS region is 5 years for light duty vehicles, two-wheel motor vehicles, tricycles and quadricycles and 10 years for heavy-duty vehicles.
例如，西非国家经济共同体 (ECOWAS 8 ) 于 2020 年 9 月 5 日通过了一项指令，限制进口二手车仅达到最低欧 4/IV 排放标准。西非经共体地区进口车辆的车龄限制为轻型汽车、两轮机动车、三轮车和四轮车5年，重型汽车10年。
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Council Directive 1999/37/EC of 29 April 1999 on the registration documents for vehicles (OJ L 138, 1.6.1999, p. 57).
1999 年 4 月 29 日关于车辆登记文件的理事会指令 1999/37/EC（OJ L 138，1.6.1999，第 57 页）。
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Correspondents' Guidelines No 9 on shipment of waste vehicles:
关于报废车辆运输的通讯员指南第9号：
https://ec.europa.eu/environment/pdf/waste/shipments/correspondents_guidelines9_en.pdf
(242)
For more information see Suggestion 4 of Fit4Future platform: https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
欲了解更多信息，请参阅Fit4Future平台的建议4：https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-型式核准.aspx
(243)
76 % Passenger cars (M1 type) and 9 % lorries (N1 type).
76% 乘用车（M1 型）和 9% 卡车（N1 型）。
(244)
It should be noted that this impact assessment does not address the situation of e-bikes, ships, planes, trains, agricultural and non-road mobile machinery (NRMM, T-approved), and military purposes & space. These vehicles are non-road vehicles, with the exemption of non-type approved (electric) bicycles. They are subject to specific regulations, e.g., for e-bikes or ships, or the series in which they are produced are very small, e.g., trains or NRMM. Also, their type-approval is separate to that of road vehicles and in particular does not address objectives of the 3R type-approval.
应该指出的是，本次影响评估并不涉及电动自行车、船舶、飞机、火车、农业和非道路移动机械（NRMM、T 批准）以及军事用途和空间的情况。这些车辆是非道路车辆，但未经型式批准的（电动）自行车除外。它们受到特定法规的约束，例如电动自行车或船舶，或者它们生产的系列非常小，例如火车或 NRMM。此外，它们的型式认证与道路车辆的型式认证是分开的，特别是不涉及 3R 型式认证的目标。
(245)
https://www.unep.org/resources/report/global-trade-used-vehicles-rep
(246)
This is the situation at least in Spain, France, Flanders/Belgium, Lithuania, Italy, Hungary, Netherlands and Germany.
至少在西班牙、法国、佛兰德斯/比利时、立陶宛、意大利、匈牙利、荷兰和德国都是这种情况。
EUROPEAN COMMISSION 欧盟委员会
Brussels, 13.7.2023 布鲁塞尔，2023 年 7 月 13 日
SWD(2023) 256 final 社署(2023) 256 最终
COMMISSION STAFF WORKING DOCUMENT
委员会工作人员工作文件
IMPACT ASSESSMENT REPORT 影响评估报告
ANNEXES 7 TO 9 to the IMPACT ASSESSMENT REPORT
影响评估报告附件 7 至附件 9
Accompanying the document
随附文件
Proposal for a Regulation
法规提案
of the European Parliament and of the Council on circularity requirements for vehicle design and on management of end-of-life vehicles, amending Regulations (EU) 2018/858 and 2019/1020 and repealing Directives 2000/53/EC and 2005/64/EC
欧洲议会和理事会关于车辆设计和报废车辆管理的循环要求，修订法规 (EU) 2018/858 和 2019/1020，并废除指令 2000/53/EC 和 2005/64/欧共体
{COM(2023) 451 final} - {SEC(2023) 292 final} - {SWD(2023) 255 final} - {SWD(2023) 257 final}
{COM(2023) 451 最终} - {SEC(2023) 292 最终} - {SWD(2023) 255 最终} - {SWD(2023) 257 最终}
Contents 内容
Annex 7: Overview of Measures
附件7：措施概述
7.1Description of the policy options
政策选项说明
7.2Description of individual measures contained in the different policy options
不同政策选项中包含的个别措施的描述
7.2.1 Policy Options 1A, 1B and 1C (related to specific objective 1 ‘design circular’): Improve reusability, recyclability and recoverability, 3R Type-approval
7.2.1 政策选项 1A、1B 和 1C（与具体目标 1“设计通告”相关）：提高可重复使用性、可回收性和可回收性、3R 型式核准
7.2.2 Policy Options 2A, 2B and 2C (related to specific objective 2 ‘use recycled content’) : Increase the use of recycled content in new vehicles
7.2.2 政策选项 2A、2B 和 2C（与具体目标 2“使用回收材料”相关）：增加新车中回收材料的使用
7.2.3 Policy Options 3A, 3B and 3C (related to specific objective 3 ‘treat better”)
7.2.3 政策选项 3A、3B 和 3C（与具体目标 3“更好地对待”相关）
7.2.4 Policy Options 4A, 4B,4C and 4D (related to specific objective 4 ‘collect more’)
7.2.4 政策选项 4A、4B、4C 和 4D（与具体目标 4“收集更多”相关）
7.2.5 Policy Options 5A, 5B and 5C Provide appropriate financial and organisational incentives to increase circularity in the automotive sector and improve the collection of ELV (related to specific objectives 1 to 4)
7.2.5 政策选项 5A、5B 和 5C 提供适当的财务和组织激励措施，以提高汽车行业的循环性并改善 ELV 的收集（与具体目标 1 至 4 相关）
7.2.6 Policy Options 6A, 6B and 6C (related to specific objective 5 ‘cover all vehicles’)
7.2.6 政策选项 6A、6B 和 6C（与具体目标 5“覆盖所有车辆”相关）
7.3Description of discarded measures per policy option
每个政策选项废弃措施的描述
7.3.1 Measures discarded for Policy Options 1: Strengthen the type-approval framework and reduce hazardous substances in vehicles
7.3.1 政策选项 1 放弃的措施：加强型式核准框架并减少车辆中的有害物质
7.3.2 Measures discarded for Policy Options 2: Increase the use of recycled materials in new vehicles
7.3.2 政策选项 2 放弃的措施：增加新车中回收材料的使用
7.3.3 Measures discarded for Policy Options 3: Increase the quantity and quality of materials re-used, remanufactured and recycled from ELVs
7.3.3 政策选项 3 放弃的措施：提高报废汽车再利用、再制造和回收材料的数量和质量
7.3.4 Measures discarded for Policy Options 4: Increase the collection of ELVs in the EU
7.3.4 政策选项 4 放弃的措施：增加欧盟 ELV 的收集
7.3.5 Measures discarded for Policy Options 5: Provide appropriate financial and organisational incentives to increase circularity in the automotive sector and improve the collection of ELV
7.3.5 政策选项 5 放弃的措施：提供适当的财政和组织激励措施，以提高汽车行业的循环性并改善报废汽车的收集
7.3.6 Measures discarded for Policy Options 6: Encourage the transition to a circular economy in sectors which are currently outside the scope of the ELV and 3R type-approval legislation
7.3.6 政策选项 6 放弃的措施：鼓励目前不在 ELV 和 3R 型式认证立法范围内的行业向循环经济转型
Annex 8: Overview of impacts of policy options and Measures
附件 8：政策选择和措施的影响概述
8.1Environmental impacts 环境影响
8.1.1 Design circular: Improve reusability, recyclability and recoverability, 3R type-approval
8.1.1 设计通告：提高可重复使用性、可回收性和可回收性、3R 型式认证
8.1.2 Increase the use of recycled content – plastics and steel
8.1.2 增加回收材料的使用——塑料和钢铁
8.1.3 Improve treatment quality and quantity
8.1.3 提高治疗质量和数量
8.1.4 Improve collection quality and quantity
8.1.4 提高馆藏质量和数量
8.1.5 Improve governance and economic conditions
8.1.5 改善治理和经济条件
8.1.6 Extend the vehicle category scope
8.1.6 扩大车辆类别范围
8.2Economic impacts 经济影响
8.2.1 Design Circular: Improve reusability, recyclability and recoverability at design
8.2.1 设计通告：提高设计的可重复使用性、可回收性和可回收性
8.2.2 Increase the use of recycled content - plastics
8.2.2 增加回收材料的使用——塑料
8.2.3 Improve treatment quality and quantity
8.2.3 提高治疗质量和数量
8.2.4 Improve collection quality and quantity
8.2.4 提高馆藏质量和数量
8.2.5 Improve governance and economic conditions
8.2.5 改善治理和经济条件
8.2.6 Extend the vehicle category scope
8.2.6 扩大车辆类别范围
8.3Administrative burden 行政负担
8.4Social impacts (job creation)
社会影响（创造就业机会）
8.5How do the options compare?
选项比较如何？
8.5.1 Summary of impacts and costs/ benefits
8.5.1 影响和成本/效益摘要
8.5.2 Comparison of options
8.5.2 选项比较
8.5.3 Preferred options
8.5.3 首选选项
8.5.4 Combined impacts
8.5.4 综合影响
8.6. Feasibility and implementation
8.6。可行性与实施
Annex 9: Chemicals in Vehicles
附件 9：车辆中的化学品
9.1Introduction and baseline
简介和基线
9.1.1 Purpose of the measure
9.1.1 该措施的目的
9.1.2 Under ELV: Restrictions of substances under the ELV Regulation
9.1.2 根据 ELV：ELV 法规下的物质限制
9.1.3 Under REACH (or as applicable under the POPs Regulation)
9.1.3 根据 REACH（或根据 POPs 法规适用）
9.1.4 Under the Batteries Regulation
9.1.4 根据电池法规
9.1.5 Objectives
9.1.5 目标
9.2Assessment of measure 5a – Restrictions of substances under the ELV Regulation
评估措施 5a – ELV 法规中的物质限制
9.2.1 Description of the measure
9.2.1 措施说明
9.2.2 Effectiveness / efficiency
9.2.2 有效性/效率
9.2.3 Coherence
9.2.3 连贯性
9.2.4 Ease of implementation
9.2.4 易于实施
9.2.5 Administrative burden
9.2.5 行政负担
9.2.6 Economic impacts
9.2.6 经济影响
9.2.7 Social impacts
9.2.7 社会影响
9.2.8 Environmental impacts
9.2.8 环境影响
9.2.9 Stakeholder views
9.2.9 利益相关者的意见
9.3Assessment of measure 5b – Restrictions of substances under REACH and other existing legislation
评估措施 5b – REACH 和其他现行立法中的物质限制
9.3.1 Description of the measure
9.3.1 措施说明
9.3.2 Effectiveness / efficiency
9.3.2 有效性/效率
9.3.3 Ease of implementation
9.3.3 易于实施
9.3.4 Coherence
9.3.4 连贯性
9.3.5 Administrative burden
9.3.5 行政负担
9.3.6 Economic impacts
9.3.6 经济影响
9.3.7 Social impacts
9.3.7 社会影响
9.3.8 Environmental impacts
9.3.8 环境影响
9.3.9 Stakeholder views
9.3.9 利益相关者的意见
9.4Assessment of measure 5c – Hybrid restrictions approach
措施 5c 的评估 –混合限制方法
9.4.1 Description of the measure
9.4.1 措施说明
9.4.2 Effectiveness / efficiency
9.4.2 有效性/效率
9.4.3 Coherence
9.4.3 连贯性
9.4.4 Ease of implementation
9.4.4 易于实施
9.4.5 Administrative burden
9.4.5 行政负担
9.4.6 Economic impacts
9.4.6 经济影响
9.4.7 Social impacts
9.4.7 社会影响
9.4.8 Environmental impacts
9.4.8 环境影响
9.4.9 Stakeholder views
9.4.9 利益相关者的意见
9.5Summary and conclusion 总结与结论
Annex 7: Overview of Measures
附件7：措施概述
1
2
3
4
5
6
7
1
2
3
4
5
6
7
7.1Description of the policy options
政策选项的描述
As indicated in section 5.2 of this report, six policy options are analysed in this impact assessment. These options contain themselves three sub-options, which consist in different individual measures. The purpose of this Annex is to present these individual measures in a more detailed manner as what has been done in the report itself.
如本报告第 5.2 节所示，本次影响评估分析了六项政策选择。这些选项本身包含三个子选项，它们包含不同的单独措施。本附件的目的是像报告本身所做的那样，以更详细的方式介绍这些单独的措施。
An overview of the options and their relation the objectives, problems and drivers of the intervention logic is described is displayed below:
下面显示了干预逻辑的选项及其与目标、问题和驱动因素之间关系的概述：
Figure 7.1 Overview of options contributing to the specific objectives
图 7.1 有助于实现具体目标的选项概述
A full overview of all measures per policy option, their application dates as well as the discarded measures are presented in Table 7.1.
表 7.1 全面概述了每个政策选项的所有措施、其实施日期以及废弃的措施。
Table 7.1 Overview of all measures considered
表 7.1 所考虑的所有措施概述
|
Policy Options 政策选择 |
# |
Measures 措施
(all implementing dates are specified as +x yrs from entry-into-force)
（所有实施日期均指定为生效后 x 年） |
EIF* 外部影响因子* |
Pref.* 首选* |
|
PO1 –
Design Circular 设计通告 |
1A |
M1 - Ensure that new 3RTA rules provide for a proper implementation of circularity requirements for new vehicle types
M1 - 确保新的 3RTA 规则能够正确实施新车型的循环要求
M2 - Empowerment for the Commission to develop a refined methodology to determine compliance with 3R-requirements
M2 - 授权委员会制定完善的方法来确定是否符合 3R 要求
M3 - Provision of basic dismantling information to ELV treatment operators
M3 - 向报废车辆处理运营商提供基本拆解信息
M4a - Declaration on substances of concern verified by 3R type-approval authorities
M4a - 经 3R 型式核准机构验证的关注物质声明
M5a - Restrictions of substances under the revised ELV Directive (analysed separately in Annex 9)
M5a - 修订版 ELV 指令下的物质限制（在附件 9 中单独分析） |
+1
+3
+3
+3
+1 |
Y
Y
Y
N
N |
|
|
1B |
Includes measures M1,M2,M3 of PO1A.
包括 PO1A 的措施 M1、M2、M3。
M4b - Mandatory declaration on recycled content of plastics, steel, aluminum
M4b - 塑料、钢、铝回收含量的强制声明
M5b - Restrictions of substances under REACH and other existing legislation (analysed separately in Annex 9)
M5b - REACH 和其他现有立法中的物质限制（在附件 9 中单独分析）
M6 - Obligation for vehicle manufacturers to develop circularity strategies
M6 - 汽车制造商有义务制定循环战略
M7 - Design requirements for new vehicles to facilitate the removal of components
M7 - 新车的设计要求，以方便拆卸部件 |
+5
+8
+3
+6 |
Y
N
Y
Y |
|
|
1C |
Includes measures M1-M3, M6,M7 of PO1A and PO1B.
包括 PO1A 和 PO1B 的措施 M1-M3、M6、M7。
M4c - Mandatory declaration on recycled content for materials, other than plastics, including CRMs, steel, aluminium
M4c - 除塑料之外的材料（包括 CRM、钢、铝）回收成分的强制声明
M5c - Hybrid approach: maintenance of current restrictions under ELV with new restrictions under REACH (analysed separately in Annex 9)
M5c - 混合方法：维持 ELV 下的当前限制，并添加 REACH 下的新限制（在附件 9 中单独分析）
M8 - Establishment of a digital Circularity Vehicle Passport
M8——建立数字化循环车辆护照 |
+5
+8
+7 |
Y
Y
Y |
|
Discarded PO1 废弃的 PO1 |
M34 - Voluntary pledges campaign to increase circularity
M34 - 加强循环的自愿承诺运动
M35 - Preparation of non-binding guidelines to improve circularity
M35 - 制定非约束性指南以提高循环性
M36 - Obligatory due diligence requirements for materials used in vehicles
M36 - 对车辆所用材料的强制性尽职调查要求 |
|
X
X
X |
|
PO2-
Use Recycled Content 使用回收内容 |
2A |
M9a - Mandatory recycled content targets for plastic used in vehicles - 6% recycled plastics content by 2031, 10% by 2035 at fleet-level, of which 25% of recycled material from closed loop production, calculation and verification rules at +2 yrs
M9a - 车辆用塑料的强制性回收含量目标 - 到 2031 年，车队级回收塑料含量达到 6%，到 2035 年达到 10%，其中 25% 的回收材料来自 2 年以上的闭环生产、计算和验证规则
M10a – Empower the Commission to set a mandatory recycled content target for steel, including calculation and verification rules at +3 yrs, based on a dedicated feasibility study, application to newly type approved vehicles at +7 yrs
M10a – 授权委员会根据专门的可行性研究，在+7年时应用于新类型批准的车辆，制定强制性的钢铁回收含量目标，包括+3年的计算和验证规则 |
+6
+7
|
N
Y |
|
|
2B |
M9b - Plastics recycled content: 25% in 2031 for newly type-approved vehicles only, of which 25% closed loop
M9b - 塑料回收含量：到 2031 年，仅适用于新型号核准的车辆，其中 25% 为闭环车辆
M10b - Steel recycled content: 20% in newly type-approved vehicles
M10b - 钢回收含量：新型式核准车辆中的 20% |
+6
+7 |
Y
N |
|
|
2C |
M9c - Plastics recycled content: 30% in 2031 for newly type-approved vehicle only, of which 25% closed loop, calculation rules and verification rules at +2 yrs
M9c - 塑料回收含量：2031 年仅适用于新型式认证车辆 30%，其中闭环 25%，+2 年计算规则和验证规则
M10c - Steel recycled content: 30% in newly type-approved vehicles, of which 15% from closed loop
M10c - 钢材回收含量：新型式核准车辆中 30%，其中 15% 来自闭环
M11- Empowerment for the Commission to set a mandatory recycled content targets for other materials (aluminium alloys, CRM), feasibility study +3 yrs, target levels, calculation rules +5 yrs, application to newly type approved vehicles >7 yrs
M11- 授权委员会为其他材料（铝合金、CRM）设定强制性回收含量目标，可行性研究+3年，目标水平，计算规则+5年，应用于新型批准车辆％3E7年 |
+6
+7
>7 |
N
N
Y |
|
Discarded PO2 废弃PO2 |
M37 - Higher than 30% of recycled content target for plastic of in 2031
M37 - 2031 年塑料回收含量目标高于 30%
M38 - Recycled content targets for copper
M38 - 铜的回收含量目标
M39 - Recycled content targets for glass
M39 - 玻璃的回收含量目标
M40 - Recycled content targets for rubber/ tyres
M40 - 橡胶/轮胎的回收含量目标 |
|
X
X
X
X |
|
PO3-
Treat Better 更好地对待 |
3A |
M12- Aligning the definition of recycling (at EIF) and aligning the calculation methodology for recycling rates (+3 yrs) with other waste legislation
M12- 调整回收的定义（在 EIF），并使回收率（+3 年）的计算方法与其他废物法规保持一致
M13a - Mandatory removal of certain parts/components prior to shredding to encourage their recycling or re-use, ‘list A’
M13a - 在粉碎之前强制移除某些零件/组件，以鼓励其回收或再利用，“列表 A”
M14a - New definition of ‘remanufacturing’ (at EIF) and new monitoring requirements (+3 yrs) for re-use/ remanufacturing
M14a - “再制造”的新定义（在 EIF）以及针对再利用/再制造的新监控要求（+3 年）
M16a - Ban on the landfilling of automotive waste residues from shredding operations
M16a - 禁止填埋汽车破碎作业产生的废渣 |
+3
+3
+3
+3 |
Y
Y
Y
Y |
|
|
3B |
Includes all measures of PO3A (cumulative)
包括 PO3A 的所有测量值（累计）
M13b - Mandatory removal of longer list of components, including those that contain a high concentration of valuable metals or CRMs, ‘list B’
M13b - 强制去除更长的成分列表，包括那些含有高浓度有价金属或 CRM 的成分，“列表 B”
M14b - Market support for the use of spare parts
M14b - 备件使用的市场支持
M15b - Recycling targets for plastics – 30% at 5 yrs EIF. calc rules +2 yrs EIF
M15b - 塑料回收目标 – 5 年 EIF 时为 30%。计算规则 +2 年 EIF
M16b - Ban on mixed shredding of ELVs with WEEE and packaging waste
M16b - 禁止将 ELV 与 WEEE 和包装废物混合粉碎 |
+3
+3
+5
+3 |
Y
Y
Y
Y |
|
|
3C |
Includes all measures of PO3A and PO3B (cumulative)
包括 PO3A 和 PO3B 的所有测量值（累计）
M13c - Mandatory removal of additional components, ‘list C’
M13c - 强制删除附加组件，“列表 C”
M15c - Glass – 70% recycling as container glass quality or equivalent.
M15c - 玻璃 – 70% 作为容器玻璃质量或同等质量回收。
M16c - Setting requirements on Post Shredder Technologies (PST) to improve the quantity and quality of metal scrap recovered from ELVs
M16c - 对后撕碎机技术 (PST) 提出要求，以提高从报废汽车中回收的金属废料的数量和质量 |
+5
+5
+5 |
N
N
N |
|
Discarded PO3 废弃的PO3 |
M41 – setting specific recycling targets for metals
M41——设定金属的具体回收目标
M42 – setting specific recycling targets for non-metal materials
M42——为非金属材料设定具体回收目标 |
|
X
X |
|
PO4 –
PO4 –
Collect More 收集更多 |
4A |
M17a - Reporting by Member States on “missing vehicles”, vehicle registrations, the import and export of used vehicles, incentives to encourage delivery to an ATF and penalties
M17a - 成员国关于“失踪车辆”、车辆登记、二手车进出口、鼓励向 ATF 交付的激励措施和处罚的报告
M18 - Obligations for dismantlers /recyclers to check and report on ELVs/ CoDs
M18 - 拆解商/回收商检查和报告 ELV/CoD 的义务
M19a - Setting minimum requirements for sector inspections and enforcement action (including non-binding Correspondents Guidelines No9)
M19a - 设定部门检查和执法行动的最低要求（包括不具约束力的通讯员指南第 9 号） |
+3
+3
+1 |
N
Y
Y |
|
|
4B |
M17b - Setting fines for the ELV sector if an ELV is sold to illegal dismantlers and for dealers (and electronic platforms) dealing with dismantled (used) spare parts from non-authorised facilities.
M17b - 如果报废汽车出售给非法拆解商，以及处理来自非授权设施的拆解（二手）备件的经销商（和电子平台），则对报废汽车行业设置罚款。
M19b - Clearer definition of ELVs to ensure that there is a better distinction between used vehicles and ELVs (binding CG9)
M19b - 对 ELV 进行更清晰的定义，以确保二手车和 ELV 之间有更好的区分（绑定 CG9）
M20 - Improving the information contained in national vehicle registries and making them interoperable
M20 - 改进国家车辆登记中包含的信息并使其具有互操作性 |
+3
EIF 增强型IF
+5 |
Y
Y
Y |
|
|
4C |
M19c - Provide or making available information on vehicle identification and roadworthiness available to customs authorities (VIN)
M19c - 向海关当局提供或提供有关车辆识别和适航性的信息 (VIN)
M21 - Export requirements for used vehicles linked to roadworthiness
M21 - 与适航性相关的二手车出口要求 |
+4
+7 |
Y
Y |
|
|
4D |
Includes measures M17b,M18,M19a-c,M20,M21of PO4A, PO4B and PO4C (cumulative)
包括 PO4A、PO4B 和 PO4C 的措施 M17b、M18、M19a-c、M20、M21（累计） |
|
Y |
|
Discarded PO4 废弃PO4 |
M43 - Establish a mandatory collection target of ELVs based on the reporting obligations on the national vehicle market
M43 - 根据全国汽车市场的报告义务，建立报废汽车的强制收集目标
M44 - Voluntary campaigns on export of ELVs incl. waste shipment correspondents’ guidelines No9 on distinction ELVs and second-hand vehicles
M44 - 出口报废汽车（包括汽车）的自愿运动废物运输通讯员指南第9号关于区分报废汽车和二手车
M45 – Establishing a central EU vehicle registration database
M45 – 建立欧盟中央车辆登记数据库
M46 - Exchange of Member States on the implementation of incentives supporting effectiveness of the Certificate of Destruction (CoD)
M46 - 成员国就实施支持销毁证书（CoD）有效性的激励措施进行交流
M47 - Support / software interfaces to international notification system
M47 - 国际通知系统的支持/软件接口
M47a – Setting threshold for age and emission for the export of all used vehicles from the EU to third countries
M47a – 设定从欧盟向第三国出口所有二手车的车龄和排放阈值 |
|
X
X
X
X
X
X |
|
PO5 –
EPR |
5A |
M22 - Requirement for the Member States to establish collective or individual EPR schemes, incl. monitoring compliance costs and minimum financial obligations
M22 - 要求成员国建立集体或个人 EPR 计划，包括。监控合规成本和最低财务义务
M23 - Reporting obligations for producers
M23 - 生产者的报告义务 |
+3
+3 |
Y
Y |
|
|
5B |
Includes measures M22, M23 of PO5A (cumulative)
包括 PO5A 的措施 M22、M23（累计）
M24 - Harmonised modulation of EPR fees
M24 - EPR 费用的统一调整
M25 - Transfer of the EPR fees/ guarantees (cross-border EPR)
M25 - EPR 费用/担保的转移（跨境 EPR） |
+5
+3 |
Y
Y |
|
|
5C |
Includes measures M22-M25 of PO5A and PO5B (cumulative)
包括 PO5A 和 PO5B 的措施 M22-M25（累计）
M26 – Setting up national deposit refund schemes
M26 – 建立国家存款返还计划
M27 - Harmonised GPP criteria (voluntary)
M27 - 协调 GPP 标准（自愿） |
+5
+5 |
N
N |
|
Discarded PO5 废弃PO5 |
M48 - Establishment of an EU wide EPR scheme
M48 - 建立欧盟范围内的 EPR 计划
M49 - European-wide deposit refund scheme supervised by a single European body
M49 - 由欧洲单一机构监管的全欧洲押金退款计划
M50 - Collection of vehicles at holder’s premises and abandoned vehicles free of charge for the last holder
M50 - 在持有人所在地收集车辆并为最后一个持有人免费收集废弃车辆 |
|
X
X
X |
|
PO6 –
Cover more vehicles 覆盖更多车辆 |
6A |
M28 - Provision of information to dismantlers and recyclers
M28 - 向拆解商和回收商提供信息 |
+5 |
Y |
|
|
6B |
Includes measure M28 of PO6A (cumulative)
包括 PO6A 的 M28 措施（累计）
M30a - Mandatory treatment of end-of-life L3e-L7e-category vehicles, lorries (N2,N3) and buses (M2,M3) and trailers (O) at ATFs + CoD
M30a - 在 ATF + CoD 处对报废 L3e-L7e 类车辆、卡车 (N2、N3) 和公共汽车 (M2、M3) 以及拖车 (O) 进行强制处理
M30b - Export requirements for used vehicles linked to roadworthiness status for lorries (N2,N3) and buses (M2,M3) and trailers (O)
M30b - 与卡车（N2、N3）、公共汽车（M2、M3）和拖车（O）适航状态相关的二手车出口要求
M31b - Minimum EPR requirements for end-of-life L3e-L7e category, lorries (N2,N3) and buses (M2,M3) and trailers (O)
M31b - 报废 L3e-L7e 类别、卡车 (N2、N3) 和公共汽车 (M2、M3) 以及拖车 (O) 的最低 EPR 要求
M32 - Review clause on the regulatory extension of 3RTA scope to new vehicles
M32 - 关于将 3RTA 范围扩展到新车的审查条款 |
+5
+5
+5
+8 |
Y
Y
Y
Y |
|
|
6C |
Includes measures M28,M30a-b,M31b of PO6A and PO6B (cumulative)
包括 PO6A 和 PO6B 的措施 M28、M30a-b、M31b（累计）
M31c - Full application of EPR and advanced economic incentives
M31c - 充分应用 EPR 和先进的经济激励措施
M33 - Full scope application of the new 3RTA and end-of-life treatment requirements to additional vehicle categories
M33 - 新 3RTA 和报废处理要求全面适用于其他车辆类别 |
>7
>7 |
N
N |
|
Discarded PO6 废弃的PO6 |
M51 - Extension of new requirements to special purpose, multistage vehicles and vehicles produced in small series
M51 - 将新要求扩展到特殊用途、多级车辆和小批量生产的车辆
M52 - A full regulatory 3RTA scope extension to all vehicle categories
M52 - 全面监管 3RTA 范围扩展到所有车辆类别 |
|
X
X |
* Entry-into-force of the Regulation; Pref. is preferred option, see Section 8.1
* 该条例生效；首选。是首选选项，请参阅第 8.1 节
** Included in the preferred option, Y = YES, N = NO, See Section 8.1, X = Discarded, See Section 5.3
** 包含在首选选项中，Y = 是，N = 否，请参阅第 8.1 节，X = 丢弃，请参阅第 5.3 节
7.2Description of individual measures contained in the different policy options
不同政策选项中包含的个别措施的描述
7.1
7.2
7.2.17.2.1 Policy Options 1A, 1B and 1C (related to specific objective 1 ‘design circular’): Improve reusability, recyclability and recoverability, 3R Type-approval
7.2.1 政策选项s 1 A、1B 和 1C（与具体目标 1“设计通告”相关）：提高可重复使用性、可回收性和可回收性、3R 型式认证
PO1A, PO1B and PO1C target the specific objective 1 ‘Design Circular’, with an increasing level of ambition. These options are cumulative (i.e. PO1B = PO1A + additional measures; PO1C = PO1B + additional measures).
PO1A、PO1B 和 PO1C 针对具体目标 1 “设计通告” ， 随着野心的增加。这些选项是累积的（即 PO1B = PO1A + 附加措施；PO1C = PO1B + 附加措施）。
·PO1A – “Better compliance verification includes first the adaptation of 3R type-approval process to the new Regulation (EU) 2018/858 on type approval and market surveillance , including the possibility to perform conformity of production and market surveillance tests. It includes the possibility to recall vehicles, withdraw type-approval certificates and sanction manufacturers in case of non-compliance (M1). It includes an empowerment for the Commission, within 3 years, to revise the calculation methodology on how vehicles manufacturers should demonstrate compliance with their obligations on recyclability, re-usability and recoverability of new vehicles, and, if needed, to propose a modernised methodology that supports more circularity in new vehicle designs. This could be done either through supporting a change to the current ISO standard on this point, or through the development of new rules at EU level, and would be preceded by an impact assessment. (M2). PO1A also requires manufacturers to provide treatment operators and consumers, through existing platforms, with detailed and user-friendly repair, reuse and safe dismantling instructions (M3) and information on the location of the parts/components in their vehicles containing CRMs with a specific focus on declaration of indicative weights, locations, fastening and coating techniques as well of labelling of CRMs such as neodymium and dysprosium in e-drive motors.
PO1A – “更好的合规性验证首先包括根据新法规调整 3R 型式核准流程 (EU) 2018/858关于型式批准和市场监督 ，包括执行生产合规性和市场监督测试的可能性。它包括召回车辆、撤销型式批准证书以及在不合规情况下制裁制造商的可能性（ M1 ）。它包括授权委员会在 3 年内修改车辆制造商应如何证明其遵守可回收性义务的计算方法， 新车的可重复使用性和可回收性，并在需要时提出一种现代化的方法，以支持新车设计的更多循环性。这可以通过支持对当前 ISO 标准在这一点上的变更，或通过在欧盟层面制定新规则来实现，并且在此之前进行影响评估。 （ M2 ）。 PO1A 还要求制造商通过现有平台向处理运营商和消费者提供详细且用户友好的维修、再利用和安全拆卸说明 (M3) 以及有关其车辆中含有特定重点CRM 的零件/组件位置的信息关于指示性重量、位置、紧固和涂层技术的声明以及 CRM（例如电动驱动电机中的钕和镝）的标签。
PO1A contains the following Measures 1-4 (M1-M5a):
PO1A 包含以下措施 1-4 (M1-M5a)：
-M1 – Ensure that the new rules provide for a proper implementation of circularity requirements for new vehicle types
M1 – 确保新规则能够正确实施新车型的循环要求
The measure consists in aligning the provisions on type-approval relating to re-usability, recyclability and recoverability with the overall type-approval framework set out in Regulation (EU) 2018/858. Regulation (EU) 2018/858 contains technical requirements that vehicles shall fulfil at the stages of type approval and placing on the market, as well as obligations for manufacturers, Member States and the Commission to ensure that these requirements are complied with. This includes the obligation for Member States market surveillance authorities to carry out regular checks (see Article 8), as well as the possibility to impose fines on vehicle manufacturers and to withdraw vehicles from the market or recall them if manufacturers fail to take adequate corrective measures in case of non-compliance. The Commission also has a duty to carry out tests and inspections to verify that vehicles comply with the requirements laid down in the Regulation (see Article 9).
该措施包括将有关可重复使用性、可回收性和可回收性的型式认证规定与法规 (EU) 2018/858 中规定的整体型式认证框架保持一致。 (EU) 2018/858 法规包含车辆在型式核准和投放市场阶段应满足的技术要求，以及制造商、成员国和委员会确保遵守这些要求的义务。这包括成员国市场监督机构有义务进行定期检查（见第 8 条），以及如果制造商未能采取适当的纠正措施，则可以对车辆制造商处以罚款，并将车辆从市场上撤回或召回。如果不遵守规定。委员会还有责任进行测试和检查，以验证车辆是否符合法规中规定的要求（见第 9 条）。
This measure will clarify how these provisions of Regulation (EU) 2018/858 will apply in relation to the requirements linked to re-usability, recyclability and recoverability.
该措施将阐明法规 (EU) 2018/858 的这些规定如何适用于与可重复使用性、可回收性和可回收性相关的要求。
To support the improvement of circularity in vehicle designs, and in particular the technical know-how of vehicle manufacturers and type-approval authorities about vehicle recyclability, the Commission will monitor appropriately the compliance of the issued type approvals with the 3R type-approval requirements. This may include the performance of dismantling and shredding tests at the premises of an ATF or a shredding facility.
为了支持提高车辆设计的循环性，特别是车辆制造商和型式认证机构在车辆可回收性方面的技术知识，委员会将适当监控已颁发的型式认证是否符合 3R 型式认证要求。这可能包括在 ATF 或粉碎设施场所进行拆卸和粉碎测试。
·The dismantling and shredding tests will document the dismantling of each vehicle and analyse the information to estimate the achievability of the 3R type-approval targets at end-of-life stage. For this purpose, the ATF shall apply methods specified in the type-approval submission for the dismantling of components. Tools specified in such information shall only be applied if they are tools commonly used by ATFs. The ATF performing the test will document the parts dismantled (time of dismantling, tools used to support the task, composition of part). On this basis, the party will then estimate the probable route of treatment of each component dismantled.
拆解和粉碎测试将记录每辆车的拆解情况并分析信息，以估计报废阶段 3R 型式认证目标的可实现性。为此， ATF应采用型式核准提交中指定的方法来拆卸组件。仅当此类信息中指定的工具是 ATF 常用的工具时，才应使用这些工具。执行测试的 ATF将记录拆卸的部件（拆卸时间、用于支持任务的工具、部件的组成）。在此基础上，该方将估计拆解的每个部件的可能处理途径。
·On the basis of all collected data, and comparison with the type-approval data, the Commission will provide feedback to the manufacturer and the type-approval authority.
根据所有收集的数据，并与型式批准数据进行比较，委员会将向制造商和型式批准机构提供反馈。
·A report documenting the annual results of dismantling tests will be published. It shall include references to each of the vehicle cases and, where possible, recommendations as to how to improve the recycling of the concerned vehicle types at the end-of-life stage. This report can inform market surveillance actions, [which can include fines in case market surveillance authorities conclude on non-compliance by the vehicle manufacturers, as well as the requirement that the design of the type concerned is changed to meet the TA targets (and that the vehicle manufacturers would need to obtain a new type-approval before being able to put new vehicles of this type on the EU market)].
将发布一份记录年度拆除测试结果的报告。它应包括对每种车辆案例的参考，并在可能的情况下，包括如何改进相关车辆类型在报废阶段的回收利用的建议。该报告可以为市场监督行动提供信息， [其中可以包括在市场监督机构认定车辆制造商不合规的情况下处以罚款，以及要求更改相关类型的设计以满足技术援助目标（以及汽车制造商需要获得新的型式批准才能将此类新车投放到欧盟市场） ] 。
These requirements shall apply 1 year after entry into force of the new legislation.
这些要求将在新立法生效一年后适用。
According to Article 8 of Regulation EU 2018/858, EU Member States are already under the obligation to regularly check and verify that vehicles comply with type approval requirements, including those related to 3R type-approval.
根据EU 2018/858法规第8条，欧盟成员国有义务定期检查和验证车辆是否符合型式认证要求，包括与3R型式认证相关的要求。
-M2 – Empowerment for the Commission to develop a refined methodology to calculate compliance with requirements on recyclability, reusability and recoverability of a vehicle
M2 – 授权委员会制定细化的 计算方法 符合要求 车辆的可回收性、可重复使用性和可回收性
This measure aims to refine the methodology to be used by vehicle manufacturers to calculate and show to which degree the materials in new vehicles are re-usable, recyclable and recoverable. In the current legal regime, the data to be presented to demonstrate compliance with the requirements on re-usability, recyclability and recoverability are contained in Annexes I and II of the 3R type-approval Directive. Annex I states that the calculation method that car manufacturers should use is set out in ISO standard 22628:2002 .
该措施旨在完善汽车制造商用于计算和显示新车材料可重复使用、可回收和可回收程度的方法。在现行法律制度中，为证明符合可重复使用性、可回收性和可回收性要求而提供的数据包含在 3R型式批准指令的附件 I 和 II 中。附件一指出，汽车制造商应使用的计算方法载于ISO标准22628:2002 。
The proposed measure introduces an empowerment to the Commission to propose, within 3 years after adoption of the Regulation, based on a comprehensive support study, a detailed calculation methodology on how vehicle manufacturers should demonstrate compliance with 3R type-approval rates. The proposal shall also consider the possibilities to review the current ISO 22628: 2002 standard. The aim of the review is to refine this calculation approach in order to reflect the actual potential of a new vehicle to be recycled, reused and recovered at the end-of-life while taking into account the ongoing technological progress of the ‘proven technologies’ that exist at the moment of vehicle placement into the market.
拟议措施授权委员会在该法规通过后 3 年内，根据全面的支持研究，提出关于车辆制造商应如何证明符合 3R 型式批准率的详细计算方法。该提案还应考虑审查现行 ISO 22628:2002标准的可能性。此次审查的目的是完善这种计算方法，以反映新车在报废时回收、再利用和回收的实际潜力，同时考虑到“经过验证的技术”的持续技术进步在车辆投放市场时就存在。
As a minimum, all components to be removed prior to shredding at the end-of-life stage of the vehicle (as defined in Measure M13a, 13b, 13c, see below) would be considered as re-usable if they have a potential for re-use or remanufacturing, or as recyclable when they are recycled separately to achieve higher recycling qualities or quantities.
至少，在车辆报废阶段（如措施 M13a、13b、13c 中定义，见下文）粉碎之前要拆除的所有组件如果有可能被视为可重复使用再利用或再制造，或者当它们单独回收以达到更高的回收质量或数量时可回收。
Until the adoption of specific calculation methodology, the ISO standard for the current calculation of re-usability, recyclability and recoverability rates continues to apply.
在采用具体计算方法之前，当前计算可再用性、可回收性和可回收率的 ISO标准继续适用。
-M3 – Provision of dismantling information to ELV treatment operators
M 3 – 向 ELV 处理运营商提供拆除信息
The objective of this measure is to improve the communication and documentation along the automotive value chain (from design to end-of-life treatment) on all information and data which is relevant for the treatment of ELVs. Under this measure, the Regulation would establish an obligation for vehicle manufacturers to provide a set of information to the actors involved in the dismantling and recycling of ELVs. This measure builds on the existing Article 8(3) and 8(4) of the ELV Directive but will be more specific. In addition, vehicle manufacturers would have to provide evidence to the type-approval authorities concerned that they have provided this information, as part of their application to the type-approval process. The type-approval authorities would have to check and be satisfied that the vehicle manufacturers have properly submitted this information, before granting the relevant type approval. They would not have to verify the accuracy of this information. This is different from measure M4a, which contains a specific regime and obligations for type-approval authorities to verify the compliance of the declared information with the EU legislation on substances of concern.
该措施的目的是改善汽车价值链（从设计到报废处理）中与报废汽车处理相关的所有信息和数据的沟通和记录。根据这项措施，该法规将规定汽车制造商有义务向参与报废汽车拆解和回收的参与者提供一组信息。该措施以现有 ELV 指令第 8(3) 和 8(4) 条为基础，但更加具体。此外，车辆制造商必须向有关型式核准机构提供证据，证明他们已提供此信息，作为其申请型式核准流程的一部分。在授予相关型式批准之前，型式批准机构必须检查并确认车辆制造商已正确提交此信息。他们不必验证该信息的准确性。这与 M4a 措施不同，M4a 措施包含型式核准机构的具体制度和义务，以验证所申报的信息是否符合欧盟有关关注物质的立法。
The new provisions will list the elements and harmonise the format in which data is to be provided. The manufacturers, including their authorised representatives and importers, will be required to provide the following information free of cost through information platforms :
新规定将列出要素并统一格式 其中要提供数据。制造商，包括其授权代表和进口商，将被要求通过信息平台免费提供以下信息 ：
1.Location, dismantling time and method for components for which there are depollution obligations .
有消除污染义务的构件的地点、拆除时间和方法 ．
2.Location, dismantling time and method for components with potential for re-use and/or remanufacturing .
具有再利用和/或再制造潜力的部件的位置、拆卸时间和方法 .
3.Digital keys, also referred to as “Smart Access Control solution” and information as to the dismantling method for components using digital keys.
数字钥匙，也称为“智能门禁解决方案”，以及有关使用数字钥匙的组件拆卸方法的信息。
4.Location, dismantling time and method of components which are obligatory to dismantle for promoting re-use and/or recycling.
为促进再利用和/或回收而必须拆除的部件的位置、拆除时间和方法。
5.Components containing materials that cannot be recycled at the time when the vehicle is placed on the market (e.g., carbon enforced plastics, composites) – i.e. those for which the recycling methodology is classified as below TRL9.
含有车辆投放市场时无法回收的材料的部件（例如碳增强塑料、复合材料），即回收方法分类为 TRL9 以下的部件。
6.Information on the presence and location of selected relevant materials as defined in the EU list of critical raw materials at the time of the type-approval of the vehicle, as well as on instructions on how to dismantle them for recycling. For the e-drive motors, the core of the measure is defining design constraints on the OEM to provide clear and succinct instructions on the disassembly operations. Such instructions should include a list of interfering components and parts to be taken out to reach the e-drive motor, the different tools required as well as the number of fastening techniques to unlock and extract the e-drive motor . Information required for Nd and Dy in the e-drive motors are:
有关车辆型式批准时欧盟关键原材料清单中定义的选定相关材料的存在和位置的信息，以及如何拆卸这些材料进行回收的说明。 对于电驱动电机，该措施的核心是对主机厂定义设计约束，以提供清晰、简洁的拆卸操作说明。此类指令应包括要取出以到达电动驱动电机6的干扰部件和零件的列表、所需的不同工具以及解锁和取出电动驱动电机紧固技术的数量。 电驱动电机中 Nd 和 Dy 所需的信息为：
-indicative weight, location and chemical composition of all individual permanent magnets included in the product;
产品中包含的所有单个永磁体的指示重量、位置和化学成分；
-number of permanent magnets at e-drive motor level;
电驱动电机级永磁体的数量；
-presence and use of glue in the assembly of the permanent magnet and any additives used within the e-drive motor;
永磁体组装过程中胶水的存在和使用以及电动马达内使用的任何添加剂；
-coating used on permanent magnet;
永磁体上使用的涂层；
-labelling of e-drive motors where one or more rare earth permanent magnets are present. More information on this is presented in Annex 15.2.4 .
电动驱动电机的标签 存在一个或多个稀土永磁体。有关这方面的更多信息参见附件 15。 2.4 。
7.Information on the presence and location of hazardous substances in components in the vehicle, as well as on their safe and environmentally sound dismantling and treatment.
有关车辆部件中有害物质的存在和位置的信息，以及有关其安全且无害环境的拆卸和处理的信息。
The future legislation or a delegated act shall include a provision specifying the information or any additional obligations in terms of the systems used to provide data and minimum requirements as to the format in which data is to be submitted.
未来的立法或授权法案应包括一项规定，规定用于提供数据的系统的信息或任何附加义务，以及对提交数据的格式的最低要求。
The Commission would also be tasked to update this list (relating to dismantling information to ELV treatment operators) regularly taking into account environmental benefits, the evolution of the automotive sector and cost-effectiveness.
委员会还将负责定期更新这份清单（涉及报废汽车处理运营商的拆解信息），同时考虑到环境效益、汽车行业的发展和成本效益。
These requirements shall apply 3 years after entry into force of the new legislation.
这些要求将在新立法生效 3 年后适用。
-M4a – Declaration on substances of concern verified by 3R type-approval authorities
M4 a – 物质声明 令人关注的 由 3R 型式认证机构验证
This measure sets out a requirement for vehicle manufacturers to provide a declaration, as part of their type-approval application process, on relevant substances of concern contained in the vehicle type concerned. The type-approval authorities would have a procedural obligation to verify that the information provided in this declaration complies with the EU legislation on restriction of chemicals relevant to vehicles (i.e. generic minimisation requirements for hazardous substances / substances of concern in vehicles under ELV, applicable specific restrictions in ELV, in REACH, POPs Regulation, Batteries Regulation ) before granting the required type-approval. This measure does not require type-approval authorities to analytically determine the presence and concentration of the concerned substances in vehicles or vehicle components.
该措施要求车辆制造商提供有关车辆类型中所含相关物质 8 的声明，作为其型式核准申请流程的一部分。型式核准机构有程序义务验证本声明中提供的信息是否符合欧盟关于车辆相关化学品限制的立法（即 ELV 下车辆中有害物质/关注物质的一般最小化要求、适用的具体规定）。在授予所需的型式批准之前，应先了解 ELV、REACH、POPs 法规、电池法规 9 ) 中的限制。该措施不要求型式认证机构通过分析确定车辆或车辆部件中相关物质的存在和浓度。
These requirements apply 3 years after entry into force of the new legislation.
这些要求在新立法生效 3 年后适用。
-M5a - Restrictions of substances under the revised ELV Directive
M 5 a -修订版ELV指令中的物质限制
Under this measure, restrictions on all relevant chemicals that are used in a vehicle would be regulated in the new Regulation . This includes restrictions on the four substances currently regulated in the ELV Directive (lead, cadmium, mercury and hexavalent chromium), as well as possible new restrictions.
在此措施下， 新法规10将对车辆中使用的所有相关化学品限制。 这包括对 ELV 指令目前管制的四种物质（铅、镉、汞和六价铬）的限制，以及可能的新限制。
It will provide a mechanism for restricting substances used in vehicles and components of vehicles, relying on an assessment by the relevant committees of the European Chemicals Agency (ECHA) of restriction dossiers prepared by ECHA at the request of the Commission, or by Member States on their own initiative. The process would be run under the new regulation replacing the ELV Directive and any restrictions on new substances would be enacted via delegated acts under the new regulation, based on opinions submitted by ECHA to the Commission. Therefore, under this measure, a regulatory mechanism for introducing new ELV-relevant restrictions for substances is established under the new Regulation. They will be laid down via delegated acts, prepared with the support of ECHA .
它将提供一种限制车辆和车辆部件中使用的物质的机制，依赖于欧洲化学品管理局 (ECHA) 相关委员会对 ECHA 应委员会要求或成员国准备的限制档案进行的评估他们自己主动。该流程将在取代 ELV指令的新法规下运行，对新物质的任何限制都将根据 ECHA 向委员会提交的意见，通过新法规下的授权法案来实施。因此，根据这一措施，监管 引入新的 ELV 相关物质限制的机制是 根据新条例设立。他们将被放下 通过在 ECHA 的支持下准备的授权行为。
Existing restrictions on the four currently restricted substances under the ELV Directive and exemptions to them will be maintained under ELV legislation and reviewed as appropriate, via delegated acts, with the support of ECHA (rather than using contractors to the Commission, as currently). In addition, relevant active exemptions having a review date [Annex II points 2(c)(ii), 3, 8(e) and 8(g)(ii)] will be maintained and reviewed under the new Regulation, also with the support of ECHA. Other exemptions that do not require a review will be also maintained in ELV legislation. The scope of the assessment of exemptions will be widened including an analysis of alternatives, a socio-economic analysis and a comparative analysis of the health and environmental impacts of alternatives.
ELV 指令对四种当前限制物质的现有限制及其豁免将根据 ELV 立法予以保留，并在 ECHA 的支持下通过授权行为酌情进行审查（而不是像目前那样使用委员会的承包商）。此外，具有审查日期的相关有效豁免[附件二第 2(c)(ii)、3、8(e) 和 8(g)(ii) 点] 将根据新条例予以保留和审查，同时欧洲化学品管理局的支持。其他不需要审查的豁免也将在 ELV 立法中保留。豁免评估的范围将扩大，包括替代品分析、社会经济分析以及替代品对健康和环境影响的比较分析。
For any expansion in scope of ELV to heavy-duty vehicles, trailers and L-category vehicles (as described under PO6) a new dedicated restriction process would be run under the ELV specific Regulation, via delegated acts, with the support of ECHA and/or consultants. The new legislation will assign the new tasks to ECHA with regard of the assessment of substances relevant to these vehicles.
对于将 ELV 范围扩大到重型车辆、拖车和 L 类车辆（如 PO6 中所述），将在 ECHA 和/或 ECHA 的支持下，通过授权行为，根据 ELV 特定法规运行新的专用限制流程。或顾问。新立法将向 ECHA 分配新任务，评估与这些车辆相关的物质。
Exemptions for the use of lead and cadmium under the ELV Directive which are specific to batteries [Annex II points 5(a) and 5(b) (lead) and 16 (cadmium)] will be, following a transition process, taken up by the Batteries Regulation (lex specialis) and removed from the new Regulation replacing ELV Directive via delegated acts.
根据 ELV 指令，特定于电池的铅和镉的使用豁免[附件 II 第 5(a) 和 5(b)（铅）和 16（镉）] 将在过渡过程后由电池法规（特别法）并通过授权行为从取代 ELV 指令的新法规中删除。
Consequently, under this measure, the restriction procedure for substances in vehicles would be contained, as a self-standing process, under the new Regulation and would have to be defined in the legal proposal. This approach would follow the Commission proposal for a Batteries Regulation and, more specifically that contained in its Articles 6 and 71 . The measure would also grant Member States the right of initiative to propose restrictions.
因此，根据这项措施，车辆中物质的限制程序将作为一个独立的程序包含在新法规中，并且必须在法律提案中进行定义。这种方法将遵循 委员会关于电池法规的提案 ，更具体地说，是第6 条和第 71 条中包含的提案 。该措施还将赋予成员国主动提出限制措施的权利。
These requirements shall apply 1 year after entry into force of the new legislation.
这些要求将在新立法生效一年后适用。
PO1B: Circularity strategy builds on PO1A with additional requirements for vehicle manufacturers to develop (i) a specific circularity strategy for each new vehicle type which is type-approved (“type-specific strategy”). This strategy would foster cooperation between vehicle manufacturers and actors in the dismantling and recycling sectors. The objective of this “type-specific strategy” would be for vehicle manufacturers to explain how they will ensure that re-usability, recyclability and recoverability rates at type approval for the vehicle type are realised at the end of life, with a particular focus on materials (such as CRMs) for which no recycling technology is available at commercial scale or that need to be removed prior to shredding. The findings from the strategy should be used to inform the recycling/dismantling sector, as well as by the vehicle manufacturer to improve the circular design of future vehicles. This strategy should contain a non-technical summary which should be publicly available. To provide transparency and allow for monitoring of the progress made by the sector toward circularity, the Commission will establish regular reports on circularity in the automotive sector, drawing notably from these strategies and from other data allowing to track progress. In addition to these measures, PO1B includes provisions on design for dismantling and recycling, especially a requirement that vehicles are designed in such a way that professional dismantlers can remove batteries and electric drive motors from EVs and potentially other parts/components safely without excessive costs (M7). This also includes an empowerment for the Commission to develop standards or specific requirements on the design for dismantling and recycling of selected parts or components from vehicles, especially those made of plastics or containing CRMs, to be adopted within 6 years after the adoption of the new legislation. Additionally, vehicle manufacturers are requested to provide evidence of the share of recycled content (plastics and steel, but also aluminium, and copper) used in each vehicle type (M4b). Finally, PO1B clarifies that all new restrictions of substances in vehicles, for reasons related to chemical safety, will be carried out primarily under REACH or, for the specific case of substances in batteries used in vehicles, under the new Batteries Regulation . It addresses the call to ensure a legal coherence, as highlighted in F4F opinion . Under this policy option the existing restrictions on lead, mercury, hexavalent chromium and cadmium in vehicles, as well as their specific exceptions in Annex II of the ELV Directive, remain with enhanced provisions under the new ELV Regulation with a planned reassessment of their full take-up by REACH (M5b) at 8 years after entry into force.
PO1B： 循环战略以 PO1A 为基础，对汽车制造商提出了额外要求，以制定 (i) 为每种新车型制定特定的循环战略 这是经过类型批准的（“特定于类型的策略”） 。这个策略 将促进汽车制造商与拆解和回收行业参与者之间的合作。 “特定类型策略”的目标是让汽车制造商解释他们将如何确保可重复使用性、可回收性和可回收率 车辆类型的型式批准是在使用寿命结束时实现的，特别关注没有商业规模的回收技术或需要在粉碎前去除的材料（例如 CRM）。该战略的研究结果应为回收/拆解部门以及汽车制造商提供参考，以改进未来车辆的循环设计。该策略应包含应公开的非技术摘要。 为了提供透明度并监测该行业在循环方面取得的进展，委员会将定期制定汽车行业循环报告，主要借鉴这些战略和其他战略 数据允许跟踪进度。除了这些措施外， PO1B还包括关于拆解和回收设计的规定，特别是要求车辆 其设计方式使得专业拆解人员可以安全地从电动汽车以及潜在的其他零件/组件上拆下电池和电力驱动电机，而无需过多的成本（ M7 ）。这还包括一个n 授权委员会制定有关车辆选定零部件（尤其是塑料制成或含有 CRM 的零部件）拆卸和回收设计的标准或具体要求，并在新立法通过后6年内通过。此外，车辆制造商还需要提供每种型 (M4b) 车辆中使用的回收成分（塑料和钢，以及铝和铜）比例的证据。 最后， PO1B澄清，出于与化学安全相关的原因，所有新的车辆中物质限制将主要根据REACH 执行，或者，对于车辆所用电池中的物质的具体情况，根据新的电池法规执行。正如 F4F 意见所强调的那样，它回应了确保法律一致性的呼吁。根据这一政策选项，现有对车辆中铅、汞、六价铬和镉的限制，以及《ELV 指令》附件 II 中的具体例外情况，仍保留在新 ELV 法规下的增强条款中，并计划对其全面重新评估。 REACH (M5 b )于生效 8 年后开始实施。
PO1B contains the following Measures 4-7 (M4b-M7):
PO1B 包含以下措施 4-7 (M4b-M7)：
-M4b – Mandatory declaration on recycled content of plastics and steel
M4b – 塑料和钢材回收含量的强制声明
As a part of the 3R type-approval procedures, the vehicle manufacturers will be required to provide technical documentation proving that a required share [%] of recycled plastic and steel is present in a new vehicle type, for which the target levels are specified under PO2 (M9 and M10). The declared information should include a specification of the origin meaning the share of pre-consumer and post-consumer content and closed loop percentage resulting from ELV recycling. Type-approval authorities will have obligation to verify the documentation submitted by the manufacturers based on the calculation/verification methodology mentioned under PO2. To ensure a consistent approach and avoid unsubstantiated claims, clear definitions of closed and open-loop and post-consumer versus pre-consumer shares are required at entry into force of the legislation. This applies to all recycled content related measures, including measures M9, M10 and M11.
作为 3R 型式批准程序的一部分，车辆制造商将需要提供技术文件，证明新车型中存在所需比例 [%] 的再生塑料和钢材，其目标水平在PO2（M9 和 M10）。申报信息应包括原产地说明，即消费前和消费后含量的份额以及报废汽车回收产生的闭环百分比。型式核准机构有义务根据 PO2 中提到的计算/验证方法来验证制造商提交的文件。为了确保采用一致的方法并避免未经证实的主张，在立法生效时需要明确定义闭环和开环以及消费后与消费前份额。这适用于所有与回收内容相关的措施，包括措施 M9、M10 和 M11。
The requirements shall apply 5 years after entry into force of the new legislation.
这些要求应在新立法生效 5 年后适用。
-M5b - Restrictions of substances under REACH and other existing legislation
M5b - REACH 和其他现行法规对物质的限制
Under this measure, restrictions concerning all relevant chemicals, for reasons associated primarily to their chemical risks, that are used in a vehicle are to be removed from the ELV legislation and are to be addressed primarily under REACH .
根据该措施，限制 对于车辆中使用的所有相关化学品，由于主要与其化学风险相关的原因，将从ELV 中删除 立法并主要根据 REACH 予以解决。
It means that existing restrictions on the four substances currently restricted under the ELV Directive and exemptions therefrom (currently in Annex II) are no longer maintained under ELV specific legislation and would require an “ad hoc” transfer to REACH Annex XVII during co-decision. Relevant active exemptions having a review date [Annex II points 2(c)(ii), 3, 8(e) and 8(g)(ii)] would be maintained and reviewed under REACH via dedicated reviews of the corresponding restrictions introduced during co-decision. Other “inactive” exemptions that do not require a review would also be listed in Annex XVII of REACH or in a separate dedicated Appendix, that would have to be introduced in REACH.
这意味着ELV 指令目前限制的四种物质的现有限制及其豁免 （目前见附件二） 不再根据 ELV特定立法进行维护，并且需要在共同决策期间“临时”转移至 REACH 附件 XVII 。具有审查日期的相关主动豁免[附件二第2(c)(ii)、3、8(e) 和 8(g)(ii) 点] 将根据 REACH 规定，通过对引入的相应限制进行专门审查来维持和审查在共同决策期间。其他不需要审查的“无效”豁免也将列在 REACH 附件 XVII 中或单独的专用附录中，这些附录必须在 REACH 中引入。
For any expansion in scope of ELV legislation to L-category vehicles, lorries, buses and trailers (as explained in PO6), restrictions on the four currently restricted substances, their possible exemptions, and any restrictions on new substances, would require the initiation of new restrictions process under REACH.
对于将 ELV 立法范围扩大到 L 类车辆、卡车、公共汽车和拖车 （如 PO6 中所述），对四种当前限制物质的限制、其可能的豁免以及对新物质的任何限制，将需要根据 REACH 启动新的限制流程。
These requirements shall apply 8 years after entry into force of the new legislation.
这些要求将在新立法生效后 8 年后适用。
-Coherence with the Batteries Regulation
与电池法规的一致性
To ensure a regulatory coherence between the EU sectoral legislation, all the current entries in the ELV Directive related to the use of lead in batteries in 12V applications will be covered under the Batteries Regulation. This is implemented as a complementary measure to the transfer to REACH. As a result, exemptions for the use of lead and cadmium under the ELV Directive and which are specific to batteries [Annex II points 5(a) and 5(b) (lead) and 16 (cadmium)], are, following a transition process, taken up by the Batteries Regulation (lex specialis) and removed from the ELV specific legislation via delegated acts.
为了确保欧盟部门立法之间的监管一致性，ELV 指令中与 12V 应用中电池使用铅相关的所有当前条目都将涵盖在电池法规中。这是作为向 REACH 转移的补充措施而实施的。因此，根据 ELV 指令，特定于电池的铅和镉的使用豁免[附件 II 第 5(a) 和 5(b) 点（铅）和 16（镉）]，在过渡之后该过程由电池法规（特别法）采纳，并通过授权行为从 ELV 具体立法中删除。
Consequently, the new Regulation would clarify that all chemical risk related restrictions would be addressed under REACH (and as appropriate covered under the POPs Regulation) and, for batteries, under the Batteries Regulation.
因此，新法规将澄清所有与化学风险相关的限制都将在 REACH 中得到解决（并在适当情况下在 POPs 法规中得到涵盖），而对于电池而言，则将在电池法规中得到解决。
-M6 - Obligation for vehicle manufacturers to develop and implement circularity strategies
M 6 -汽车制造商制定和实施循环战略的义务
The current 3R type-approval Directive states that “manufacturers shall recommend a strategy to ensure dismantling, reuse 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” (Article 6(3)). Certificate of compliance, granted during the type-approval process, shall describe this strategy recommended by the manufacturer (Article 6(5)).
目前的 3R 型式批准指令规定，“制造商应推荐一项策略，以确保零部件的拆卸、再利用、材料的回收和回收。该策略应考虑申请车辆型式核准时可用或正在开发的成熟技术”（第 6 条第（3）款）。在型式核准过程中授予的合格证书应描述制造商推荐的这一策略（第 6(5) 条）。
While the current EU legislation remains vague in terms of specifying the manufacturers responsibilities, the content of the strategy and its enforcement, the measure aims to clarify these aspects. To increase the circularity in the design, production and end-of-life treatment of vehicles, vehicle manufacturers would be obliged to establish a specific circularity strategy for each new vehicle which is type-approved (“type-specific strategy”). This obligation would build on the requirements set out in Article 6(3) of the 3R type-approval Directive.
虽然目前的欧盟立法在明确制造商责任、战略内容及其执行方面仍然含糊不清，但该措施旨在澄清这些方面。为了提高车辆设计、生产和报废处理的循环性，汽车制造商有义务为每辆经过类型批准的新车制定特定的循环策略（“特定类型策略”）。该义务将建立在 3R 型式核准指令第 6(3) 条规定的要求的基础上。
The “type-specific strategy” should be provided to the TA authorities as part of the application for the type-approval of the vehicle type concerned. The vehicle manufacturers would have to provide an update of this strategy every 2 years, especially to provide information on the progress made in achieving its aims.
“特定类型策略”应作为相关车型型式批准申请的一部分提供给技术援助当局。汽车制造商必须每两年更新一次该战略，特别是提供有关实现其目标所取得进展的信息。
The objective of this strategy would be for vehicle manufacturers to demonstrate how, after the TA approval, they will follow-up on their obligations to ensure that the requirements on re-usability, recyclability and recoverability for this vehicle are met. It would cater for vehicle manufacturers to work in close cooperation with actors in the dismantling and recycling sectors and provide clear indications on how this cooperation will be developed.
该战略的目标是让汽车制造商展示在获得技术援助批准后，他们将如何履行其义务，以确保满足该车辆的可重复使用性、可回收性和可回收性要求。它将使汽车制造商能够与拆解和回收行业的参与者密切合作，并就如何发展这种合作提供明确的指示。
This strategy will include the following elements:
该战略将包括以下要素：
a) 一个）actions planned to verify that the vehicles conforming to the type in question continue to meet the legal requirements on re-usability, recyclability and recoverability, as indicated in the type-approval certificate, and to support (i) the dismantling of all parts and components that need to be removed prior to shredding and (ii) the recycling of materials for which recycling technologies are not widely available at commercial scale at the time of the TA decision.
为验证车辆是否符合相关类型而计划采取的行动继续 满足可重复使用性、可回收性和可回收性的法律要求， 如型式核准证书中所示，并支持(i)拆解在粉碎前需要拆除的所有零部件，以及(ii)回收技术尚未在商业规模上广泛使用的材料TA做出决定的时间。
b)a feedback mechanism to draw lessons from the actions undertaken under subparagraph (a) above, aiming to inform the recycling/dismantling sector and to be used by the vehicle manufacturer to improve the circular design of future vehicles. This feedback mechanism should in particular cover elements relating to (i) the amount and possible increase in recycled materials (such as CRMs) in vehicles, (ii) the use and possible increase of materials which are easy to dismantle for re-use or for high quality recycling, (iii) the use and possible increase of materials which are easy to recycle, and (iv) the adoption of measures to address the challenges posed by the use of materials and techniques which hamper easy dismantling or make recycling very challenging (for example composite plastics or fibre-reinforced materials).
一个反馈机制，从上述(a)分段所采取的行动中吸取经验教训，旨在为回收/拆解部门提供信息，并供车辆制造商用来改进未来车辆的循环设计。该反馈机制应特别涵盖以下方面的要素：(i) 车辆中回收材料（例如 CRM）的数量和可能的增加，(ii)易于拆卸以进行再利用或用于再利用的材料的使用和可能的增加。高质量的回收，(iii)使用和可能增加易于回收的材料，以及 (iv) 采取措施应对因使用不便于拆卸或使回收变得非常困难的材料和技术所带来的挑战（例如复合塑料或纤维增强材料）。
A non-technical summary describing the content of this strategy should be made publicly available. The elements that should be included in the “type-specific strategy”, as well as those that should feature in the publicly available non-technical summary, would be provided in an annex to the new legislation. The Commission shall have a delegated power to update this information. The requirements for the vehicle manufacturers to develop a circularity strategy for each new vehicle type shall apply 3 years after entry into force of the new legislation.
应公开描述该策略内容的非技术摘要。新立法的附件中将提供“特定类型战略”中应包含的要素以及公开的非技术摘要中应包含的要素。委员会应有权更新此信息。汽车制造商为每种新车型制定循环战略的要求应在新立法生效 3 年后适用。
The Commission will have an obligation to establish regular reports on circularity in the automotive sector, which would draw from these strategies and from publicly available manufacturer roadmaps and similar information. This would provide transparency and allow for monitoring of the progress made by the sector toward circularity.
委员会将有义务就汽车行业的循环性制定定期报告，该报告将借鉴这些策略以及公开的制造商路线图和类似信息。这将提供透明度并允许监测该行业在循环方面取得的进展。
To large extent this measure builds on current practices by manufacturers, which already integrate different elements of circularity into their long-term manufacturing policies. A number of companies publish this information in a form of strategies, annual sustainability reports or general overviews on their websites. Among other information, these documents include the overview on the innovations, investment into R&D, long term climate neutrality objectives, social and corporate responsibility in sourcing materials, measures taken to increase resource efficiency and decrease cost of production. New requirement for the manufacturers to prepare and implement a circularity strategy for the vehicles they produce would complement current practices, placing a clear focus on circularity and allowing for transparency, comparison and emulation.
很大程度上这是 该措施以制造商当前的做法为基础，制造商已经将不同的循环要素纳入其长期制造政策中。许多公司以战略、年度可持续发展报告或在其网站上概述的形式发布这些信息。除其他信息外，这些文件还包括创新概述、研发投资、长期气候中和目标、采购材料的社会和企业责任、为提高资源效率和降低生产成本而采取的措施。制造商为其生产的车辆准备和实施循环战略的新要求将补充当前的做法，明确关注循环并允许透明度、比较和模拟。
-M7 – Design requirements for new vehicles to facilitate removal of specific components
M7 – 新车的设计要求，以方便拆除特定部件
This measure would include first a requirement that vehicle manufacturers shall design and place in new vehicles batteries from EVs (and potentially other parts/components containing CRMs ) in a way which makes them easy and cost-effective to remove by repairers/dismantlers so that they can be removed prior to shredding and then recycled in line with the Batteries Regulation. A preliminary formulation of these removability requirements for batteries originates from the Battery Regulation Recital 26c , which recommends that these requirements are taken up in the ELV revision.
该措施首先包括一项要求，即汽车制造商应设计并将电动汽车电池（以及可能包含 CRM 的其他零件/组件 ）放入新车电池中，以便维修人员/拆解人员能够轻松且经济高效地拆卸电池，以便它们可以在粉碎前去除，然后根据电池法规进行回收。这些电池可拆卸性要求的初步制定源自电池法规说明 26c ，其中建议在 ELV 修订中采纳这些要求。
A similar requirement would apply for electric drive motors. The design of the vehicle and joining, fastening or sealing techniques should in particular not prevent disassembly operations for repair and reuse purposes of the e-drive motor. Compliance with these requirements shall be verified by type-approval authorities.
类似的要求也适用于电动马达。车辆的设计以及连接、紧固或密封技术尤其不应妨碍用于维修和再利用电动驱动电机的拆卸操作。是否符合这些要求应由型式核准机构进行验证。
This measure also includes the possibility to develop standards or specific requirements on the design for removability, dismantling and recycling of selected parts or components from vehicles, especially those made of plastics or containing CRMs, to be adopted within 3 years after the adoption of the new legislation (see examples for such precedents in the draft batteries and packaging regulation ). For more information See Annex 15.2.2.
该措施还包括有可能针对车辆选定零部件（特别是塑料制成或含有 CRM 的零部件）的可拆卸、拆卸和回收设计制定标准或具体要求，并在新标准通过后3年内采用。立法（参见电池草案和包装法规中此类先例的示例） 。更多信息请参见附件 15.2.2。
These requirements shall apply 6 years after entry into force of the new legislation.
这些要求将在新立法生效 6 年后适用。
PO1C: Circularity Vehicle Passport: PO1C builds on PO1B and includes in addition the requirement that each vehicle needs to be accompanied by a digital Circularity Vehicle Passport (M8), containing information provided by the manufacturer on the composition of vehicles and its components, relevant for repair, maintenance, dismantling, re-use, remanufacturing and recycling as a single entry for consumers and treatment operators. In an increasingly digital society, this development is based on the suggestion of the F4F opinion and is fully consistent and coherent with the corresponding provisions that are included in the proposal for Battery Regulation (battery passport) , the ESPR proposal (product passport ) and the proposal for the Euro 7 standard (Environmental Vehicle Passport . As part of the digital information, recycled content levels for all materials should be declared allowing for verification of manufacturer’s claims (M4c). The Commission would be tasked to develop the technical features of this passport within 7 years from entry into force of the new legislation, ensuring further consistency with other similar initiatives under development in the ESPR framework and the Euro7 regulation.
PO1C：循环车辆护照：PO1C以PO1B为基础，还包括每辆车都需要附有数字循环车辆护照的要求 (M8)，包含制造商提供的有关车辆及其部件的成分的信息，与维修、保养、拆卸、再使用、再制造相关 并将回收作为消费者和处理运营商的单一入口。在日益数字化的社会中，这一发展是基于F4F意见的建议，与电池监管提案（电池护照） 、ESPR提案（产品护照 ）中包含的相应条款完全一致和一致。以及 Euro 7标准提案（环境车辆护照 ）。作为数字信息的一部分，应声明所有材料的回收含量水平，以便验证制造商的声明 (M4c)。委员会的任务是：在新立法生效后7年内开发该护照的技术特征，确保与 ESPR 框架和 Euro7 法规中正在制定的其他类似举措进一步保持一致。
PO1C contains the following Measures 4-8 (M4c-M8):
PO1C 包含以下措施 4-8 (M4c-M8)：
-M4c – Mandatory declaration on recycled content for materials including CRMs, others than plastic and steel
M4c –对包括 CRM 在内的材料（塑料和钢材除外）的回收成分进行强制声明
As a part of the 3R type-approval procedures, the vehicle manufacturers will be required to provide technical documentation proving which percentage of recycled materials, including aluminium, copper and specific CRMs like magnesium, is present in a new vehicle type. The declared information should include a specification of the origin meaning the share of pre-consumer and post-consumer content and closed loop percentage resulting from ELV recycling, on a mass balance basis. The mandatory declaration should be submitted with other documents of the application for the type-approval and will be aligned in format with additional material declarations related to presences of hazardous substances (M4a). With the declaration, the manufacturer is made responsible for the data gathering and reliability of the information from its suppliers. Type-approval authorities will have obligation to verify that the required documentation has been submitted by the manufacturers.
作为 3R 型式批准程序的一部分，汽车制造商将需要提供技术文件，证明新车型中回收材料（包括铝、铜和特定 CRM 等镁）的百分比。申报信息应包括原产地说明，即消费前和消费后含量的份额以及基于质量平衡的 ELV 回收产生的闭环百分比。强制性声明应与型式核准申请的其他文件一起提交，并且其格式应与与有害物质存在相关的附加材料声明 (M4a) 保持一致。通过该声明，制造商对其供应商的数据收集和信息的可靠性负责。型式核准机构有义务核实制造商是否已提交所需的文件。
The aimed implementation date is 2031, aligned with the mandatory recycled content targets under PO2. Compared to M4b (which describes the declaration on recycled content plastics and steel, for which targets would be set as per PO2), under this measure type-approval authorities will only have a procedural obligation to verify the documentation. The verifiable information provided at type approval about declared recycled content levels may be used as a basis for i) (harmonised) EPR fee modulation under PO5B, or ii) in support to the establishment of future mandatory quantitative targets for additional selected materials under PO2C (M11).
目标实施日期为 2031 年，与 PO2 下的强制性回收成分目标一致。与 M4b（描述了回收塑料和钢材的回收成分声明，其目标将根据 PO2 设定）相比，根据该措施，型式认证机构仅具有验证文件的程序义务。在型式核准时提供的有关声明的回收成分水平的可验证信息可用作 i) PO5B 下（统一）EPR 费用调整的基础，或 ii) 支持为 PO2C 下的其他选定材料制定未来强制性定量目标（ M11）。
These requirements shall apply 5 years after entry into force of the new legislation.
这些要求将在新立法生效 5 年后适用。
To ensure a consistent approach and avoid unsubstantiated claims, clear definitions of closed and open-loop and post-consumer versus pre-consumer shares is required. This applies to all recycled content measures including those under M9, M10 and M11.
为了确保采用一致的方法并避免未经证实的主张，需要对闭环和开环以及消费后与消费前份额进行明确定义。这适用于所有回收成分措施，包括 M9、M10 和 M11 下的措施。
-M5c – Hybrid restriction approach: maintenance of current restrictions under the ELV Directive with new restrictions being taken-up under REACH
M 5 c –混合限制方法：维持 ELV 指令下的当前限制，并根据 REACH采取新的限制
It is a hybrid of measures 5a and 5b, maintaining the current restrictions under the revised ELV Directive with new substance restrictions being taken-up under primarily under REACH and introducing a streamlined assessment procedure with ECHA. Consequently, restrictions on the four substances already existing in the ELV Directive and their exemptions are maintained in the proposed new Regulation. It means that limitations of all vehicle-relevant new substances would be addressed under REACH . This would be done under the existing REACH procedures and workstreams for restriction (via the regulatory procedure with scrutiny) or, as appropriate, as defined under the POPs Regulation or the Batteries Regulation (via delegated acts).
它是措施5a和5b的混合体，保留了修订后的 ELV 指令下的当前限制，同时主要在REACH下采取了新的物质限制，并引入了ECHA 的简化评估程序。因此，拟议的新法规保留了对ELV 指令中已有的四种物质的限制及其豁免。这意味着所有与车辆相关的新产品的仿制品 物质将根据 REACH 进行处理。这将根据现有的 REACH 限制程序和工作流程（通过经过审查的监管程序）或酌情根据 POPs 法规或电池法规的定义（通过授权行为）来完成。
Existing restrictions on the four substances and their exemptions are maintained under the revised legislation and reviewed via delegated acts with the support of ECHA. Relevant active exemptions having a review date [Annex II of ELV Directive, points: 2(c)(ii), 3, 8(e) and 8(g)(ii)] are maintained and reviewed under new regulation replacing ELV Directive, with the support of ECHA. Other exemptions that do not require a review will be also maintained in the new Regulation. The possibility of a transfer of these restrictions, and any remaining exemptions, to REACH would be reassessed in the future once the ongoing REACH review is concluded and sufficient implementation time has elapsed to assess its functioning (potentially in 8 years).
修订后的立法保留了对这四种物质及其豁免的现有限制，并在 ECHA 的支持下通过授权法案进行审查。具有审查日期的相关有效豁免[ELV 指令附件 II，要点：2(c)(ii)、3、8(e) 和 8(g)(ii)] 根据取代 ELV 指令的新法规进行维护和审查，在欧洲化学品管理局的支持下。新法规中也将保留其他不需要审查的豁免。一旦正在进行的 REACH 审查结束并且经过足够的实施时间来评估其功能（可能需要 8 年），未来将重新评估将这些限制以及任何剩余豁免转移到 REACH 的可能性。
As an exception to the point above, exemptions for the use of lead and cadmium under ELV Directive which are specific to batteries [Annex II of ELV Directive, points: 5(a) and 5(b) (lead) and 16 (cadmium)] are, following a transition process, taken up by the Batteries Regulation (lex specialis) and removed from the Regulation replacing ELV Directive.
作为上述要点的例外，根据 ELV 指令，针对电池的铅和镉的使用豁免 [ELV 指令附件 II，要点：5(a) 和 5(b)（铅）和 16（镉） ] 经过过渡过程后，由电池法规（特别法）采纳，并从替代 ELV 指令的法规中删除。
The scope of the assessment of exemptions is widened beyond the current description in Article 4(2) of the ELV Directive, which only takes into account whether the “the use of the substances is unavoidable”. A broader approach, similar to that used in assessing applications for authorisation under REACH, including an analysis of alternatives, a socio-economic impact analysis and a comparative analysis of the health and environmental impacts of alternatives (at least at the level of comparing the hazards of the different alternative substances) would be included.
豁免评估的范围扩大到ELV指令第4（2）条目前仅考虑“物质的使用是否不可避免”的描述范围。更广泛的方法，类似于评估 REACH 授权申请所使用的方法，包括替代品分析、社会经济影响分析以及替代品对健康和环境影响的比较分析（至少在比较危害的层面上）的不同替代物质）将被包括在内。
For any regulatory extension to L-category vehicles, lorries, buses and trailers (as described in PO6), a new dedicated restriction process, implemented via delegated acts, would be run under the new Regulation with the support of ECHA and/or consultants within a given timeframe or addressed as new restrictions under REACH. The feasibility and appropriateness of addressing these under REACH would be decided once the ongoing REACH review is concluded and sufficient implementation time has elapsed to assess its functioning (potentially 8 years). The new Regulation will include the necessary empowerments to, in due time, act according to either of the options.
对于 L 类车辆、卡车、公共汽车和拖车（如 PO6 中所述）的任何监管扩展，将在 ECHA 和/或内部顾问的支持下，根据新法规运行通过授权行为实施的新的专用限制流程。给定的时间范围或根据 REACH 规定作为新的限制。一旦正在进行的 REACH 审查结束并且经过足够的实施时间来评估其功能（可能需要 8 年），就可以决定根据 REACH 解决这些问题的可行性和适当性。新法规将包括必要的授权，以便在适当的时候根据任一选项采取行动。
The objectives and scope in Articles 1 and 4 of the ELV Directive will be changed in the new regulation to cover impacts on human health and the environment across the full life cycle of vehicles (and not only focus on waste management). In addition, the definition of “hazardous substance” in regulation on ELV will be aligned with CLP Regulation. Similar to the approach in proposal for a Regulation on Packaging and Packaging Waste, reference to the definition of “substance of concern” will be included .
新法规将改变ELV指令第1条和第4条的目标和范围，以涵盖车辆整个生命周期对人类健康和环境的影响（而不仅仅是关注废物管理）。此外， ELV法规中“有害物质”的定义将与CLP法规保持一致。与包装和包装废物法规提案中的方法类似，将提及“关注物质”的定义 。
The new requirements shall apply 8 years after entry into force of the new legislation.
新要求将在新立法生效 8 年后适用。
-M8 - Establishment of a digital Circularity Vehicle Passport
M8——建立数字化循环车辆护照
To ensure a coherent implementation of information requirements, this measure would foresee that vehicle manufacturers would have a duty to develop and put in place a digital Vehicle passport containing or providing an external link to all information relevant for the proper implementation of the future legislation.
为了确保信息要求的一致实施，该措施将预见汽车制造商有责任开发和实施数字车辆护照，其中包含或提供与正确实施未来立法相关的所有信息的外部链接。
This Vehicle Passport would be built on the digital information tool contained in the Euro7 legislative proposal, i.e. ‘Circularity Vehicle Passport’ or ‘CVP’ which is defined as a record on paper and digital form containing information on the environmental performance of a vehicle at the moment of registration, including the level of pollutant emission limits, CO2 emissions, fuel consumption, energy consumption, electric range and engine power, and battery durability and other related values. Consistency with the digital passport concept developed under the ESPR Regulation would also have to be ensured.
该车辆护照将建立在 Euro7 立法提案中包含的数字信息工具的基础上，即“循环车辆护照”或“CVP”，它被定义为纸质和数字形式的记录，包含有关车辆在登记时的信息包括污染物排放限值水平、CO 2排放量、油耗、能耗、电动续航里程和发动机功率、电池耐用度等相关数值。还必须确保与 ESPR 法规下制定的数字护照概念的一致性。
Complementary to these Euro 7 requirements, the vehicle manufacturers would be obliged to provide additional information elements about the vehicle to be placed on the market. The information sources would be based on the existing platforms in the automotive sector (e.g. IDIS for dismantling, IMDS /GADSL /SCIP for material declarations/ SVHC declarations), individual platforms for tracking spare part availabilities (Catena-X, B-parts from individual groups of manufacturers). The simplification and reduction potential lies in a targeted extraction of key information from existing platforms to respective end-users (consumers, garages, dismantlers, shredders, recyclers etc.) with different data needs.
这些欧元的补充 根据第 7 条要求，车辆制造商有义务提供有关要投放市场的车辆的附加信息元素。信息源将基于汽车行业的现有平台（例如用于拆解的 IDIS 、用于材料声明/SVHC 声明的IMDS /GADSL /SCIP ）、用于跟踪备件可用性的单独平台（Catena-X、来自各个制造商组的 B 零件）。简化和减少的潜力在于有针对性地从现有平台提取关键信息，提供给具有不同数据需求的各个最终用户（消费者、车库、拆解商、碎纸机、回收商等）。
Comparable to the provisions foreseen under the Euro 7 legislative proposal, to ensure uniform conditions for the implementation of the provisions related to development of the vehicle passport, implementing powers would be conferred to the Commission to set up a format and specify information that shall be provided in this passport as a part of the type-approval process within 7 years of the entry into force of a new Regulation. These requirements shall then start to apply 7 years after entry into force of the new legislation.
与欧盟7号立法提案中预见的规定相比，为了确保与车辆护照开发相关的规定的实施有统一的条件，将授予委员会执行权力来制定格式并指定应提供的信息作为新法规生效后 7 年内型式批准流程的一部分，包含在本护照中。这些要求将在新立法生效 7 年后开始适用。
7.2.27.2.2 Policy Options 2A, 2B and 2C (related to specific objective 2 ‘use recycled content’) : Increase the use of recycled content in new vehicles
7.2.2 政策选择 2A、2B 和 2C（与具体目标 2“使用回收材料”相关）：增加新车中回收材料的使用
The material specific approach of this impact assessment aims to use the right type of measure and target level in such a way that regulatory or market failure elements are adequately addressed. In simple words: in case a material is adequately removed and due to its value sufficiently attractive to be recycled into new (automotive) products, then a recycled content target is not the right instrument. This is the case for instance for copper and glass as explained in Annex 7.3.2 under discarded measures.
该影响评估的具体具体方法旨在使用正确的措施类型和目标水平，从而充分解决监管或市场失灵因素。简而言之：如果某种材料被充分去除，并且由于其价值足以回收到新的（汽车）产品中，那么回收含量目标就不是正确的工具。例如，铜和玻璃就是这种情况，如附件 7.3.2 废弃措施中所述。
PO2A, PO2B and PO2C are targeting this specific objective 2 ‘use recycled content’, with increasing levels of ambition.
PO2A 、 PO2B和PO2C正以“使用回收材料”这一具体目标为目标，并且雄心勃勃。
In the case of plastics, the analysis of problems and drivers indicate the need to develop a recycled content target.
就塑料而言，对问题和驱动因素的分析表明需要制定回收含量目标。
For other materials like steel, aluminium alloys and critical raw materials such as rare earth elements or magnesium, the analysis of problems and drivers and available literature and impact assessment data is not yet conclusive whether a recycled content target is both necessary and the right type of measure. In this case, feasibility studies are is planned which should further clarify key demand and material application trends, expected supply of secondary raw materials and their quality, economies of scale and recycling technology development and economic viability.
对于钢、铝合金等其他材料以及稀土元素或镁等关键原材料，对问题和驱动因素的分析以及现有文献和影响评估数据尚未得出结论，回收含量目标是否必要且是正确的类型。措施。在这种情况下，计划进行可行性研究，进一步明确关键需求和材料应用趋势、二次原材料的预期供应及其质量、规模经济以及回收技术的开发和经济可行性。
Only recyclates from post-consumer waste would be eligible to be accounted for the targets presented below. The proposed targets would only apply to new M1 and N1 vehicle types entering the EU market and excluding L-category vehicles, lorries, buses and trailers not covered by the current ELV Directive.
只有来自消费后废物的回收物才有资格计入以下目标。拟议目标仅适用于进入欧盟市场的新 M1 和 N1 车型，不包括当前 ELV 指令未涵盖的 L 类车辆、卡车、公共汽车和拖车。
PO2A includes a requirement for recycled content targets for plastics in new vehicles of at least 6% of the overall plastics contained in the vehicle fleet by 2031, and 10% by 2035 (M9a), of which 25% of recyclates originates from closed loop recycling from ELVs. PO2A includes an empowerment allowing the Commission to lay down a target for recycled content for steel for newly type approved vehicles 3 years after entry into force of the Regulation, based on a specific feasibility study. The necessary calculation and verification rules should be laid down at the same time. The study should assess the uncertainty and technical limitations to improve scrap utilisation. Actual targets would start to apply 7 years after entry into force of the Regulation (M10a). Under PO2A, no other mandatory recycled content targets for other materials would be set, but a voluntary declaration regarding the share of recycled materials embedded in new vehicle types at type-approval stage (see M4b for the declaration to this point).
PO2A要求新车中的塑料回收含量目标到 2031 年至少占车队塑料总量的 6%，到 2035 年达到 10% (M9a)，其中25% 的回收材料来自闭环回收来自 ELV。 PO2A包括一项授权，允许委员会根据具体的可行性研究，在该法规生效 3 年后为新型号批准的车辆制定钢材回收含量目标。同时制定必要的计算和验证规则。该研究应评估不确定性和技术限制，以提高废料利用率。实际目标将在法规 (M10a) 生效7 年后开始适用。根据PO2A ，不会对其他材料设定其他强制性回收含量目标，而是在型式批准阶段对新车类型中嵌入的回收材料比例进行自愿声明（参见 M4b 中的声明）。
PO2B includes recycled content targets for plastics in newly type-approved vehicles of 25% in 2031, of which 25% from closed loop (M9b). This would represent an annual growth of 30% until 2031 compared to the average baseline in 2022. PO2B would advance the setting of a cautious mandatory recycled content target for steel at 20% for newly type approved vehicles in the Regulation with the target to be achieved 7 years after entry into force (M10b). A review clause is foreseen in case supply and demand of steel is rapidly increasing or decreasing as material choices may be subject to change.
PO2B包括到 2031 年新型号核准车辆中塑料回收含量目标为 25%，其中 25% 来自闭环(M9b)。这意味着到 2031 年，与 2022 年的平均基线相比，年增长率将达到 30%。PO2B将在法规中推动将新型批准车辆的钢材强制回收含量目标设定为 20% ，以实现这一目标生效后 7 年 (M10b)。如果由于材料选择可能发生变化，钢材的供需迅速增加或减少，预计将出台一项审查条款。
PO2C includes recycled content targets for plastics in newly type-approved vehicles of 30% of recycled content by 2031 of which 25% from closed loop (M9c). PO2C sets a more ambitious mandatory recycled content targets for steel of 30% for newly type approved vehicles, including a 15% closed loop percentage at 7 years after entry into force (M10c). In addition, the Commission would be (i) tasked to assess the desirability, feasibility and impacts of setting out recycled content targets in new vehicles for other materials, especially aluminium alloys, copper and critical raw materials such as rare earth elements or magnesium (M11), and (ii), based on this assessment, entitled to set out recycled content targets for the materials in question.
PO2C包括到 2031 年新型式核准车辆中塑料回收含量目标为 30% 的回收成分，其中 25% 来自闭环(M9c)。 PO2C为新型批准的车辆设定了更雄心勃勃的强制性回收含量目标，即 30%，其中包括生效 7 年后15% 的闭环百分比(M10c)。此外，委员会的任务是 (i)评估为新车中其他材料（特别是铝合金、铜和关键原材料）设定回收含量目标的可取性、可行性和影响 例如稀土元素或镁(M11)，以及 (ii) 根据此评估，有权制定相关材料的回收含量目标。
PO2A, PO2B and PO2C contain the following Measures 9-11 (M9-M11).
PO2A、PO2B 和 PO2C 包含以下措施 9-11 (M9-M11)。
-M9 - Establishment of mandatory recycled content targets for plastics
M9 - 制定塑料的强制性回收含量目标
In view of the low recycling and recycled rates of plastics from ELVs, options PO2A, PO2B and PO2C focus first on recycled content for plastics. The description of the measures is presented in detail in the JRC report on recycled plastics in vehicles.
鉴于报废汽车中塑料的回收率和回收率较低，PO2A、PO2B 和 PO2C 选项首先关注塑料的回收成分。 JRC 关于车辆再生塑料的报告详细介绍了这些措施。
New provisions would be introduced into the future legislation requiring a minimum share of recycled plastic to be used in new vehicles.
未来的立法中将引入新的规定，要求新车中使用再生塑料的比例达到最低限度。
The scope of plastics covered by the targets incorporates all plastics . Only recyclates from post-consumer waste would be eligible to be accounted for the target. In addition, a minimum share of closed-loop origin is required to ensure the intended ‘pull-effect’ relates to the supply of secondary plastics from ELV treatment. Important consideration here is that the ratio reflects properly the potential supply in types and quality of plastics on one hand in relation to the growth in plastics content per vehicle and the number of units collected and treated versus placed on the market as new vehicles. A specific methodology for the calculation of recycled content for plastics would therefore be established, similar to what is implemented or in development, e.g. in the packaging waste regulation and in the Batteries Regulation for cobalt, lead, lithium and nickel. Depending on the options presented in the impact assessment, this measure would include different levels for the targets on recycled plastic content.
目标所涵盖的塑料范围包括所有塑料 。只有来自消费后废物回收物才有资格计入目标。此外，需要最小份额的闭环来源，以确保预期的“拉动效应”与 ELV 处理的再生塑料的供应相关。这里重要的考虑因素是，该比率一方面正确反映了塑料类型和质量的潜在供应量，另一方面与每辆车塑料含量的增长以及收集和处理的单位数量与作为新车投放市场的单位数量有关。因此，将建立计算塑料回收含量的具体方法，类似于包装废物法规和钴、铅、锂和镍电池法规中已实施或正在开发的方法。根据影响评估中提出的选项，该措施将包括不同级别的再生塑料含量目标。
The basis for the proposed targets could either be on the total amount of vehicles placed on the market from a certain date (‘fleet level’ approach) or would apply from a certain date for newly type approved vehicles only. Applying a single target to newly type approved vehicles provide more certainty in production planning.
拟议目标的基础可以是从特定日期开始投放市场的车辆总量（“车队水平”方法），或者从特定日期开始仅适用于新型号批准的车辆。将单一目标应用于新型号批准的车辆可以为生产计划提供更多确定性。
During the open public consultation, 70% or 146 of all the respondents agreed or strongly agreed that more recycled plastics should be used in the manufacturing of new vehicles, while only 4% or 8 individuals objected to this statement in the questionnaire. 27 individuals or 13% of the responses were neutral, while 24 individuals or 12% of all the participants had no opinion on this question. 50 stakeholders from manufacturers/importers or suppliers provided their responses to the question on setting a recycled content target. 18 of them represented large companies. From all the respondents, only 7 (TESLA, VALEO, Ford Motor Company, European Association of Automotive Suppliers (CLEPA), Estonian association of car sales and service companies, etc.) disagreed with setting the mandatory target for plastics. Other manufacturers or suppliers (VOLVO, Jaguar Land Rover, Borealis, Evonik Industries AG, The Society of Motor Manufacturers and Traders, Continental, Spanish Association of Automobile and Lorry Manufacturers (ANFAC)), agreed or were neutral, including the German Association of the Automotive Industry (VDA) and ACEA – the key representative of the vehicles producers in Europe. To the question what would be the other materials for which recycled content targets should be considered, steel, aluminium alloys were mostly supported by the producers. When inquired what types of costs are expected to be affected by setting a recycled content target for plastic, R&D, production and verification costs were mentioned the most.
在公开征求意见期间，70%（即146人）的受访者同意或强烈同意在新车制造中应使用更多再生塑料，而只有4%（即8人）在调查问卷中反对这一说法。 27 人（占所有参与者的 13%）对此问题持中立态度，而 24 人（占所有参与者的 12%）对此问题没有意见。来自制造商/进口商或供应商的 50 位利益相关者就设定回收含量目标的问题提供了答案。其中 18 名代表大公司。在所有受访者中，只有7家（特斯拉、法雷奥、福特汽车公司、欧洲汽车供应商协会（CLEPA）、爱沙尼亚汽车销售和服务公司协会等）不同意设定塑料的强制性目标。其他制造商或供应商（沃尔沃、捷豹路虎、北欧化工、赢创工业股份公司、汽车制造商和贸易商协会、大陆集团、西班牙汽车和卡车制造商协会 (ANFAC)）同意或保持中立，包括德国汽车工业协会汽车工业 (VDA) 和 ACEA – 欧洲汽车生产商的主要代表。对于应考虑回收含量目标的其他材料是什么的问题，生产商大多支持钢、铝合金。 当被问及设定塑料回收含量目标预计会影响哪些类型的成本时，最常提到的是研发、生产和验证成本。
-M9a – a target level of 6% recycled plastics content by 2031, 10% by 2035 at the fleet-level, of which 25% of recyclates originates from closed loop
M9a – 目标水平是到 203 年1 的回收塑料含量达到 6% ，到 2035 年机队层面回收塑料含量达到 10%，其中 25% 的回收材料来自闭环
Under this measure, based on the total amount of plastics in all new vehicles (‘fleet level’ approach), a first target of 6% would be set for 2031 (i.e. at least 6 years after expected entry into force of the new legislation) and a second of 10% in 2035. The first threshold has been chosen to reflect the frontrunner’s current practices which are already in line with a 6% recycled content value. It would correspond to an annual growth rate of ca. 15% when considering a starting point of 2% recycled content as an average considering all vehicles put on the EU market recently. This corresponds with scenario 3a in the JRC study .
根据这项措施，基于所有新车中塑料的总量（“车队水平”方法），将在 203 1 年设定 6% 的第一个目标（即新立法预计生效后至少6年） ），并在 2035 年第二次达到 10% 。选择第一个阈值是为了反映领跑者当前的做法，这些做法已经符合 6% 的回收含量值。相当于年增长率约。考虑到最近投放到欧盟市场的所有车辆，以 2% 的回收成分为起点，平均为 15%。这与 JRC 研究中的情景 3a 相对应。
-M9b –25% in 2031 for newly type-approved vehicles only, of which 25% closed loop
M9b – 203 年 25% 1 仅适用于新型式核准的车辆，其中 25% 闭环
Under this option, a target of 25% would be set for 2031 (i.e 6 years after expected entry into force of the new legislation ) for newly type approved vehicles. Considering a starting point of 2% recycled content, these targets would correspond to an annual growth rate of 29% until 2031. The targets cover 25% closed loop criteria .
在此选项下，将为 203 1设定 25% 的目标 （即新立法预期生效后6年）适用于新型号核准的车辆。考虑到 2% 的回收成分作为起点，这些目标将相当于 203 年之前 29% 的年增长率1 。这些目标涵盖 25% 的闭环标准 。
-M9c –30% in 2031 for newly type-approved vehicle only, of which 25% closed loop
M9c – 203 年 30% 1仅适用于新型式核准的车辆，其中 25% 闭环
Compared to the previous measure, it sets higher requirements with a recycled content target of 30% in 2031 . This scenario will ensure a higher uptake of recyclates from the automotive sector. The targets again include the 25% closed loop criteria as in M9a and M9b.
与之前的措施相比，它提出了更高的要求， 203 1 回收含量目标为30% 。这种情况将确保汽车行业更多地吸收回收材料。目标再次包括 M9a 和 M9b 中的 25% 闭环标准。
-M10 – Establishment of a mandatory recycled content targets for steel in vehicles
M10 – 制定车辆用钢材的强制性回收含量目标
Although the recycling rate for steel from ELVs is high, the quality of steel fractions from ELV treatment is low, resulting in significant export of low-quality steel scrap outside the EU (estimated at 20 million tonnes, with a significant share from ELV shredders). At the same time, the uptake of recycled steel by the automotive sector, especially in new vehicles, is very limited. On average, 13% of steel used in vehicles comes from recycling (including post-consumer waste and pre-consumer waste).
尽管报废汽车的钢材回收率很高，但报废汽车处理后的钢碎片质量较低，导致低质量废钢大量出口到欧盟以外地区（估计为 2000 万吨，其中很大一部分来自报废汽车破碎机） 。与此同时，汽车行业（尤其是新车）对再生钢的使用非常有限。平均而言，车辆使用的钢材有 13% 来自回收利用（包括消费后废物和消费前废物）。
Environmental rationale 环境原理
From a global perspective, according to the IEA , the global decarbonisation of steel production falls short in meeting Net-Zero goals “as the current pipeline of projects clearly falls short of what is required”.
IEA 表示，从全球角度来看，全球钢铁生产脱碳未能实现净零目标， “因为目前的项目显然达不到要求”。
The measure aims to address the decarbonisation objective of the EU industry, by promoting the uptake of recycled steel, which results in significant environmental savings, particularly reduced consumption of coal, oil and natural gas in steel production . It is estimated that improved scrap use reduces global steel production emissions from 4,300 to 3,500 million tons of CO2eq by 2050 , with improved circularity as a key element in the ongoing decarbonisation investments in electric arc furnaces (EAF) replacing Blast Furnaces (BF). Between now and 2040, with greening of production in the meantime, the CO2 emission generation per ton of steel is reduced between 1.8 and 1.0 ton of CO2 per ton of scrap utilised better . The use of steel scrap also reduces biodiversity impacts linked to the extraction of primary raw materials (iron ore and coal).
该措施旨在通过促进回收钢材的使用来实现欧盟工业的脱碳目标，从而显着节约环境，特别是减少钢铁生产中煤炭、石油和天然气的消耗 。据估计，到 2050 年，废钢利用的改善可将全球钢铁生产排放量从 4,300 吨 CO 2 当量减少到 35 亿吨 CO 2当量 ，而改善循环性是正在进行的电弧炉 (EAF) 取代高炉 (BF) 脱碳投资的关键要素。 ）。从现在到 2040 年，随着生产的绿色化，每吨钢的二氧化碳排放量将减少 1.8 至 1.0 吨二氧化碳，每吨废钢得到更好的利用 。废钢的使用还减少了与初级原材料（铁矿石和煤炭）开采相关的生物多样性影响。
Due to electrification, the automotive sector is characterised by a specific trend in its expected consumption of a relatively high share of flat steel products versus long steel products. The global demand for flat steel (e.g. for car manufacturing and so-called white products) is projected to increase by 87% towards 2050, while the demand for long steel products (e.g. for infrastructure and construction) will only increase by 30%. The availability of steel scrap re-entering the production cycle will increase by 167% and play an important role in decarbonising the long steel sectors globally . Using recycled steel in the manufacturing of new cars can help to curb CO2 emissions. First, using recycled steel can help reduce the demand for primary steel, which is typically produced through the process of smelting iron ore. This process requires a significant amount of energy and is a major source of greenhouse gas emissions. By using recycled steel instead of primary steel, vehicle manufacturers can help to reduce the amount of energy that is needed to produce steel, which can in turn help to reduce CO2 emissions.
由于电气化，汽车行业 其特点是，与长材产品相比，扁平材产品的预期消费份额相对较高，具有特定的趋势。到 2050 年，全球对扁钢（例如用于汽车制造和所谓的白色产品）的需求预计将增长 87%，而对长材产品（例如用于基础设施和建筑）的需求将仅增长 30%。重新进入生产周期的废钢供应量将增加 167%，并在全球长材行业脱碳中发挥重要作用 。在新车制造中使用回收钢材有助于抑制 CO 2排放。首先，使用再生钢有助于减少对原生钢的需求，而原生钢通常是通过铁矿石冶炼过程生产的。这个过程需要大量的能源，是温室气体排放的主要来源。通过使用再生钢代替原生钢，汽车制造商可以帮助减少生产钢铁所需的能源量，从而有助于减少 CO 2排放。
For EU domestic steel production in 2030, every ton of scrap replaces around 270 m3 of natural gas compared to natural gas fuelled DRI-EAF production per ton of hot metal produced ; and improved steel recycling contributes to the reduction of transportation emissions and ultimately to less export of lower quality steel scraps outside the EU. A comparison of the carbon intensity for various production routes is derived from IEA with the scrap EAF routes on the right hand of Figure 7.2:
对于 2030 年欧盟国内钢铁生产，与天然气燃料 DRI- EAF相比，每吨废钢可替代约 270 立方米天然气 每生产一吨铁水的产量 ；改善钢铁回收有助于减少运输排放 ，并最终减少欧盟以外低质量废钢的出口。各种生产路线的碳强度比较来自 IEA，图7.2右侧为废 EAF 路线：
Figure 7.2 Global average CO2 emissions of crude steel production IEA scenario
图 7.2全球粗钢生产平均 CO 2排放量 IEA情景
Note: All process routes use zero scrap, apart from the Scrap EAF route, which uses 100% scrap.
注：除废钢 EAF 工艺路线使用 100% 废钢外，所有工艺路线均使用零废钢。
Figure 7.3: Contribution of scrap to GHG saving in EU steel productions52
图 7.3：废钢对欧盟钢铁生产温室气体减排的贡献52
The copper roadblock in ELV steels
ELV 钢中的铜障碍
In theory all available EU steel scraps could over time fulfil most of the steel demand as highlighted in below Figure (right hand) . This figures also illustrates that it becomes increasingly difficult to remove copper to required levels to sustain production of flat products, which demand very low tolerances for copper, typically below 0.10% (displayed left). In this regard, ELV steel scraps are a particular concern. ELV steel scraps typically contain too much copper, typically around 0.40%, hindering higher scrap utilisation rates in the future.
理论上，随着时间的推移，所有可用的欧盟废钢都可以满足大部分钢铁需求，如下图（右侧） 所示。该数字还表明，将铜去除到维持扁平产品生产所需的水平变得越来越困难，扁平产品要求铜的公差非常低，通常低于 0.10%（左图）。在这方面，报废废钢尤其值得关注。 ELV废钢通常含有过多的铜，通常在0.40%左右，阻碍了未来更高的废钢利用率。
Figure 7.4: The copper roadblock to future scrap-based production
图 7.4：未来废铜生产的障碍
Combined with increasing demand of flat products, in particular for automotive applications like hoods, roofs, doors etc that are demanding even lower copper tolerances, specification trends will be essential to form a future threshold to increase recycled content rates. This ‘circularity’ gap in matching secondary supply in new demand will lead to increased use of primary units to dilute scrap and ultimately the export of steel fractions from the EU to countries with higher demands for reinforcement bars. Automated recognition and sorting of high quality flat-product parts from ELVs is currently not available, therefore recycled content targets for these steel products are technically not feasible today. It is however possible to already include a limited amount of flat products scrap in BOF/BF furnaces up to 30% for current Best-Available Technologies and on average already around 20% of mixed scrap is used in BOF/BF and in the future also in EAF production routes .
随着扁平材产品需求的不断增长，特别是汽车应用（如引擎盖、车顶、车门等）对铜容差的要求更低，规格趋势对于形成未来提高回收率的门槛至关重要。这种在新需求中匹配二级供应的“循环”差距将导致更多地使用初级装置来稀释废钢 ，并最终将钢碎片从欧盟出口到对钢筋需求更高的国家。目前无法对来自 ELV 的高质量扁平产品零件进行自动识别和分类，因此这些钢铁产品的回收含量目标目前在技术上不可行。然而，对于当前的最佳可用技术， BOF/BF 炉中可能已经包含了有限数量的扁平产品废料，最多可达 30% ，平均而言，BOF/BF 中已经使用了约 20% 的混合废料，并且在未来也会使用电弧炉生产路线 ．
Economic rationale 经济原理
Improved scrap utilisation will not only reduce carbon emissions but also strengthen industrial competitiveness by shielding industrial production from volatile fossil fuel markets and support international technology leadership according to RePowerEU : Improved scrap utilisation can complement decarbonised primary steel production that will be required in the future namely for flat steel production. Under RePowerEU, the Commission expects that around 30% of EU primary steel production will be decarbonized with renewable hydrogen by 2030, “requiring 1.4 million tonnes of renewable hydrogen and investments of EUR 18-20 billion to replace blast furnaces with direct reduced iron (DRI) processes fuelled by renewable hydrogen”.
根据RePowerEU ，提高废钢利用率不仅可以减少碳排放，还可以保护工业生产免受不稳定的化石燃料市场的影响，并支持国际技术领先地位，从而增强工业竞争力：提高废钢利用率可以补充未来所需的脱碳初级钢铁生产，即用于扁钢生产。根据 RePowerEU，欧盟委员会预计，到 2030 年，欧盟约 30% 的初级钢铁生产将通过可再生氢实现脱碳，“需要 140 万吨可再生氢并投资 18-200 亿欧元，用直接还原铁 (DRI) 取代高炉）以可再生氢为燃料的过程”。
This policy option takes into account the efforts to reduce copper contamination by removal of components under the policy options 3 as the primary measure. In order to achieve the necessary quality, ELV scrap needs to improve as specified under M13, M16b and M16c under PO3. According to JRC, when the potential to increase scrap quality is maximised and overall steel demand is reduced, the share of scrap steel inputs used in EU steelmaking could increase from the current 50% to 60% or even 70% in high recycling scenarios . For all steels, the Sandbag study reviews that the improved scrap utilisation routes are the most cost-efficient possibility for decarbonisation of steel production in Europe. While improved scrap utilisation is one of the most cost-efficient possibilities to decarbonise steel production, it is important to acknowledge the role that primary low-carbon steel production will play in the future mix. This is particularly true due to increasing demand for high-quality steel, and, on the other hand, the long-lasting nature of steel in many long-product construction applications.
该政策选项考虑到通过去除政策选项 3 下的组件来减少铜污染作为主要措施。为了达到必要的质量，报废汽车需要按照 PO3 下的 M13、M16b 和 M16c 的规定进行改进。据 JRC 称，当提高废钢质量的潜力最大化且总体钢铁需求减少时，欧盟炼钢中使用的废钢投入比例可能会从目前的 50% 增加到 60%，在高回收率情况下甚至 70% 。对于所有钢材，沙袋研究 评论认为，改进废钢利用路线是欧洲钢铁生产脱碳最具成本效益的可能性。虽然提高废钢利用率是钢铁生产脱碳的最具成本效益的可能性之一，但重要的是要认识到初级低碳钢铁生产将在未来的结构中发挥的作用。由于对优质钢材的需求不断增加，而且另一方面，钢材在许多长产品建筑应用中具有持久的特性，这一点尤其如此。
Recycled content friendly material specifications
回收内容友好的材料规格
According to individual vehicle manufacturers attempting to increase recycled content levels , there is room for allowing higher tramp element tolerances in certain vehicle steels, whereas other applications are more stringent. Volvo set the ambition by 2025 to use 25% of recycled steel . Fiat Chrysler Automobiles (FCA) has a closed-loop process to return aluminium and steel scraps to selected suppliers in Europe and recycle them back into manufacturing processes . From 2026 onwards, the BMW Group plans to use the lower-CO2 steel in series production of cars at the European plants. It has also set up closed-loop material cycles for sheet steel waste with several steel suppliers . Many manufacturers are researching and innovating on their steel specifications to lower the footprint of production like for example Renault using structural parts from recycled steel . An improved mapping of supply and demand for automotive applications can lead on average to less demand for primary iron ores. It is estimated that the average impurity of all collected scrap is around 0.29% and for ELV scrap likely higher. With around 65 million tonnes of “virgin ore” added to the EU production system in 2017, the impurity content was in fact 0.20%, which is below the average tolerable demand of around 0.25%-0.27% . This indicates actual room for improvement between supply and demand. More consistent use of steel types and improved mapping where more relaxed tolerable impurity levels are possible versus where not to avoid production and quality issues may bring significant circularity potential.
根据试图提高回收含量水平的各个车辆制造商的说法 ，某些车辆用钢中存在允许更高的杂质元素公差的空间，而其他应用则更为严格。沃尔沃设定的目标是到 2025 年使用 25% 的再生钢 。菲亚特克莱斯勒汽车公司 (FCA) 有一个闭环流程，将铝和钢废料返回到欧洲选定的供应商，并将其回收到制造流程中 。从2026年起，宝马集团计划在欧洲工厂批量生产汽车时使用CO 2含量较低的钢材。它还与多家钢铁供应商建立了废钢板废料的闭环材料循环 。许多制造商正在研究和创新其钢材规格，以降低生产足迹，例如雷诺 使用再生钢的结构部件 .改进汽车应用的供需图平均可以减少对初级铁矿石的需求。据估计，所有收集的废料的平均杂质含量约为 0.29%，ELV 废料的平均杂质含量可能更高。 2017 年欧盟生产系统新增约 6500 万吨“原矿”，杂质含量实际上为 0.20 % ，低于0.25%-0.27% 左右的平均可容忍需求 。 这表明供需之间存在实际改善空间。更一致地使用钢材类型和改进映射，可以放宽可容忍的杂质水平，而不是避免生产和质量问题，这可能会带来显着的循环潜力。
Matching secondary supply and demand
匹配二次供需
In new EVs, it is possible to use (higher quality) recycled steel for ‘long products’ with copper levels in secondary production up to 0.25%. These steel types are used in the chassis, main body and ‘thick’ reinforcement parts (around 21% of all steel in the vehicle). It is uncertain for future vehicles how the share of long products will evolve with the electrification of the drivetrains, as it is likely that this share will go down . At the moment, recycled content levels for these long products from EAFs for all applications combined lies around 60% with significant upwards potential as there are no technical limits to reach 100% scrap-based production in case copper contamination levels are reduced. A recent study exploring better scrap utilisation illustrates that for all steels in between 60 to 114 million tonnes would be feasible compared to a production in Europe between 130 and 164 million tonnes . However, there is uncertainty regarding to what extent flat products can contribute to the recycled content levels for all steel in future vehicles, as it is unclear what will be the share of flat products versus long products in new electric vehicles. At the moment, two important players in the US and one in Italy are blending scrap and DRI to produce high-grade flat steel like deep drawing steel, characterized by strict purity requirements . A major player in the steel recycling sector reports on its new processing line produces a high quality recycled raw material, the quality of which is significantly higher than that of a classic E40, e.g. with a Cu content of < 0.1%. Other accompanying elements such as Cr, Mn, Mo, Ni, Ti are also adjusted according to the required specifications and guaranteed accordingly. In addition, the material is virtually free of organic and mineral impurities. The recycled raw material can be used both in the BF (10-15%) and in the converter (25-30%). In total 32-40% for flat steel and deep drawing steel. With the future EAF route for flat steel, a recycling rate of up to 60% could be possible. As a best-case scenario it is assumed that roughly around 30% increase in recycled content is feasible.
在新型电动汽车中，可以使用（更高质量的）再生钢来生产“长材产品”，二次生产中的铜含量高达 0.25%。这些钢材用于底盘、主体和“厚”加固部件（约占车辆所有钢材的 21%）。对于未来的车辆来说，随着动力传动系统的电气化，长材产品的份额将如何演变尚不确定，因为该份额很可能会下降 。目前，所有应用中电弧炉生产的这些长材产品的回收含量水平合计约为 60%，并且具有巨大的上升潜力，因为在铜污染水平降低的情况下，达到 100% 基于废料的生产没有技术限制。最近一项探索更好废钢利用率的研究表明，与欧洲 130 至 1.64 亿吨的产量相比，所有钢材的产量在 60 至 1.14 亿吨之间是可行的 。然而，存在不确定性 关于扁平材产品在多大程度上有助于未来车辆中所有钢材的回收含量水平，因为目前尚不清楚新型电动汽车中扁平材产品与长材产品的份额是多少。目前，美国的两个重要参与者和意大利的一个参与者正在将废钢和直接还原铁混合，生产高等级扁钢，如深冲钢，其特点是严格的纯度要求 。 钢铁回收行业的一家主要参与者报告称，其新的加工线生产高质量的回收原材料，其质量明显高于经典 E40，例如铜含量为 < 0.1%。其他伴生元素如Cr、Mn、Mo、Ni、Ti也按要求的规格进行调整并作相应保证。此外，该材料几乎不含有机和矿物杂质。回收的原料可用于高炉（10-15%）和转炉（25-30%）。扁钢和深冲钢总计 32-40%。未来扁钢的 EAF 路线可实现高达 60% 的回收率。作为最佳情况，假设回收含量增加约 30% 左右是可行的。
Some vehicle manufacturers have set their own targets in terms CO2 emissions reduction as well as for the use of recycled materials in their vehicles but indicated that achieving higher levels is difficult. The feasibility of using recycled steel in new cars depends on a variety of factors, including the quality, cost and availability of recycled steel, the technical requirements of the car's design, and the demand for recycled materials from manufacturers and consumers. This measure may require some changes in certification and testing of steel products to ensure further processing is not negatively affected.
一些汽车制造商已经制定了自己的二氧化碳减排目标以及在车辆中使用回收材料 ，但表示要达到更高的水平很困难。在新车中使用再生钢的可行性取决于多种因素，包括再生钢的质量、成本和可用性、汽车设计的技术要求以及制造商和消费者对再生材料的需求。该措施可能需要对钢铁产品的认证和测试进行一些改变，以确保进一步加工不会受到负面影响。
Definitions and classifications
定义和分类
Many studies and individual responses highlighted the need for improved definitions of recycled content. Based on an industry-led automotive working group, the following elaboration is made to illustrate the desired clarity of definitions better .
许多研究和个人回应强调需要改进回收内容的定义。基于行业主导的汽车工作组，进行了以下详细阐述，以更好地说明定义所需的清晰度 。
Figure 7.5: Possible improvement to recycled content definitions
图7.5：回收内容定义的可能改进
In addition, there is a need for a clearer and commonly shared definition of ‘green-steel’, as indicated by IEA and the German steel industry , and improved scrap classifications for higher quality fractions from (ELV) treatment . In the context of the proposed Regulation on Ecodesign for Sustainable Products (ESPR), requirements on recycled content may be considered for end products and intermediate products in the scope of ESPR, including steel. If steel is confirmed among priority products to be regulated , the dedicated preparatory work would address these issues and define criteria for sustainable products.
此外，正如 IEA 和德国钢铁行业所指出的那样，需要对“绿色钢”有一个更清晰和共同的定义，并改进废钢分类，以获得来自 (ELV) 处理的更高质量馏分 。在拟议的可持续产品生态设计法规 (ESPR) 的背景下，可考虑对 ESPR 范围内的最终产品和中间产品（包括钢铁）回收成分的要求。如果钢铁被确认为优先监管产品 ，专门的准备工作将解决这些问题并定义可持续产品的标准。
Rationale behind a recycled content target
回收内容目标背后的理由
Various studies highlight the need to improve demand related incentives in policies, for instance summarised in the IEA study . It is important to include improved scrap utilisation as a more immediate solution in relation to the longer-term green steel conversion plans both from a technical as well as demand incentive point of view. The rationale for a recycled content type of target is that the steel industry as the recycler ‘in the middle’ can play a pivotal role to the solution by negotiating both the ‘product’ with its customers as well as the scrap specifications with its suppliers for improved matching of decarbonised demand from its automotive clients with higher quality scrap from shredders. The improved quality requirements under the policy options 3 would tackle the identified interventions on the recycling side, but will not tackle the identified market failures and lack of incentives to include higher recycled content levels as a complementary ‘pull mechanism’ on the production side to improve the matching of secondary supply and demand.
各种研究强调需要改善政策中与需求相关的激励措施，例如 IEA 研究中总结的 。重要的是，将提高废钢利用率作为与长期相关的更直接的解决方案。 绿色钢铁转型计划既从技术角度又从需求激励角度考虑。回收内容类型目标的基本原理是，钢铁行业作为“中间”回收商，可以通过与客户就“产品”以及与供应商就废料规格进行谈判，在解决方案中发挥关键作用。改善汽车客户的脱碳需求与破碎机产生的更高质量废料的匹配度。政策选项3下改进的质量要求将解决回收方面已确定的干预措施，但不会解决已确定的市场失灵和缺乏激励措施以将更高的回收成分水平作为生产方面的补充“拉动机制”。完善二次供需匹配。
Policy options for setting a steel recycled content target.
设置钢铁回收含量目标的政策选项。
The baseline for recycled content use in automotive production is estimated at 13% for which the share of post-consumer content as opposed to pre-consumer (or process scrap) content is currently not entirely clear due to varying recycled content definitions used internationally.
汽车生产中回收材料使用的基准估计为 13%，由于国际上使用的回收材料定义不同，目前消费后材料相对于消费前（或加工废料）材料的比例尚不完全清楚。
Table 7.2: Proposed targets for steel recycled content in newly type approved vehicles 7 years after entry-into-force of the Regulation
表 7.2：法规生效 7 年后新型号核准车辆中钢材回收含量的拟议目标
|
Proposed targets 拟议目标 |
Baseline 基线 |
M10a |
M10b |
M10c |
|
Post-consumer recycled content target all steel in vehicles
消费后回收成分针对车辆中的所有钢材 |
13% (including pre-and post-consumer scrap)_
13% （包括消费前和消费后废料）_ |
Commission empowerment to lay down a r target
授权委员会制定 AR 目标 |
20% |
30% |
|
of which % from closed loop (ELV steel to new vehicles)
其中%来自闭环（弱电钢材到新车） |
3-7% |
|
none 没有任何 |
15% |
All requirements would apply to the vehicle categories (M1 and N1) which are covered by the scope of the current ELV Directive.
所有要求均适用于当前 ELV 指令范围所涵盖的车辆类别（M1 和 N1）。
-M10a - Empowerment for the Commission to set a mandatory recycled content target for steel, incl. calculation rules and verification rules at +3 yrs, based on a dedicated feasibility study, application to newly type approved vehicles at +7 yrs
M10a - 授权委员会制定钢铁的强制性回收含量目标，包括钢铁。 +3年的计算规则和验证规则，基于专门的可行性研究，适用于+7年的新型式批准车辆
PO2A includes an empowerment for the Commission for setting a recycled content target levels for steel (M10a), based on a dedicated feasibility study. The study particularly focuses on determining an appropriate target level and take into account:
PO2A包括授权委员会根据专门的可行性研究设定钢铁回收含量目标水平 (M10a)。该研究特别侧重于确定适当的目标水平并考虑：
·The current and forecasted availability of steel recycled from post-consumer sources of steel waste;
从消费后钢铁废料中回收的钢材的当前和预测可用性；
·The current share of post-consumer waste in various steel semi-products and intermediates used in vehicles;
目前汽车用各种钢铁半成品和中间体中消费后废物的比例；
·The potential uptake of post-consumer recycled steel by manufacturers in vehicles to be type-approved in the future; and
制造商在未来将获得型式认证的车辆中可能使用消费后再生钢；和
·The relative demand of the automotive sector in comparison to the demand for post-consumer steel waste of other sectors.
汽车行业与其他行业消费后废钢的需求相比的相对需求。
The adoption of the target level should be accompanied with the necessary calculation and verification rules at the same time at 2 years after entry into force. Similar to the case of plastics, improved definitions of ‘recycled content’ and ‘post-consumer’ will be included in such exercise, as well as more clarity on ‘green steel’ definitions and the positioning of scrap in them. Actual targets would then start to apply on newly type-approved vehicles at 7 years after into force of the Regulation.
目标水平的采用应在生效2年后同时附有必要的计算和验证规则。与塑料的情况类似，此类活动将包括改进的“回收成分”和“消费后”定义，以及更加明确的“绿色钢铁”定义和其中废料的定位。实际目标将在该法规生效 7 年后开始适用于新获得型式认证的车辆。
-M10b – 20% in newly type-approved vehicles
M10b – 新型号核准车辆中的 20%
PO2B would set a mandatory recycled content target for steel at 20% for newly type approved vehicles in the Regulation, with the target to be achieved 7 years after entry into force. The advantage of PO2B is that it sets a more upfront incentive for increasing scrap utilisation in steel production to accelerate the reduction in natural gas, coal and iron-ore dependencies faster than under PO2A but it contains high uncertainties related to future supply and demand balances due to changing vehicle designs. The target would not include a closed-loop percentage to retain maximum flexibility in the sourcing of post-consumer scrap. It takes into account that the number of new vehicles on the market are 15.2 million in 2035, whereas the number of vehicles collected and treated are 11.7 million units as a maximum. A review clause at years after entry into force will be needed in case supply and demand of steel is rapidly increasing or decreasing as material choices may be subject to change.
PO2B将在该法规中为新型号批准的车辆设定20%的强制性钢材回收含量目标，该目标将在生效后7年实现。 PO2B的优势在于，它为提高钢铁生产中的废钢利用率提供了更预先的激励，从而比PO2A更快地加速减少对天然气、煤炭和铁矿石的依赖，但它包含与未来供需平衡相关的高度不确定性，因为改变车辆设计。该目标不包括闭环百分比，以保持消费后废料采购的最大灵活性。考虑到2035年市场上的新车数量为1520万辆，而收集和处理的车辆数量最多为1170万辆。如果钢材的供需因材料选择可能发生变化而迅速增加或减少，则需要在生效后数年制定审查条款。
These requirements shall apply 7 years after entry into force of the new legislation.
这些要求将在新立法生效 7 年后适用。
-M10c – 30% in newly type-approved vehicles, of which 15% from closed loop
M10c – 3 0% 在新型式核准的车辆中，其中 15% 来自闭环
PO2C would be a more ambitious option, setting mandatory recycled content targets for steel of 30% for newly type approved vehicles, including a 15% closed loop percentage. The closed loop percentage accounts for the fact that typically one third of ELV steel is shredded with two-thirds of other mixed metal scraps. The closed loop percentage ensures that so-called ‘E40+’ ELV derived steel scrap will contribute directly to the decarbonisation of vehicle manufacturing and to avoid ‘cheating’ with other sources of recycled steel like demolition steel often having higher copper contamination levels. This would represent the case that automotive production would take a more equal share in the uptake of post-consumer scrap compared to other sectors and be more directly made involved in ELV treatment. This is assuming a maximum technical scrap utilisation rate of 90%-100% for long products in EAF production and an additional improvement on the use of recycled content in flat production.
PO2C将是一个更雄心勃勃的选择，为新型号批准的车辆设定 30% 的强制性钢材回收含量目标，其中包括 15% 的闭环百分比。闭环百分比说明了这样一个事实：通常三分之一的 ELV 钢与三分之二的其他混合金属废料一起被粉碎。闭环百分比确保所谓的“E40+”ELV 衍生废钢将直接有助于汽车制造的脱碳，并避免与其他回收钢材来源（例如通常具有较高铜污染水平的拆除钢材）进行“欺骗”。这表明，与其他行业相比，汽车生产将在消费后废料的吸收中占据更平等的份额，并且更直接地参与报废汽车处理。这是假设电弧炉生产中长材的最大技术废料利用率为 90%-100%，并且进一步改进扁平材生产中回收材料的使用。
These requirements shall apply 7 years after entry into force of the new legislation.
这些要求将在新立法生效 7 年后适用。
-M11 – Provisions the establishment of mandatory recycled content targets for other materials than plastics and steel
M11 – 规定为塑料和钢铁以外的其他材料制定强制性回收含量目标
The use of recycled steel and plastics in new cars is just one aspect of a broader strategy to increase the use of recycled materials in the automotive industry. It may be important to target other materials commonly used by the automotive industry for which markets for secondary raw materials are underdeveloped and recycling measures are regarded insufficient. Such approach was supported by the stakeholders during the open public consultation: aluminium, rare earth elements (REEs), platinum group metals (PGMs), magnesium, gallium were indicated as additional candidate materials to set a mandatory recycled content target in addition to recycled content for plastics.
在新车中使用再生钢铁和塑料只是增加汽车行业再生材料使用的更广泛战略的一个方面。针对汽车工业常用的其他材料可能很重要，因为这些材料的二次原材料市场不发达，回收措施也不够充分。这种方法在公开公众咨询期间得到了利益相关者的支持：铝、稀土元素（REE）、铂族金属（PGM）、镁、镓被指定为除回收成分之外设定强制性回收成分目标的附加候选材料对于塑料。
Under this measure, in addition to the recycled content targets on plastic and steel, the Commission would be (i) tasked to assess the desirability, feasibility and impacts of setting out recycled content targets in new cars for other materials, especially aluminium alloys and critical raw materials such as rare earth elements and magnesium, and (ii), based on this assessment, entitled to set out recycled content targets for the materials in question. The feasibility study should include an assessment of both past and expected materials trends for the future, consistent use of materials in design and production, expected supply of secondary raw materials and their quality, the effect and necessity to realise economies of scale to re-feed recycled materials in existing production infrastructure and finally the development of recycling technologies and its future economic viability.
根据这项措施，除了塑料和钢铁的回收含量目标外，委员会还将 (i) 评估在新车中为其他材料（特别是铝合金和关键材料）制定回收含量目标的可取性、可行性和影响。稀土元素和镁等原材料，以及 (ii) 根据该评估，有权制定有关材料的回收含量目标。可行性研究应包括对过去和未来预期材料趋势的评估、设计和生产中材料的一致使用、二次原材料的预期供应及其质量、实现规模经济再供给的效果和必要性现有生产基础设施中的回收材料，最后是回收技术的发展及其未来的经济可行性。
This feasibility study should be carried out within 3 years after the entry into force of the new legislation, accompanied with the revision proposal depending on the outcomes of the study. As an example, the key elements of the feasibility study are applied to aluminium as a first assessment:
这项可行性研究应在新立法生效后3年内进行，并根据研究结果提出修订建议。例如，可行性研究的关键要素应用于铝作为首次评估：
Aluminium: Increasing secondary raw materials is hindered by the switch from cast to wrought alloys. In the case of aluminium, the transition to EVs requires lower alloying levels for wrought aluminium alloys than currently available in (ELV) aluminium scraps, posing a real and significant risk of mixed aluminium scrap surpluses, especially for high EV deployment scenarios, whereby high energy intensity materials cannot be recycled to their full potential. Similar to the case of steel, the accumulation of ‘tramp elements’ in aluminium alloys historically has not been an issue for the utilisation of aluminium scraps. The main destination of high alloyed and mixed aluminium has been cast alloys used in engine and gearbox production. With increasing electrification, this outlet disappears. The effect of electrification of drivetrains is explained in the next Figure 7.6.
铝：从铸造合金转向锻造合金阻碍了二次原材料的增加。就铝而言，向电动汽车的过渡需要比目前（ELV）铝废料中可用的变形铝合金更低的合金含量，这构成了混合铝废料过剩的真实而重大的风险，特别是对于高电动汽车部署场景，其中高能量高强度材料无法充分回收利用。与钢的情况类似，铝合金中“杂质元素”的积累历史上对于铝废料的利用来说并不是一个问题。高合金和混合铝的主要用途是用于发动机和变速箱生产的铸造合金。随着电气化程度的提高，这个出口消失了。下图 7.6 解释了传动系统电气化的影响。
Figure 7.6: The electrification effect forming a risk to future scrap surplus for aluminium
图 7.6：电气化效应对未来铝废料过剩构成风险
Due to these trends, there is a real risk of creating a so-called ‘scrap surplus’ situation in about 10 years from now. Meaning, secondary aluminium from ELV treatment with a high original material production footprint may not be recycled anymore (against much lower impacts) but will have to be discarded.
由于这些趋势，从现在起大约十年内确实存在形成所谓“废品过剩”局面的风险。这意味着，来自 ELV 处理且原材料生产足迹较高的再生铝可能不再被回收（影响要低得多），而必须被丢弃。
The feasibility study for a recycled content target will need to address the following elements:
回收内容目标的可行性研究需要解决以下要素：
·Demand: With the (automotive) market being very dynamic, it is yet unclear to what extent new large castings of battery encasing and e-drive motors may effectively replace some of the demand for cast alloys or not.
需求：由于（汽车）市场非常活跃，目前尚不清楚新型大型铸件电池外壳和电驱动电机可以在多大程度上有效地取代铸造合金的部分需求。
·Consistent use of alloy (families): There are many alloys type with strict manufacturing requirements. Often, manufacturing specifications are very diverse in nature and even more specific than existing material aluminium classification standards. Without more consistent use of a limited number of recipes, supply and demand may be difficult to match.
合金（族）的一致使用：有许多合金类型，具有严格的制造要求。通常，制造规范本质上非常多样化，甚至比现有的铝材料分类标准更加具体。如果不更一致地使用有限数量的食谱，供应和需求可能难以匹配。
·Secondary supply: Current ELVs do not yet contain not as much aluminium as new vehicles. After removing engines, heat exchangers, etc, at the moment not much wrought aluminium (about 20kg) is left, but this may ultimately go up to about 180kg/vehicle.
二次供应：当前的 ELV 所含铝量还不如新车。除去发动机、热交换器等后，目前剩下的锻铝不多（约20公斤），但最终可能会达到约180公斤/辆。
·Economies of scale: Economies of scale in sorting. In order to make a target function, aluminium alloys will need to be sorted in at least 8 main family types to retain alloy value as compatible fractions for new applications.
规模经济：分拣的规模经济。为了实现目标功能，铝合金需要分为至少 8 个主要系列类型，以保留合金价值作为新应用的兼容分数。
·Recycling technology development: Advanced sorting technologies (LIBs) may become commercially attractive soon. With significant value for wrought alloys specifically, the market may take care of the desired value retention.
回收技术开发：先进的分类技术（LIB）可能很快就会变得具有商业吸引力。特别是对于锻造合金来说，其具有巨大的价值，市场可能会考虑所需的保值性。
Due to the complexity and uncertainty in above initial assessment results, a recycled content target for aluminium is not immediately feasible. The foreseen feasibility study should provide more clarity with more information becoming available in the coming years.
由于上述初步评估结果的复杂性和不确定性，铝的回收含量目标并不立即可行。预计的可行性研究应该会更加清晰，并在未来几年提供更多信息。
Similar feasibility considerations apply to other candidates for recycled content targets. Investigating current and expected future recycling rates targeted material is an important element in the feasibility study as well. Based on this, an initial assessment for other materials is provided below:
类似的可行性考虑也适用于回收内容目标的其他候选者。调查目标材料当前和预期的未来回收率也是可行性研究的重要组成部分。在此基础上，对其他材料的初步评估如下：
Rare earth elements (REEs) in e-drive motors: In case EU primary production, magnet recycling and strategic projects supporting domestic production capabilities would be realised, then a recycled content target, including production scraps, can be a strategically relevant and environmentally attractive possibility. Such a development may mirror the approach for recycled content for battery raw materials.
电力驱动电机中的稀土元素 (REE) ：如果欧盟初级生产、磁体回收和支持国内生产能力的战略项目得以实现，那么包括生产废料在内的回收含量目标可能具有战略相关性和环境吸引力。这样的发展可能反映了电池原材料回收成分的方法。
Platinum Group Metals (PGMs): Palladium in car electronics is relatively dispersed. When removed and car electronics treated in similar processes as WEEE, there is sufficient intrinsic value present which does not require a recycled content type of target to overcome specific failures related to the market for secondary raw materials.
铂族金属（PGM） ：钯在汽车电子产品中相对分散。当汽车电子产品被拆除并以与 WEEE 类似的流程进行处理时，存在足够的内在价值，不需要回收内容类型的目标来克服与二级原材料市场相关的特定故障。
Magnesium: The material is sometimes used as die-cast ‘mono-material’ in automotive parts, with significant value. It is also frequently used in aluminium alloys covered above. Removal of die-cast parts may in the future lead to relevant quantities to enable a recycled content target. However, with very low quantities, economies of scale are difficult to be realised. Therefore, information requirements for its identification to treatment operators (PO1) and the removal requirements under (PO3) are currently better alternatives compared to a recycled content target.
镁：该材料有时用作汽车零部件中的压铸“单一材料”，具有重要价值。它也经常用于上面提到的铝合金中。未来压铸部件的去除可能会产生相关数量，以实现回收含量目标。然而，由于数量非常少，规模经济很难实现。因此，与回收成分目标相比，处理运营商识别的信息要求（PO1）和清除要求（PO3）目前是更好的替代方案。
Other CRMs: 其他 CRM：
Candidates may be: 候选人可能是：
·Silicon steel used in e-drive motors. Here, the value, economies of scale and limited supply risk are questionable in term of warranting a recycled content type of measure.
用于电力驱动电机的硅钢。在这里，就保证回收内容类型的措施而言，价值、规模经济和有限的供应风险是值得怀疑的。
·Other materials like gallium are too dispersed to warrant a recycled content target, the same counts for titanium parts, which although concentrated, are used very rarely so far.
其他材料（例如镓）过于分散，无法保证回收含量目标，钛零件也是如此，虽然钛零件虽然集中，但迄今为止很少使用。
The feasibility study for other materials for M11 has a wider scope than the one for steel mentioned under M10 and includes additional economic viability and cost related elements:
M11 其他材料的可行性研究比 M10 中提到的钢材的可行性研究范围更广，包括额外的经济可行性和成本相关要素：
·The current and forecasted availability of the materials listed in the second subparagraph recycled from post-consumer waste;
从消费后废物中回收的第二小段中列出的材料的当前和预测可用性；
·The current shares of recycled content from post-consumer waste in the materials listed in the second subparagraph in vehicles placed on the market;
目前投放市场的车辆中第二小段所列材料中来自消费后废物的回收成分的比例；
·Economic viability, technical and scientific progress, including changes in the availability of recycling technologies concerning the type of materials recycled; their material specific recycling rates;
经济可行性、技术和科学进步，包括有关回收材料类型的回收技术可用性的变化； 他们的材料特定回收率；
·The effective and potential contribution of a minimum share of recycled content of the materials listed in the second subparagraph, recycled from post-consumer waste in vehicles to the Union’s strategic autonomy, climate and environmental objectives;
第二小段中所列材料的最低份额回收成分（从车辆消费后废物中回收）对联盟战略自主权、气候和环境目标的有效和潜在贡献；
·Possible impacts on the functioning of vehicles from incorporating recycled content of the materials listed in the second subparagraph into vehicle parts and components; and
将第二项所列材料的回收成分纳入车辆零部件可能对车辆功能产生影响；和
·The need to prevent disproportionate negative impacts on the affordability of vehicles containing these materials derived from post-consumer recycled content listed in the second subparagraph.
需要防止对含有第二小段所列消费后回收材料的车辆的承受能力产生过度的负面影响。
The envisaged timing for this measure is a feasibility study at 3 years after entry-into-force, adoption of calculation and verification rules at 5 years and the recycled content target to be applicable after 7 years.
该措施的预计时间是生效后3年进行可行性研究，5年采用计算和验证规则，7年后适用回收含量目标。
7.2.37.2.3 Policy Options 3A, 3B and 3C (related to specific objective 3 ‘treat better”)
7.2.3 政策选择 3A、3B 和 3C（与具体目标 3“更好地治疗”相关）
With regard to objective n°2 (“5.2.2. Increase the quantity and quality of materials re-used, remanufactured and recycled from ELVs”), Policy Option 3 consists in improving the management of waste from ELVs and supporting the market for re-used and remanufactured parts, through the following three different sub-options.
关于目标 2（“5.2.2. 提高报废汽车再利用、再制造和回收材料的数量和质量”），政策选项 3 包括改善报废汽车废物管理，并通过以下三个不同的子项目支持再利用和再制造零件市场：选项。
PO3A modernises the current provisions of the ELV Directive to improve clarity and enhance the quality of the treatment of waste. The first element is aligning the ELV Directive with the more recent and stricter definition of recycling used in other sectoral waste legislation (M12) which explicitly excludes backfilling. A clearer methodology for the calculation of recycling rates would also be established, similar to what is implemented or in development in EU law and ensuring that what is accounted as “recycled” only includes materials which are effectively recycled and not just collected for recycling. As a supporting element, a ban on the landfilling of the residues from shredding operations (“automotive shredder residue” or ASR) would be included (M16a). The option would also clarify the obligation (currently unclear in the ELV Directive and not implemented) that some parts and components are to be removed prior to the shredding phase, so as to facilitate high quality recycling or re-use (M13). Finally, to support reuse and remanufacturing of spare parts, a definition of remanufacturing (including conditions for warranty) would be introduced in the new legislation, as well as clearer instructions for reporting on the level of re-use and remanufacturing from ELVs (M14a). All these measures follow the suggestions provided in the F4F opinion focussing on retrieving higher volume and quality of secondary materials from the automotive sector.
PO3A 对 ELV 指令的现行规定进行现代化改造，以提高废物处理的清晰度并提高质量。第一个要素是使 ELV 指令与其他部门废物立法 (M12) 中使用的更新且更严格的回收定义保持一致，明确排除回填。还将制定更明确的回收率计算方法，类似于欧盟法律中已实施或正在制定的方法，并确保被视为“回收”的材料仅包括有效回收的材料，而不仅仅是收集用于回收的材料。作为支持要素，将禁止填埋破碎作业的残留物（“汽车破碎机残留物”或 ASR）（M16a）。该选项还将明确义务（目前 ELV 指令中尚不清楚且未实施） ，即某些零部件应在粉碎阶段之前移除，以促进高质量回收或再利用 (M13)。最后，为了支持备件的再利用和再制造，新立法中将引入再制造的定义（包括保修条件），以及报告报废汽车再利用和再制造水平的更清晰说明（M14a） 。所有这些措施都遵循 F4F 意见中提供的建议，重点是从汽车行业获取更高数量和质量的二次材料。
PO3A contains the following Measures 12-16 (M12-M16a).
PO3A 包含以下措施 12-16 (M12-M16a)。
-M12 – alignment of the definition of recycling and of the calculation methodology for recycling rates with the horizontal waste legislation
M1 2 –回收的定义和回收率的计算方法与横向废物立法保持一致
This measure consists first in aligning the definition on ‘recycling’ in the ELV Directive with the Waste Framework Directive . In line with Article 3 point 17 of the Directive 2008/98/EC (Waste Framework Directive), the definition of recycling will be laid down as follows in the future legislation on ELV:
该措施首先使 ELV 指令中“回收”的定义与废物框架指令保持一致。 根据2008/98/EC指令（废物框架指令）第3条第17点，未来的报废汽车立法中将规定回收的定义如下：
-‘recycling’ means any recovery operation by which waste materials are reprocessed into products, materials or substances whether for the original or other purposes. It includes the reprocessing of organic material but does not include energy recovery and the reprocessing into materials that are to be used as fuels or for backfilling operations.
“回收”是指将废料再加工成产品、材料或物质的任何回收操作，无论是用于原始目的还是其他目的。它包括有机材料的再加工，但不包括能量回收和再加工成用作燃料或回填作业的材料。
In addition to aligning the definition of recycling with the definition in the WFD, this measure also consists in providing additional clarity and guidance on the methodology that should be used by economic operators and Member States to calculate and report on recycling rates. This methodology would be aligned with the provisions of the WFD which clarify that recycling targets should be based on the weight of waste which enters recycling. As a general rule, the actual measurement of the weight of waste counted as recycled should therefore be at the point where waste enters the recycling operation. As part of this methodology, the new legislation will include definitions of “calculation point” and “measurement point”, similarly to what has been done for example for packaging waste through the 2019 amendment of Commission Decision of 22 March 2005 (Article 2) :
除了使回收的定义与 WFD 中的定义保持一致外，该措施还包括为经济运营商和成员国计算和报告回收率时应使用的方法提供额外的清晰度和指导。该方法将与 WFD 的规定保持一致，该规定明确了回收目标应基于进入回收的废物的重量。作为一般规则，被视为回收的废物重量的实际测量应在废物进入回收操作时进行。作为该方法的一部分，新立法将包括“计算点”和“测量点”的定义，类似于通过 2005 年 3 月 22 日委员会决定（第 2 条）2019 年修正案对包装废物所做的规定（第 2 条） ：
-(d) ‘calculation point’ means the point where waste materials enter the recycling operation whereby waste is reprocessed into products, materials or substances that are not waste, or the point where waste materials cease to be waste as a result of a preparatory operation before being reprocessed;
(四) “计算点”是指废物材料进入回收操作的点，从而将废物再加工成非废物的产品、材料或物质，或者由于再加工前的准备操作而使废物材料不再是废物的点；
-(e) ‘measurement point’ means the point where the mass of waste materials is measured with a view to determining the amount of waste at the calculation point.
（五） “测量点”是指测量废物质量的点，以确定计算点的废物量。
This new methodology will have an impact on the reporting on the attainment of recycling targets, which is currently regulated through Commission Decision 2005/293/EC. The Commission will be empowered to introduce the corresponding changes to this Decision within 3 years after entry into force of the Regulation. In that exercise, the possibility to apply the concept of ‘average loss rates’ will also be introduced, depending notably if rules on this issue are adopted under the umbrella of the WFD in the future.
这种新方法将对回收目标实现情况的报告产生影响，该报告目前由委员会决定 2005/293/EC 进行监管。欧盟委员会将有权在该条例生效后3年内对本决定作出相应修改。在此练习中，还将引入应用“平均损失率” 概念的可能性，这主要取决于未来是否在 WFD 的框架下采用有关此问题的规则。
-M13a - Mandatory removal of certain parts/components prior to shredding to encourage their recycling or re-use (based on list contained in existing legislation)
M1 3 a - 在粉碎之前强制移除某些零件/组件，以鼓励其回收利用 或重复使用（基于现有立法中包含的清单）
The ELV Directive sets out minimum technical requirements for treatment of ELVs to promote reuse and recycling, which include the “removal” of certain parts and components contained in Annex I(4). The provisions of the ELV Directive are however not sufficiently precise on what “removal” means and at which stage of the treatment process such “removal” should take place. Overall, these provisions have limited effect on the facilitation of the removal or disassembly of parts and components for their reuse or recycling into high quality recyclates.
ELV指令规定了处理ELV的最低技术要求，以促进再利用和回收，其中包括“去除”附件一（4）中包含的某些零部件。然而，ELV 指令的规定对于“去除”的含义以及此类“去除”应在处理过程的哪个阶段进行不够明确。总体而言，这些规定对于促进零部件的拆除或拆卸以使其再利用或回收成高质量回收物的作用有限。
This measure therefore aims to make operational and clearer the requirements contained in the ELV Directive by clarifying the conditions when removal prior to shredding would be performed with a view to increasing the potential for reuse, remanufacturing and/or high-quality recycling.
因此，该措施旨在通过澄清在粉碎前进行去除的条件，使 ELV 指令中包含的要求更加可操作和明确，以增加再利用、再制造和/或高质量回收的潜力。
With this intention, this measure would set up an obligation that ATFs perform “selective treatment for materials and component to be removed prior to further shredding”, so as to facilitate high quality recycling or re-use for a selected list of parts and components (identical to the ones currently listed in the ELV Directive).
为此，该措施将规定 ATF “在进一步粉碎之前对要去除的材料和部件进行选择性处理”的义务，以促进选定的零部件清单的高质量回收或再利用（与当前 ELV 指令中列出的相同）。
This selective treatment would include, in relation to depollution requirements (as in Annex I of current ELV Directive):
就去污染要求而言，这种选择性处理将包括（如现行 ELV 指令附件一所示）：
·removal or neutralisation of potential explosive components, (e.g. air bags),
去除或中和潜在的爆炸成分（例如气囊），
·removal and separate collection and storage of fuel, motor oil, transmission oil, gearbox oil, hydraulic oil, cooling liquids, antifreeze, brake fluids, air-conditioning system fluids and any other fluid contained in the end-of-life vehicle, unless they are necessary for the re-use of the parts concerned,
清除并单独收集和储存燃油、机油、变速箱 机油、变速箱油、液压油、冷却液、防冻液、制动器 液体、空调系统液体和任何其他包含在 报废车辆，除非重复使用零件是必要的 担心的，
·removal, as far as feasible, of all components identified as containing mercury.
尽可能去除所有被确定含有的成分 汞。
It would also include removal obligation to improve reuse and recycling for the following parts/components:
它还将包括去除义务，以改善以下零件/组件的再利用和回收：
·batteries, 电池，
·e-drive motors
电驱动电机
·liquified gas tanks, 液化气罐、
·tyres, 轮胎，
·catalysts, 催化剂，
·glass, specifically windshields, rear and side windows,
玻璃，特别是挡风玻璃、后窗和侧窗，
·large metal components, specifically engines and gear boxes,
大型金属部件，特别是发动机和齿轮箱，
·large plastic components, specifically bumpers, dashboards and fluid containers.
大型塑料部件，特别是保险杠、仪表板和液体容器。
The definition of selective treatment requires a more precise definition than currently used in the ELV Directive and should be harmonised with similar provision in the Battery Regulation and WEEE Directive Article 8 (and Annex VII). In this context ‘removal’ refers to manual dismantling or (semi-) automated disassembly in a non-destructive way for components with a potential reuse or remanufacturing potential and in destructive manners for components destined to further recycling. The measure would foresee that the list should be updated by the Commission through secondary legislation, taking into account novel components in vehicles in the future, technological developments and the protection of the environment.
选择性处理的定义需要比 ELV 指令中当前使用的定义更精确，并且应与电池法规和 WEEE 指令第 8 条（和附件 VII）中的类似规定保持一致。在本文中，“拆卸”是指以非破坏性方式手动拆卸或（半）自动拆卸具有潜在再利用或再制造潜力的组件，以及以破坏性方式拆卸或（半）自动拆卸用于进一步回收的组件。该措施预计，委员会应通过二级立法更新该清单，同时考虑到未来车辆的新颖部件、技术发展和环境保护。
Specific requirements apply to the mandatory removal of e-drive motors by ATFs to prevent their shredding with the car hulk and the loss of permanent magnet materials subsequently. More detailed information on this is provided in Annex 15.2 by the JRC.
ATF 强制拆除电动马达有特定要求，以防止其与汽车车身破碎以及随后永磁材料的损失。 JRC 的附件 15.2 提供了有关这方面的更多详细信息。
The requirements shall apply 3 years after the entry into force of the new legislation. For the removal of e-drive motor, this shall apply as well to maximise their reuse potential and to support innovation projects aiming to establish novel recycling capacities for the embedded REEs in the permanent magnets.
这些要求应在新立法生效 3 年后适用。对于拆除电力驱动电机，这也适用于最大限度地发挥其再利用潜力，并支持旨在为永磁体中嵌入的稀土元素建立新型回收能力的创新项目。
-M14a – Introduction of a definition of “remanufacturing” and new monitoring requirements for re-use, refurbishing and remanufacturing
M1 4a – 引入“再制造”的定义以及对再利用、翻新和再利用的新监控要求 再制造
This measure first consists in the introduction of a definition of remanufacturing and refurbishment, and of remanufactured part/component, following the provisions established in the proposal on a new Ecodesign for Sustainable Products Regulation.
该措施首先包括根据新的可持续产品生态设计法规提案中规定的规定，引入再制造和翻新以及再制造零件/组件的定义。
In 2016, six associations that are part of the automotive production sector reached a common understanding as to basic definitions associated with their industry. The associations have proposed the following definitions :
2016 年，属于汽车生产行业的六个协会就与其行业相关的基本定义达成了共识。协会提出了以下定义 ：
Remanufacturing process: Remanufacturing is a standardized industrial process by which cores are returned to same-as-new, or better, condition and performance. The process is in line with specific technical specifications, including engineering, quality and testing standards. The process yields fully warranted products.
再制造过程：再制造是一种标准化工业过程通过该过程使核心恢复到与新的相同或更好的状态和性能。该工艺符合具体的技术规范，包括工程、质量和测试标准。该过程产生完全有保证的产品。
Core: A core is a previously sold, worn or non-functional product or part, intended for the remanufacturing process. During reverse logistics, a core is protected, handled and identified for remanufacturing to avoid damage and to preserve its value. A core is not waste or scrap and is not intended to be reused before remanufacturing.
核心：核心是以前出售的、磨损的或无功能的产品或零件，用于再制造过程。在逆向物流过程中，核心受到保护、处理和识别以进行再制造，以避免损坏并保持其价值。核心不是废物或废料，也不打算在再制造之前重复使用。
In addition, European Association of Automotive Suppliers had previously agreed to the following definition applicable in Europe:
此外，欧洲汽车供应商协会此前已同意以下适用于欧洲的定义：
Remanufactured part: A remanufactured part fulfils a function which is at least equivalent compared to the original part. It is restored from an existing part (CORE), using standardized industrial processes in line with specific technical specifications. A remanufactured part is given the same warranty as a new part, and it clearly identifies the part as a remanufactured part and states the remanufacturer.
再制造零件：再制造零件的功能至少与原始零件相当。它是使用符合特定技术规范的标准化工业流程从现有零件（CORE）恢复的。再制造零件享有与新零件相同的保修，并且明确将该零件标识为再制造零件并注明再制造商。
Currently, an ISO “Technical product documentation — Design for manufacturing, assembling, disassembling and end-of-life processing — Part 2: Vocabulary” is under development. It is planned that remanufacturing definitions will also be addressed in this document.
目前，ISO“技术产品文档——制造、组装、拆卸和报废处理的设计——第2部分：词汇” 正在开发中。计划本文件还将讨论再制造定义。
The above clarifies that there are different options for the definition of remanufacturing and also processes underway to harmonise the definitions used by various actors.
上述内容阐明了再制造的定义有不同的选择，并且正在进行协调不同参与者使用的定义的过程。
Relevant in this regard is how the concept of remanufacturing relates to guidance under the ‘Blue Guide’ on the implementation of EU product rules (2022/C 247/01). Remanufacturing typically involves modifications and repairs to products, including cores. In this respect the Blue Guide states:
与此相关的是再制造的概念如何与欧盟产品规则实施“蓝色指南”(2022/C 247/01) 的指导相关。再制造通常涉及对产品（包括核心）的修改和维修。在这方面，蓝色指南指出：
“After they are placed on the market, products may be subject to life extension processes. While some of these processes intend to maintain or restore the product to its original condition, others imply that substantial modifications are made to the product.
“产品投放市场后，可能会接受寿命延长过程。虽然其中一些流程旨在将产品维持或恢复到其原始状态，但其他流程则意味着对产品进行了实质性修改。
A product, which has been subject to important changes or overhaul after it has been put into service must be considered as a new product if: i) its original performance, purpose or type is modified, without this being foreseen in the initial risk assessment; ii) the nature of the hazard has changed or the level of risk has increased in relation to the relevant Union harmonisation legislation; and iii) the product is made available (or put into service if the applicable legislation also covers putting into service within its scope). This has to be assessed on a case-by-case basis and, in particular, in view of the objective of the legislation and the type of products covered by the legislation in question.
投入使用后发生重大变更或大修的产品，如果出现以下情况，则必须被视为新产品： i) 其原始性能、用途或类型发生了修改，而在初始风险评估中未预见到这一点； ii) 与相关欧盟协调立法相关的危险性质已发生变化或风险水平已增加； iii) 产品可供使用（或投入使用，如果适用的立法也涵盖在其范围内投入使用）。这必须根据具体情况进行评估，特别是考虑到立法的目标和相关立法所涵盖的产品类型。
Where a modified product (38) is considered as a new product, it must comply with the provisions of the applicable legislation when it is made available or put into service.”
如果修改后的产品 (38) 被视为新产品，则在提供或投入使用时必须符合适用法律的规定。”
A limitation in the definition proposed by associations is that it does not clarify whether the modifications in this context are considered ‘substantial’, which leads to the parts to be considered as ‘new’, To differentiate between operations that substantially or non-substantially modify, the proposal on a new Ecodesign for Sustainable Products Regulation provides definitions for remanufacturing as well as refurbishment, where the former typically involves modifications that are considered substantial:
协会提出的定义的一个局限性是，它没有澄清这种情况下的修改是否被视为“实质性”，这导致部件被视为“新的”，以区分实质性或非实质性修改的操作，关于新的可持续产品生态设计法规的提案提供了再制造和翻新的定义，其中前者通常涉及被认为是实质性的修改：
‘remanufacturing’ means an industrial process in which a product is produced from objects that are waste, products or components and in which at least one change is made to the product that affects the safety, performance, purpose or type of the product typically placed on the market with a commercial guarantee;
“再制造”是指一种工业过程，其中产品由废物、产品或组件等物体生产，并且对产品进行至少一项改变，影响通常放置在产品上的安全、性能、用途或类型。有商业保证的市场；
‘refurbishment’ means preparing or modifying an object that is waste or a product to restore its performance or functionality within the intended use, range of performance and maintenance originally conceived at the design stage, or to meet applicable technical standards or regulatory requirements, with the result of making a fully functional product;
“翻新”是指准备或修改废弃物体或产品，以恢复其在设计阶段最初设想的预期用途、性能和维护范围内的性能或功能，或满足适用的技术标准或监管要求，并符合以下条件：制作功能齐全的产品的结果；
To support the remanufacturing and refurbishment practice, a legal definition on remanufacturing and refurbishment will be introduced in the new legislation on ELV and 3R type-approval, by applying the definitions under the proposal on a new Ecodesign for Sustainable Products Regulation to the ELV context of parts and components removed from vehicles and end-of-life vehicles.
为了支持再制造和翻新实践，关于再制造和翻新的法律定义将在关于 ELV 和 3R 型式认证的新立法中引入，将新的可持续产品生态设计法规提案中的定义应用到 ELV 背景下。从车辆和报废车辆上拆除的零部件。
Linked to these definitions, the new legislation would thus contain a provision on parts and components that are fit for direct reuse, refurbishment and remanufacturing, clarifying under which conditions they shall not be considered as waste in line with Article 6(1) of the Waste Framework Directive. This would notably mean that they are not subject to the EU rules on the shipments of waste when they are shipped from or into an EU Member State.
与这些定义相关，新立法将包含关于适合直接再利用、翻新和再制造的零部件的规定，明确在哪些条件下它们不应被视为废物，符合《废物法》第 6(1) 条框架指令。这尤其意味着它们在从欧盟成员国运出或运入欧盟成员国时不受欧盟关于废物运输的规则的约束。
Figure 7.7: Possible reuse definitions in the context of parts and components from ELVs
图 7.7：ELV 零部件中可能的重用定义
In addition to these definitions, this measure introduces a new requirement for the Member States to collect and report data on the type and share of automotive parts and components which are re-used or remanufactured. Such reporting obligation will allow to monitor the total level of reuse and remanufacturing at both national and the EU level per year. To ensure harmonized monitoring conditions, the new legislation will set out reporting requirements for ATFs, which will be obliged to provide information on all parts and components that were 1) dismantled and reused or 2) dismantled and remanufactured.
除了这些定义之外，该措施还提出了一项新要求，要求成员国收集和报告有关再利用或再制造的汽车零部件类型和份额的数据。此类报告义务将允许每年在国家和欧盟层面监控再利用和再制造的总体水平。为了确保统一的监测条件，新立法将规定 ATF 的报告要求，ATF 有义务提供有关 1) 拆卸和再利用或 2) 拆卸和再制造的所有零部件的信息。
The new legislation will establish a list of parts and components that are relevant for reuse, refurbishment and remanufacturing (based on the list provided in Measure 13). The list shall be regularly revised and updated. Vehicle manufacturers will be required to provide information on the dismantling time and method of these automotive parts and components during the vehicle type-approval procedure, as described in Measure 3. Methodology and reporting format by the Member States will be set out in the revised Commission Decision 2005/293/EC laying down detailed rules on the monitoring of the reuse/recovery and reuse/recycling targets set out in Directive 2000/53/EC of the European Parliament and of the Council on end-of-life vehicles .
新立法将建立与再利用、翻新和再制造相关的零部件清单（基于措施 13 中提供的清单）。该清单应当定期修订和更新。车辆制造商将被要求在车辆型式核准程序中提供有关这些汽车零部件的拆卸时间和方法的信息，如措施 3 中所述。成员国的方法和报告格式将在修订后的委员会中规定第 2005/293/EC 号决定制定了欧洲议会和理事会第 2000/53/EC 号指令中规定的再利用/回收和再利用/回收目标监测的详细规则报废车辆 .
These requirements shall apply 3 years after the entry into force of the new legislation.
这些要求将在新立法生效 3 年后适用。
-M16a - Ban on the landfilling of automotive waste residues from shredding operations
M16 a - 禁止填埋汽车破碎作业产生的废渣
Under this measure, the new legislation would set out a prohibition for operators of shredding facilities to dispose waste from ELVs in landfills. While a large share of residues from ELVs are recovered or recycled after shredding operations, this is not the case for some fractions (which are parts of what is often referred to as “fluff”, which typically contains plastics, textile, rubber, glass and other non-metal materials), which are then sent to landfills. In order to improve the treatment of these fractions and reduce the overall amount of waste going to landfilling, this measure would ban the disposal of these fractions in landfills. More details are provided in the supporting study in Sections 2.1.5.4.5 and 3.1.4.7.1. The aimed results are increased direction of shredder light fractions (SLF) and certain (untreated) PST fractions to waste incineration with energy recovery or chemical recycling, all higher in the waste hierarchy. Combined with the removal of window glass, the final volume to landfill would be significantly reduced.
根据这项措施，新立法将禁止粉碎设施运营商在垃圾填埋场处置报废汽车废物。虽然报废汽车的大部分残留物在粉碎操作后被回收或再循环，但某些部分的情况并非如此（这些部分通常被称为“绒毛”，通常包含塑料、纺织品、橡胶、玻璃和其他非金属材料），然后送往垃圾填埋场。为了改善这些碎片的处理并减少进入垃圾填埋场的废物总量，该措施将禁止在垃圾填埋场处置这些碎片。第 2.1.5.4.5 节和第 3.1.4.7.1 节的支持研究提供了更多详细信息。目标结果是增加粉碎机轻馏分 (SLF) 和某些（未经处理的）PST 馏分通过能量回收或化学回收进行废物焚烧的方向，所有这些都在废物等级中处于较高位置。加上窗户玻璃的拆除，垃圾填埋场的最终体积将显着减少。
The requirements shall apply 3 years after the entry into force of the new legislation.
这些要求应在新立法生效 3 年后适用。
PO3B: This Policy Option contains the measures in PO3A and, in addition, new enhanced measures to promote the re-use and recycling of relevant metals, plastics and certain CRMs. The list of parts/components to be removed prior to shredding (mentioned in P03A) would be extended with parts and components with high concentrations of valuable materials or CRMs (M13b) . A derogation to this removal requirement would apply if evidence can be provided that the materials/parts/components will be separated with the same efficiency as manual dismantling/ semi-automated disassembly by post shredding technologies (PST). For monitoring purposes, Member States are to report on established and used capacities of PST plants. The option also foresees that incentives should be put in place to support the market for re-used and remanufactured parts, building on legislation and best practices in some Member States (M14b). To improve warranty conditions of used spare parts, information on their origin should be made mandatory as a condition for their sales (i.e., through the provision of the VIN number of the ELV the parts come from). To boost plastic recycling and ensure a sufficient supply of recyclates to meet the demand for recycled plastics in vehicles (see PO2), a specific plastic recycling target of 30% by 2030 would be established (M15b). To ensure improved quality of steel and aluminium scraps from ELVs, a ban to avoid mixing of ELV scraps with WEEE scraps such as whitegoods and refrigerators is included (M16b), which reduces (copper) impurities and improves traceability including the closed loop share of automotive plastics recycling .
PO3B ：该政策选项包含 PO3A 中的措施，此外还包括促进相关金属、塑料和某些 CRM 的再利用和回收的新强化措施。在粉碎之前要移除的零件/组件清单（P03A 中提到的）将扩展为含有高浓度有价值材料或 CRM 的零件和组件(M13b) 。如果可以提供证据证明材料/零件/组件的分离效率与通过后粉碎技术 (PST) 进行手动拆卸/半自动拆卸的效率相同，则可以减损此移除要求。出于监测目的，成员国应报告 PST 工厂已建立和已使用的能力。该方案还预见到，应根据一些成员国的立法和最佳实践 (M14b)，制定激励措施来支持再利用和再制造零件的市场。为了改善二手备件的保修条件，应将其原产地信息作为其销售条件（即通过提供零件来源的 ELV 的 VIN 号码）作为强制条件。为了促进塑料回收并确保有足够的回收材料供应以满足车辆对再生塑料的需求（见 PO2），具体的塑料回收目标 到 2030 年将达到 30%（M15b）。 为了确保提高 ELV 中的钢和铝废料的质量，禁止将 ELV 废料与白色家电和冰箱等 WEEE 废料混合 (M16b)，从而减少（铜）杂质并提高可追溯性，包括汽车的闭环份额塑料回收 ．
PO3B contains the following Measures 13-16 (M13b-M16b).
PO3B 包含以下措施 13-16 (M13b-M16b)。
-M13b - Mandatory removal of larger list of components, including those which contain a high concentration of valuable metals or CRMs
M13b - 强制去除更多成分，包括含有高浓度有价金属或 CRM 的成分
The measure is based on the description of the measure M13a. In addition to the list provided in M13a, ATFs would have to perform “selective treatment for materials and component to be removed either prior to further treatment in the absence of PST technology, or as part of the treatment process”. The latter under the condition that the materials/parts/components will be separated with the same efficiency as manual dismantling/ (semi-)automated disassembly by post shredding technologies (PST) and that such selective treatment can be monitored.
该措施基于措施 M13a 的描述。除了 M13a 中提供的清单之外，ATF 还必须“在没有 PST 技术的情况下在进一步处理之前或作为处理过程的一部分，对要去除的材料和组件进行选择性处理”。后者的条件是，通过后粉碎技术（PST）以与手动拆卸/（半）自动拆卸相同的效率分离材料/零件/组件，并且可以监控这种选择性处理。
Electronics components relevant for this measure can be categorised in four main categories: Controllers, Headlights, Actuators and Cables. Such components typically contain relevant concentrations for precious metals and CRM such as Palladium (Pd) and Gallium (Ga). Pd content is expected to increase due to more electronic components and due to the electrification of the EU fleet. Those metals are mostly lost at the end-of-life if the components are not removed from ELVs prior to their recycling, because car-recycling processes are currently optimized to recover basis metals such as Fe, Al or Cu. In order to improve the performance of the recovery of CRM and precious metals from vehicles, the measure requires the removal of selected electronic components embedded in vehicles in order to recycle them separately in e-waste recycling facilities, which are optimized for precious metals recovery. More information on this can be found in Annex 15.2.3 based on the initial findings of the JRC .
与该措施相关的电子元件可分为四大类：控制器、头灯、执行器和电缆。此类成分通常含有相应浓度的贵金属和 CRM，例如钯 (Pd) 和镓 (Ga)。由于更多的电子元件和欧盟机队的电气化，钯含量预计会增加。如果在回收之前没有从 ELV 中去除这些部件，这些金属大部分会在报废时损失，因为汽车回收工艺目前已优化以回收铁、铝或铜等基本金属。为了提高车辆中 CRM 和贵金属的回收性能，该措施要求拆除车辆中嵌入的选定电子元件，以便在电子废物回收设施中单独回收它们，这些设施针对贵金属回收进行了优化。根据 JRC 的初步调查结果，可以在附件 15.2.3 中找到更多相关信息。
The selective treatment of the following additional parts and components either prior or as part of the treatment process are in addition to M13a:
除了 M13a 之外，还可以在处理过程之前或作为处理过程的一部分对以下附加零件和组件进行选择性处理：
·wheels, 轮子，
·main wiring harness (copper),
主线束（铜），
·electric and electronic components (such as printed circuit boards with a surface area > 10 cm2, photo-voltaic (PV) panels with a surface area > 0.2 m2)
电气和电子元件（例如表面积> 10 cm 2的印刷电路板、光伏（PV） 表面积为 > 0.2 m2 的面板）
·controllers (Infotainment control unit containing sound, navigation and multimedia;
控制器（包含声音、导航和多媒体的信息娱乐控制单元；
·Control module or the valve box for the automatic transmission; Inverter of the EVs),
自动变速器的控制模块或阀箱； 电动汽车逆变器） ，
·mono-material aluminium components with a weight > 10 kg, requiring the separate collection and treatment of cast and wrought aluminium, e.g., bumpers, wheels, heat exchangers,
重量为 > 10 kg 的单一材料铝部件，需要单独收集和处理铸铝和锻铝，例如保险杠、车轮、热交换器、
·neodymium magnets (NdFeB), electric steel and copper from electric vehicle (EV) drive train.
钕磁铁 ( NdFeB ) 、电工钢和电动汽车 (EV)传动系统中的铜。
ATFs would be exempted from the obligation to remove these parts and components prior to the shredding phase if they can demonstrate that these parts/components will be delivered to a shredder which is able to perform shredding and post-shredding activities in a way that the parts and components will be recycled into materials with the same quality as if they had been removed prior to shredding.
如果 ATF 能够证明这些零件/组件将被交付到能够执行破碎和破碎后活动的破碎机，则 ATF 将免除在破碎阶段之前移除这些零件和组件的义务。部件将被回收成与粉碎前被移除的材料具有相同质量的材料。
The content of the measure reflects the stakeholders' views. Obligation for ATFs to remove certain parts of ELVs before shredding was supported by 58 participants of the open public consultation (28%), including waste management operators, automotive suppliers and producers, dealers and repair shops. 126 individuals or 61% of all respondents also supported another requirement for car manufacturers to enable the ATFs unlocking parts so that they can be reused and dismantled. With the aim to accelerate reuse of removed parts, stakeholders (70 individuals or 34%) were in favour of complimentary obligation for vehicle manufacturers to provide the dismantling centres (ATFs) information about which parts can be used as identical parts in other models of the manufacturer or even other brands.
措施的内容反映了利益相关者的观点。公开公众咨询的 58 名参与者（28%）支持 ATF 在粉碎前拆除报废汽车某些部件的义务，其中包括废物管理运营商、汽车供应商和生产商、经销商和维修店。 126 人（占所有受访者的 61%）还支持汽车制造商的另一项要求，即启用 ATF 解锁零件，以便可以重复使用和拆卸零件。为了加速拆下零件的重复利用，利益相关者（70 人或 34%）赞成汽车制造商有义务向拆解中心 (ATF) 提供有关哪些零件可以用作其他车型中的相同零件的信息。制造商甚至其他品牌。
The new requirements shall apply 3 years after entry into force of a new legislation.
新要求应在新立法生效 3 年后适用。
-M14b - Market support for used spare parts
M1 4 b - 对二手备件的市场支持
M14b would contain the following measures designed to increase the traceability of used spare parts, as well as to support the demand for such parts:
M14b 将包含以下措施，旨在提高二手备件的可追溯性，并支持对此类零件的需求：
·To improve traceability on used spare parts and address problems posed by the illegal sales (including online) of used parts or components, an obligation for retailers would be introduced, according to which they would have to provide, at the point of (online) sale, information on the vehicle identification number (VIN) of the ELV the parts come from and on the registration number of the dismantler, together with the components details.
为了提高废旧备件的可追溯性并解决非法销售（包括在线）废旧零件或组件所带来的问题，零售商将承担一项义务，根据这项义务，他们将： 提供, 在（在线）销售点，提供有关零件来源的 ELV 的车辆识别号 (VIN)和拆解商的注册号的信息，以及组件详细信息。
·To support the demand for used components and parts on the EU market, the Member States would be requested to put in place a series of incentives or obligations towards the various actors involved in the supply chain. This could include an obligation, as the one which has been in force in France since 2017, for companies in the maintenance and repair of vehicles to provide customers with an offer to repair a vehicle with used/remanufactured components or parts, alongside offers to repair the vehicle with new components. It is important that such requirement does not apply to repair shops or garages when this creates excessive burden or costs (for example no used spare parts can be found within a reasonable timeframe) . Such incentives could also include a streamlining of the distribution channels increasing the transparency of offers on the parts and the logistics for a timely distribution of used or remanufactured spare parts. Other measures accompanying such a process could be a certification procedure on EU level to ensure the quality of parts and foster consumer confidence or financial incentives including a reduced rate of VAT for used or refurbished spare parts.
为了支持欧盟市场对二手零部件的需求，成员国将被要求对供应链中的各个参与者实施一系列激励措施或义务。这可能包括 自 2017 年起在法国生效的一项义务是，车辆保养和维修公司必须向客户提供使用旧/再制造零部件维修车辆的报价，以及使用以下材料维修车辆的报价：新组件。 重要的是，当维修店或车库造成过多的负担或成本时（例如在合理的时间内找不到用过的备件），此类要求不适用于维修店或车库 。 此类激励措施还可以包括简化分销渠道，提高零件报价的透明度，以及及时分配二手或再制造备件的物流。 伴随这一过程的其他措施可能是欧盟层面的认证程序，以确保零件的质量并增强消费者的信心或经济激励措施，包括降低二手或翻新备件的增值税税率。
The Commission would also be tasked to review the effectiveness of the measures above to improve the functioning of the market of used spare parts and, if they prove not to be sufficient, propose to make it mandatory at EU level for garages and repair shops to provide an offer for used or remanufactured spare parts, together with new spare parts.
委员会还将负责审查上述措施的有效性，以改善二手备件市场的运作，如果证明这些措施不够充分，则建议在欧盟层面强制要求车库和维修店提供二手或再制造备件以及新备件的报价。
This measure corresponds to the views expressed by the stakeholders of the Open Public Consultation. When inquired which measures would contribute to increase the reuse of vehicle parts, obligation for repair shops to offer customers used spare parts as an alternative to new ones was supported by 111 individuals or 53% of all participants of the public consultation. 84 of these stakeholders were SMEs, representing dismantling, recycling sectors, ATFs and repair shops.
这项措施符合公开公众咨询持份者所表达的意见。当被问及哪些措施将有助于增加汽车零部件的重复利用时，111 人（占公众咨询所有参与者的 53%）支持维修店有义务向客户提供二手零部件作为新零部件的替代品。其中 84 家利益相关者是中小企业，代表拆解、回收行业、ATF 和维修店。
The measures shall apply 3 years after the entry into force of the new legislation.
该措施将于新立法生效3年后适用。
-M15b – Recycling targets for plastics – 30% by 2030
M1 5 b – 塑料回收目标 – 到 2030 年达到 30%
The measure introduces a mandatory 30% of recycling target for plastic based on the revised definition of “recycling” as aligned with the Waste Framework Directive. This measure would be implemented in a combination with the additional requirements of the mandatory removal prior to shredding/PST (M13a,M13b), regulation of shredder/ post-shredder facilities (M16b, M16c), disposal ban of light-weighted fractions (M16a). Introduction of material-based recycling target would be complementary to the existing combined reuse and recycling targets based on a weight would be maintained, as described in M14.
该措施根据与《废物框架指令》一致的修订后的“回收”定义，引入了 30% 的强制性塑料回收目标。该措施将与粉碎/PST 前强制清除（M13a、M13b）、粉碎机/粉碎机后设施监管（M16b、M16c）、轻质碎片处置禁令（M16a）等附加要求结合实施。 ）。引入基于材料的回收目标将是对现有组合再利用的补充，并且将维持基于权重的回收目标，如 M14 中所述。
The proposed recycling level corresponds the opinion of the stakeholders considering that 30% recycling target is ambitious but achievable .
拟议的回收水平符合利益相关者的意见，认为 30% 的回收目标雄心勃勃但可以实现 。
A recycling target would leave a discretion for waste operators to decide what processing stages to apply to ensure it is complied with. In this sense, operators could consider whether to increase dismantling and separate recycling or to adopt advanced PST and promote the development of further PST technologies, to improve their outputs but also to allow the sorting and recycling of additional plastic types. Alternatively, the Commission will consider the possibilities to set minimum performance requirements in a form of secondary legislation for PST treatment of fractions containing plastics (see M16b).
回收目标将使废物经营者可以自行决定采用哪些处理阶段以确保其得到遵守。从这个意义上说，运营商可以考虑是否增加拆解和分类回收，或者采用先进的PST并推动进一步PST技术的发展，以提高产量，同时也允许对其他塑料类型进行分类和回收。或者，委员会将考虑以二级立法的形式对含塑料成分的 PST 处理设定最低性能要求的可能性（见 M16b）。
Development of additional PST technologies will be stimulated by the landfill ban of shredder light fractions that are not sent to PST and PST output fractions with a specific weight of > 1.3 g/cm3. Mandatory requirements to remove certain parts and components (e.g. bumper) before shredding will also contribute to higher recycling efficiency.
禁止将未送至 PST 的粉碎轻质馏分和比重为 > 1.3 g/cm 3 的PST 输出馏分填埋，将刺激其他 PST 技术的开发。在粉碎之前强制要求拆除某些零部件（例如保险杠）也将有助于提高回收效率。
This material specific target aims to contribute to high-quality recycling by introducing new calculation principles, clarifying that only materials recovered after recycling operations will be considered as recycled. It also includes possible calculation and measurement points for either recyclates or fractions to be recycled as well as a possible reporting point. Special calculation methodologies shall be developed within 2 years after the adoption of the legal act and established in a form of secondary legislation.
该材料特定目标旨在通过引入新的计算原理来促进高质量的回收，明确只有在回收操作后回收的材料才会被视为回收。它还包括回收物或要回收的部分的可能的计算和测量点以及可能的报告点。特殊的计算方法应在法律通过后两年内制定，并以二级立法的形式确立。
The new calculation approach would build on the example established in the Packaging and Packaging Waste Directive, where only “the weight of packaging waste recycled shall be calculated as the weight of packaging that has become waste which, having undergone all necessary checking, sorting and other preliminary operations to remove waste materials that are not targeted by the subsequent reprocessing and to ensure high-quality recycling, enters the recycling operation whereby waste materials are actually reprocessed into products, materials or substances”. It has also been applied to the WFD.
新的计算方法将建立在《包装和包装废物指令》中建立的示例的基础上，其中“回收的包装废物的重量应计算为已成为废物的包装的重量，这些包装经过所有必要的检查、分类和其他处理”。为清除后续再加工不属于目标的废料并确保高质量回收而进行的初步操作，进入回收操作，将废料实际再加工成产品、材料或物质”。它也被应用于 WFD。
The definitions of “calculation point” and “measurement point” relevant for reporting of data on waste have been recently introduced through delegated acts, for instance in the amended Commission Decision of 22 March 2005 (Article 2) :
最近通过授权法案引入了与废物数据报告相关的“计算点”和“测量点”的定义，例如在 2005 年 3 月 22 日修订的委员会决定（第 2 条） 中：
(d) (四)‘calculation point’ means the point where packaging waste materials enter the recycling operation whereby waste is reprocessed into products, materials or substances that are not waste, or the point where waste materials cease to be waste as a result of a preparatory operation before being reprocessed;
“计算点”是指包装废料进入回收操作的点，从而将废物再加工成非废物的产品、材料或物质，或者由于再加工前的准备操作而使废料不再是废物的点;
(e) （五）‘measurement point’ means the point where the mass of waste materials is measured with a view to determining the amount of waste at the calculation point.
“测量点”是指测量废物质量的点，以确定计算点的废物量。
The possibility to introduce the concept of ‘average loss rates’ will be analysed.
将分析引入“平均损失率” 概念的可能性。
New calculation rules will also require adjustment of the existing reporting scheme within 2 years after entry into force of the new legislation in the Commission Decision 2005/293/EC as recycling operators will be obliged to monitor and report on recycled materials.
新的计算规则还要求在委员会决定 2005/293/EC 中的新立法生效后 2 年内调整现有的报告方案，因为回收经营者将有义务监测和报告回收材料。
Setting material specific targets, including the recycling target for plastic, in relation to the calculation point will contribute to a higher quantity and quality of secondary plastic materials. Introduction of calculation/measurement points for materials would improve comparability of reported data among EU Member States. The intended calculation point for materials for reporting on actual recycling should refer to the recyclates obtained after recycling (losses are excluded). However, it would also retain a possibility to apply ‘average loss rates’ in case where no data on recyclates is available.
根据计算点设定材料的具体目标，包括塑料的回收目标，将有助于提高再生塑料材料的数量和质量。引入材料计算/测量点将提高欧盟成员国之间报告数据的可比性。报告实际回收材料的预期计算点应参考回收后获得的回收物（不包括损失）。然而，在没有回收数据的情况下，它也保留应用“平均损失率”的可能性。
Within 5 years after entry into force, the Commission will conduct a feasibility study on the review of the target to be accompanied within the legislative proposal if appropriate.
生效后 5 年内，委员会将对审查目标进行可行性研究，并酌情纳入立法提案中。
Setting material specific recycling target was supported by the stakeholders during the open public consultation. 31 participants or 15% of the responses agreed that the establishment of material-specific recycling targets would increase the separate recycling of materials addressed by targets, their quality and revenues from sale of such materials while also increasing the costs of recycling. Other 24 participants equal to 12% of stakeholders answered that such target would increase separate recycling and secondary material quality while also increasing costs. The same share of participants estimate that such targets would only increase the recycling costs. However, the vast majority (64%) of all stakeholders, including SMEs, agreed that material-specific recycling targets have a positive impact on innovation.
在公开公众咨询期间，设定具体材料的回收目标得到了利益相关者的支持。 31 名参与者（即 15% 的受访者）一致认为，制定特定材料回收目标将增加目标所涉及材料的单独回收、其质量和销售此类材料的收入，同时也会增加回收成本。其他 24 名参与者（相当于利益相关者的 12%）回答说，这一目标将提高单独回收和二次材料的质量，同时也会增加成本。相同比例的参与者估计，这样的目标只会增加回收成本。然而，包括中小企业在内的绝大多数（64%）利益相关者都认为特定材料的回收目标对创新具有积极影响。
- M16b – Ban on mixed shredding of ELVs with certain other waste streams
- M16b – 禁止将 ELV 与某些其他废物流混合粉碎
The measure aims to increase the quality of the shredded materials by introducing a ban to mix the automotive waste (ELV scrap) with other packaging waste (metal cans) and waste electrical and electronic equipment (WEEE).
该措施旨在通过禁止将汽车废物（ELV废料）与其他包装废物（金属罐）和废弃电气和电子设备（WEEE）混合来提高粉碎材料的质量。
The requirements shall apply 3 years after the entry into force of the new legislation.
这些要求应在新立法生效 3 年后适用。
PO3C contains the measures in PO3B and, in addition, specifically targets higher quality of recycling for specific materials. Additional components and novel lightweight materials would be added to the list of parts/components to be removed prior to shredding (M13c) . For glass, a material specific recycling target of 70% would be set, accompanied with quality criteria to ensure that only recyclates to container glass or equivalent quality are accounted towards the recycling target (M15c). The Commission would be required within 5 years to develop specific and additional requirements to improve the efficiency of post-shredder treatment (PST) operations by setting minimum quality standards (M16c). This may be needed in case novel sorting technologies for aluminium, magnesium or CRMs are insufficient. This may be needed in case novel sorting technologies for aluminium, magnesium or CRMs are insufficient.
PO3C 包含 PO3B 中的措施，此外还专门针对特定材料的更高回收质量。额外的部件和新颖的轻质材料将被添加到在粉碎之前要移除的零件/部件的列表（M13c） 。对于玻璃，将设定 70% 的特定材料回收目标，并附有质量标准，以确保仅回收容器玻璃或同等质量的材料才计入回收目标 (M15c)。委员会将被要求在 5 年内制定具体和额外的要求，通过设定最低质量标准 (M16c) 来提高粉碎机后处理 (PST) 操作的效率。如果铝、镁或 CRM 的新型分选技术不足，则可能需要这样做。如果铝、镁或 CRM 的新型分选技术不足，则可能需要这样做。
PO3C contains the following Measures 13-16 (M13c-M16c).
PO3C 包含以下措施 13-16 (M13c-M16c)。
-M13c - Mandatory removal of additional components
M1 3 c - 强制拆除附加组件
Complementarily to measures M13a and M13b, this measure introduces the most advanced list of parts and components to be removed for selective treatment at end-of-life stage. Their removal would function as a preventive measure to ensure that additional valuable materials and CRMs are diluted or not recovered in the mix of automotive shredder residues, impacting the overall value and quality of the secondary materials.
作为对措施 M13a 和 M13b 的补充，该措施引入了最先进的零部件清单，以在报废阶段进行选择性处理。它们的去除将起到预防措施的作用，以确保额外的有价值的材料和 CRM 被稀释或不会在汽车粉碎机残留物的混合物中回收，从而影响辅助材料的整体价值和质量。
Under this measure, the preliminary list of parts and components to be removed before shredding would, in addition to the parts and components indicated in M13a and M13b, include:
根据该措施，除 M13a 和 M13b 中所示的零部件外，粉碎前需去除的零部件初步清单还包括：
·Lightweight materials which are particularly difficult to recycle like (carbon)-fibre reinforce plastics;
特别难以回收的轻质材料，如（碳）纤维增强塑料；
·Mono-material aluminium components with a weight above 5 kg, requiring the separate collection and treatment of cast and wrought aluminium,
重量超过 5 公斤的单一材料铝部件，需要对铸铝和锻铝进行单独收集和处理，
·Smaller copper and EEE parts ;
较小的铜和 EEE 部件 ；
·Small motors, controllers, actuators and inverters .
小型电机、控制器、执行器和逆变器 。
A derogation from this obligation would be granted if ATFs and shredders provide verifiable evidence that separation using automated processes leads (e.g. shredders) to recyclates of at least similar efficiency as manual dismantling and, or (semi-)automated disassembly by post shredding technologies (PST) and that such selective treatment can be monitored.
如果 ATF 和碎纸机提供可验证的证据，表明使用自动化流程（例如碎纸机）进行分离，回收效率至少与手动拆卸和/或通过后碎纸技术（PST）进行（半）自动拆卸类似，则可以免除该义务。 ）并且可以监测这种选择性治疗。
The requirements shall apply 5 years after the entry into force of the new legislation.
这些要求应在新立法生效 5 年后适用。
-M15c - Glass – 70% recycling as container glass quality or equivalent
M 15c - 玻璃 – 70% 回收作为容器玻璃质量或同等质量
Comparable to the M13b, this measure sets a material specific 70% recycling target for glass. The attainment of the quantitative target would be accompanied with quality check criteria for the recycled materials meaning that only recyclates equivalent to the container glass quality shall be accounted towards the calculation of a recycling target.
与 M13b 相比，该措施为玻璃设定了特定材料 70% 的回收目标。量化目标的实现将伴随着回收材料的质量检查标准，这意味着只有相当于容器玻璃质量的回收材料才应计入回收目标的计算。
The level of the target is based on the assessment of case studies demonstrating that 20.8 kg is recovered per ELV when destructive dismantling is applied. Assuming an average weight of 30 kg of glass per vehicle means that this reflects around 70% of the glass in a vehicle .
该目标水平基于案例研究的评估，该案例研究表明，当采用破坏性拆除时，每辆 ELV 可回收 20.8 公斤。假设每辆车玻璃的平均重量为30kg，这意味着这反映了车辆中玻璃的大约70％ 。
Introduction of the provision defining the quality of obtained recycled materials will allow to avoid down-cycling which is of critical importance for glass materials. In this regard, the recycled automotive glass shall be of a quality that can be applied to produce glass products.
引入定义所获得的回收材料质量的规定将有助于避免降级回收，这对于玻璃材料至关重要。因此，回收的汽车玻璃应具有可用于生产玻璃制品的质量。
This measure leaves open whether the glass is removed and treated separately or recovered from the shredder through application of PST. Available data suggests that current PST technologies would not result in a glass fraction that is of sufficient quality , however, such technologies could still be developed and applied in the future if minimum quality requirements are to be achieved. Monitoring and enforcement would require ATFs to provide evidence of the number of vehicles treated and the amount of glass dismantled from all vehicles and sent to recyclers. Shredders and PST operators would be required to report on vehicle inputs and recycled material outputs (glass sent to recyclers and glass containing mineral fractions that can be used in construction or in backfilling operations (limited amounts may be “recovered”)).
该措施未决定是否将玻璃移除并单独处理，还是通过应用 PST 从粉碎机中回收。现有数据表明，当前的 PST 技术不会产生质量足够的玻璃碎片 ，但是，如果要达到最低质量要求，将来仍可以开发和应用此类技术。监督和执法将要求 ATF 提供已处理车辆的数量以及从所有车辆上拆除并发送给回收商的玻璃数量的证据。碎纸机和 PST 运营商将被要求报告车辆输入和回收材料输出（发送给回收商的玻璃和含有可用于建筑或回填作业的矿物部分的玻璃（可以“回收”有限数量））。
As in the case of measure M15b, setting the recycling target would be accompanied with the complementary provisions defining the calculation/measurement points, ‘average loss rates’ which methodological aspects would be further detailed in a form of secondary legislation within the 2 years after adoption of a new legislation.
与 M15b 措施一样，设定回收目标将附带定义计算/测量点、“平均损失率”的补充规定，这些方法方面将在采用后 2 年内以二级立法的形式进一步细化一项新的立法。
The requirements shall apply 5 years after the entry into force of the new legislation.
这些要求应在新立法生效 5 年后适用。
-M16c – Setting requirements on Post Shredder Technologies (PST) to improve the quantity and quality of metal scrap recovered from ELVs
M16 c –设定要求 后碎纸机技术( PST ) 提高报废汽车回收金属废料的数量和质量
The measure aims to improve the quality of metal scrap (especially steel and aluminium scrap) from ELVs, through the adoption of treatment requirements for shredders.
该措施旨在通过采用破碎机的处理要求，提高报废汽车中的金属废料（特别是废钢和废铝）的质量。
Currently, the ELV Directive defines minimum technical requirements for treatment operations for depollution of ELVs (Article 6(3) and Annex I (3)) as well as for treatment and for storage, which apply to the dismantling processes performed by ATFs (Annex I (1) and (2)). There are however no such requirements for shredder processes (incl. post-shredder plant) in the current Directive.
目前，ELV指令定义了ELV去污染处理操作的最低技术要求（第6条（3）和附件一（3））以及处理和储存的最低技术要求，适用于ATF进行的拆解过程（附件一（1）和（2））。然而，当前指令中对破碎机工艺（包括破碎机后工厂）没有此类要求。
Under this measure, the Commission would be empowered to set the following requirements, within 5 years from entry into force of the Regulation:
根据这项措施，委员会将有权在该法规生效后 5 年内制定以下要求：
·minimum requirements for shredder/PST plants designed to improve the quality of scrap as output of the shredding process (for example through a definition of output qualities e.g., limiting the metal content of untreated Shredder Light Fractions envisaged for disposal to 1%, as well as limiting the copper contamination of steel and aluminium scrap to a certain level),
对破碎机/PST 工厂的最低要求，旨在提高破碎过程输出的废料质量（例如，通过输出质量的定义，将预计处置的未经处理的破碎机轻组分的金属含量限制为1%） ，以及将废钢和废铝的铜污染限制在一定水平），
·national reporting obligations on:
国家报告义务：
·national capacities of PST and
国家 PST 能力和
·information on input/output flows, including information on the final use and indication of how much of the input materials comes from Auto Shredder Residues (ASR) in cases where plants treat multiple waste streams.
有关输入/输出流的信息，包括有关最终用途的信息，以及在工厂处理多种废物流的情况下，有多少输入材料来自自动粉碎机残留物 (ASR) 的信息。
The measure will contribute to reduction of losses of residual metals while ensuring a minimum level of performance of PST operations.
该措施将有助于减少残余金属损失，同时确保 PST 操作的最低性能水平。
Supporting information on the measure:
该措施的支持信息：
After depollution and dismantling, mechanical treatment of ELVs takes place in shredders of metal waste. The input materials are crushed into smaller material components. Afterwards, the obtained smaller pieces are separated into metallic and non-metallic fractions.
经过净化和拆除后，报废汽车在金属废物粉碎机中进行机械处理。输入材料被粉碎成更小的材料成分。然后，将获得的较小碎片分离成金属和非金属部分。
- Limitation of metal content in the Shredder Light Fraction (SLF)
- 粉碎机轻馏分 (SLF) 中金属含量的限制
The main output of the process is steel scrap. When this scrap has a high density, high degree of purity and homogenous size, it can be used directly in metal works to produce steel. The other obtained fractions are shredded non-ferrous fractions (containing other metallic products) and Auto Shredder Residues (ASR) containing the subfractions Shredder Light Fraction (SLR) and Shredder Heavy Fraction (SHF). These fractions can be further treated to recover as much material as possible and to minimise the amount of waste sent for disposal.
该工艺的主要产出是废钢。当这种废料具有高密度、高纯度和均匀尺寸时，可以直接用于金属厂生产钢材。其他获得的馏分是切碎的有色金属馏分（含有其他金属产品）和包含切碎机轻馏分（SLR）和切碎机重馏分（SHF）的亚馏分的自动切碎残渣（ASR）。这些碎片可以进一步处理，以回收尽可能多的材料，并最大限度地减少送往处置的废物量。
The possible further treatment of mixed non-ferrous output may be separation, for example by eddy current separations, metal-sensing or by dense media separation.
混合有色金属输出物的可能的进一步处理可以是分离，例如通过涡流分离、金属传感或通过致密介质分离。
The ASR fractions can be further treated in post-shredder technology (PST) plants. Such further treatments of the mixed non-ferrous fraction and the ASR fraction can take place in integrated plants or separate (centralised) plants.
ASR 部分可以在粉碎机后技术 (PST) 工厂中进一步处理。混合有色金属部分和ASR部分的此类进一步处理可以在综合工厂或单独（集中）工厂中进行。
As demonstrated in several studies untreated SLF contains several percent of residual metals, representing up to 7.8 %, respectively 6.3 % (Sander et al. 2020) or according to studies performed more than a decade ago even 11 % (Duwe and Goldmann 2012).
多项研究表明，未经处理的 SLF 含有百分之几的残留金属，分别高达 7.8% 和 6.3%（Sander 等人，2020 年），或者根据十多年前进行的研究，甚至达到 11%（Duwe 和 Goldmann，2012 年）。
Regarding the SLF a joint presentation of Ökopol and Umweltbundesamt (Germany) concluded (Sander et al. 2017): “Typical disposal routes for the shredder light fraction are energy recovery or incineration, backfilling, the use as landfill construction materials, or landfilling. In the case of these disposal routes, functional recycling of the recyclable materials is mostly not carried out. Therefore, a limitation of the contained recyclables, in particular of the metals, seems appropriate.”
关于 SLF，Ökopol 和 Umweltbundesamt（德国）联合发表的结论是（Sander 等，2017）：“粉碎机轻馏分的典型处置途径是能量回收或焚烧、回填、用作垃圾填埋场建筑材料或填埋。在这些处置途径的情况下，可回收材料的功能性回收大多没有进行。因此，对所含可回收物（尤其是金属）进行限制似乎是适当的。”
A possible maximum metal content for shredder residues, which are destined for backfilling/ landfill construction, energy recovery/incineration or final disposal/landfill sites, should be ambitious in order to recover as many metals as possible as secondary raw materials, and should orient themselves to the technical possibilities. The removal of metal from the shredder light fraction at least to below 1 % metal content by means of post-shredder is considered to be feasible .
用于回填/垃圾填埋场建设、能源回收/焚烧或最终处置/垃圾填埋场的粉碎残留物的可能的最大金属含量应该是雄心勃勃的，以便回收尽可能多的金属作为二次原材料，并且应该自我定位技术可能性。通过后粉碎机将金属从粉碎机轻馏分中除去至少至低于1%的金属含量被认为是可行的 。
In Switzerland, such an approach is already implemented: According to Article 21 of the Swiss Waste Ordinance , metal pieces are to be removed and recycled from the lightest fraction that occurs during the comminution of metal-containing waste (light fraction).Copper content in steel scrap destined for recycling, is considered an impurity of steel and may affect the portfolio of applications in which secondary steel can be applied (EUROFER 27.10.21). As outlined in the consultant study supporting the impact assessment , copper (Cu) contamination in steel varies and ranges between 0.2 to 0.7%. Copper content in shredder/PST deliverables is considered an impurity also for fraction rich in aluminium. Similar to steel, Eurometaux state that the dismantling of components with copper prior to shredding would allow secondary aluminium of higher purity.
在瑞士，这样的方法已经实施：根据瑞士废物条例第21条，金属碎片应从含金属废物粉碎过程中产生的最轻部分（轻部分）中去除和回收。用于回收的废钢中的铜含量被认为是钢的杂质，可能会影响再生钢的应用组合（EUROFER 27.10.21）。正如支持影响评估的顾问研究中所述 ，钢中的铜 (Cu) 污染各不相同，范围在 0.2% 至 0.7% 之间。破碎机/PST 可交付物中的铜含量对于富含铝的部分也被认为是杂质。与钢类似，Eurometaux 表示，在粉碎之前用铜拆卸部件将获得更高纯度的再生铝。
Figure 7.8 Steel mass flows (in Mt) corresponding to the production of cars and the recycling of end-of-life vehicles traced through the 2008 global steel system, both current practice and a theoretical closed-loop.
图 7.8 通过 2008 年全球钢铁系统（当前实践和理论闭环）追踪的与汽车生产和报废车辆回收相对应的钢铁质量流量（单位：吨）。
Legend: In the closed-loop, indicated by dashed flows, ELVs are not used for reinforcing bar production. The red numbers represent technical interventions along the supply chain to achieve a closed-loop: (1) more disassembly, (2) better shredding, (3) better sorting, (4) chemical extraction, (5) increase tolerance, and (6) reduce copper content. Source: (Daehn et al. 2017a)
图例：在虚线流所示的闭环中，ELV 不用于钢筋生产。红色数字代表供应链上的技术干预，以实现闭环：（1）更多拆卸，（2）更好的粉碎，（3）更好的分拣，（4）化学提取，（5）增加耐受性，（6） ) 降低铜含量。资料来源：（Daehn 等人，2017a）
According to (Daehn et al. 2017b) about 80 % of the original copper can be removed in magnetic separation. However, alternative practices exist. For instance, Sicon claims to reduce the output of their improved shredding to 0.1 % of copper concentration. effectiveness copper concentration achievable) to qualitative energy/cost for various technologies to separate copper. The most common separation methods and the methods that are in practice under certain conditions are not necessary the most efficient one and can be actually also quite costly (quite high qualitative energy/cost). Methods that show higher efficiency (copper concentration achievable) and seems to be not too costly need still scale-up development . Thus, it would be recommended to introduce the limit on copper contamination in steel scrap (excluding homogenous steel that contains alloyed copper) stepwise and with transition time. According to the European Steel Scrap Specification that defines aimed analytical content of E40 steel scrap (output from the shredder), the aimed Cu-content is 0.25 % . Additionally, sorting trials performed by ArcelorMittal with X-ray sorting machine (QXR TITECH) prove that it is possible to obtain Fe fraction with Cu-contamination lower than 0.25 % (obtained 0.209 %) from the shredded scrap with original Cu-contamination in a level of 0.655 %.
根据（Daehn 等人，2017b），约 80% 的原始铜可以通过磁力分离去除。然而，存在替代做法。例如，Sicon 声称将其改进的粉碎机的产量减少至铜浓度的 0.1%。可达到的铜浓度的有效性）到各种铜分离技术的定性能源/成本。最常见的分离方法和在某些条件下实际应用的方法不一定是最有效的方法，并且实际上也可能相当昂贵（相当高的定性能量/成本）。显示出更高效率（可实现铜浓度）并且成本似乎不太高的方法仍需要扩大规模开发 。因此，建议逐步并有过渡时间地引入对废钢（不包括含有合金铜的均质钢）中铜污染的限制。根据定义 E40 废钢（破碎机输出）目标分析含量的欧洲废钢规范 ，目标铜含量为 0.25% 。此外，安赛乐米塔尔使用 X 射线分选机 (QXR TITECH) 进行的分选试验证明，可以从含有原始铜污染的碎废钢中获得铜污染低于 0.25% 的铁部分（获得 0.209%）。水平为0.655%。
Thus, it seems technically achievable to set up a first threshold for average copper content of 0.25 %, which after several years could decrease, while in the meantime technology could develop. Nevertheless, it is possible to obtain the level of 0.25 % also due to improved dismantling. IRSID-USINOR & CTRA Study and presentation from ArcelorMittal show that improved sorting dismantling of parts that contain copper prior to shredding significantly influence Cu-content after shredding of the dismantled ELV.
因此，将平均铜含量的第一个阈值设定为0.25%在技术上似乎是可以实现的，几年后该阈值可能会下降，同时技术也可以发展。尽管如此，由于拆解的改进，也有可能达到 0.25% 的水平。 IRSID-USINOR 和 CTRA 安赛乐米塔尔的研究和演示表明，在粉碎之前改进含铜零件的分选拆解会显着影响拆解的 ELV 粉碎后的铜含量。
Additionally, an introduction of such provision will also require development of monitoring methods of the concentration of tramp elements in solid scrap since there are no nominal limits for this concentration (Daehn et al. 2017a). Institute of scrap recycling industries (ISRI) classifications do not classify the max. level of Cu in ferreous scrap . This measure shall apply 5 years after entry-into-force.
此外，引入此类规定还需要开发固体废料中杂质元素浓度的监测方法，因为该浓度没有名义限值（Daehn 等人，2017a） 。废料回收工业协会 (ISRI) 分类未对最大数量进行分类。含铁废料中铜的含量。本办法自生效5年后施行。
7.2.47.2.4 Policy Options 4A, 4B,4C and 4D (related to specific objective 4 ‘collect more’)
7.2.4 政策选项4 A 、4B 、 4C和 4D （与具体目标 4“收集更多”相关）
PO4A, PO4B and PO4C target the specific objective 4 ‘Collect more’, with different policy strategies. PO4D is a cumulative combination of all measures under PO4A, PO4B and PO4C, including a few synergies between them while excluding overlapping elements.
PO4A 、 PO4B和PO4C针对具体目标4 “收集更多” ，采取不同的政策策略。 PO4D是PO4A 、 PO4B和PO4C下所有措施的累积组合，包括它们之间的一些协同作用，同时排除重叠元素。
PO4A focuses on enhanced reporting and enforcement of existing rules. Member States are required to keep better track of their national vehicle fleets and ELVs by mandatory annual reporting on the number vehicles registered, de-registered, treated as ELVs and shipped outside the Member State of registration (M17a) . To facilitate better traceability, a new obligation would be established for dismantlers to issue a certificate of destruction (CoD) for each ELV treated and report it digitally to the competent authorities of their Member State, and for shredders to only accept ELVs with a corresponding CoD and then to notify final destruction to the same competent authorities (M18). This is in line with the suggestions from the F4F platform which stressed that the delivery and registration of CoD need to be improved . Member States are encouraged to exchange best practices on the use of incentives to achieve higher ELV collection numbers . To strengthen enforcement, there is a definition of minimum requirements for sector inspections and enforcement actions (M19a). Finally, reporting on sanctions applied by the Member States with respect to violations of the rules set out in the future legislation is added to the national reporting requirements (M17a).
PO4A侧重于加强现有规则的报告和执行。成员国必须通过强制年度报告注册、注销、作为 ELV 处理以及运往注册成员国境外的车辆数量来更好地跟踪其国家车队和 ELV (M17a) 。为了促进更好的可追溯性，拆解商将承担一项新义务，即为每辆处理过的报废汽车颁发销毁证书（CoD），并向其成员国的主管当局以数字方式报告，而粉碎商则只接受具有相应 CoD 的报废汽车然后向同一主管当局通知最终销毁（M18）。这与F4F平台的建议是一致的，F4F平台强调COD的交付和注册需要改进 。鼓励成员国交流利用激励措施的最佳实践，以实现更高的报废汽车收集数量 。为了加强执法，定义了部门检查和执法行动的最低要求（M19a）。最后，国家报告要求 (M17a) 中增加了关于成员国针对违反未来立法中规定的规则而实施的制裁的报告。
PO4A contains the following Measures 17-19 (M17a-M19a):
PO4A 包含以下措施 17-19 (M17a-M19a)：
-M17a - Reporting by Member States on elements designed to address the problem of “missing vehicles”
M17 a -成员国就旨在解决“车辆失踪”问题的要素进行的报告
The persistent problem of missing vehicles relates elements design to tackle the problem including vehicle registrations, on import and export of used vehicles, on incentives to encourage delivery to an ATF and on penalties.
持续存在的车辆丢失问题涉及解决该问题的要素设计，包括车辆登记、二手车进出口、鼓励向 ATF 交付的激励措施以及处罚。
The measure builds on the current obligations on Member States under Commission Decision 2005/293/EC and introduces first an additional obligation for the Member States to annually report to the Commission on the national vehicle stock and detailed changes. The reporting elements will include the following data: i) total number of vehicles registered; ii) new registrations; iii) imports and exports of used vehicles; iv) temporary de-registrations, and v) permanent de-registrations.
该措施以欧盟委员会第 2005/293/EC 号决定规定的成员国现行义务为基础，并首先引入了成员国每年向欧盟委员会报告国家车辆库存和详细变化的额外义务。报告要素将包括以下数据： i) 登记的车辆总数； ii) 新注册； iii) 二手车的进出口； iv) 临时注销，以及 v) 永久注销。
To strengthen the effectiveness of the CoD, this measure will also provide for provisions on the exchange of information on the best practices by the Member States in applying incentives, including the economic ones , that encourage the last owner of an end-of-life vehicle to deliver it to an ATF and receive a CoD in return. The Member States will be asked to provide information on such incentives to the Commission as part of their regular reporting on the implementation of the regulation.
为了加强 CoD 的有效性，该措施还将规定成员国就应用激励措施（包括经济激励措施的最佳做法进行信息交流，以鼓励报废产品的最后所有者车辆将其交付给 ATF 并收到 CoD 作为回报。成员国将 被要求向委员会提供有关此类激励措施的信息，作为其有关法规实施情况的定期报告的一部分。
Thirdly, the measure foresees that Member States should report to the Commission on the measures taken to address breaches of the requirements contained in the new legislation (for example penalties for operators of illegal dismantling and shredding or for selling an ELV to illegal dismantlers and for dealers (and electronic platform) dealing with dismantled (used) spare parts from non-authorised facilities)).
第三，该措施预计成员国应向委员会报告为解决违反新立法中所载要求的行为而采取的措施（例如对非法拆解和粉碎操作者或向非法拆解者和经销商出售报废汽车的处罚） （和电子平台）处理来自非授权设施的拆卸（使用）备件））。
The collected data will allow to collect evidence and verify whether all vehicles that reach end-of life are transferred to ATFs where the certificate of destruction (CoD) is issued.
收集的数据将有助于收集证据并验证是否所有达到使用寿命的车辆都被转移到颁发销毁证书（CoD）的 ATF。
The reporting period by the Member States shall be every 3 years, with a first reporting 3 years after application of the new legislation.
成员国的报告期应每三年一次，首次报告在新立法实施后三年后进行。
Example of a draft reporting form on data on the national vehicle market for M1 and N1 vehicles
M1 和 N1 车辆全国车辆市场数据报告表草案示例
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ØReference year (n) 参考年 (n) |
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ØCertificates of destruction (CoDs) issued for domestic ELVs
为家用ELV颁发销毁证书（CoD） |
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ØCoDs issued for vehicles, not registered in the reporting country
为未在报告国注册的车辆签发的 CoD |
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ØPermanent cancellations of registration
永久取消注册 |
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ØELVs imported for treatment (excluding transit)
进口用于治疗的ELV（不包括过境） |
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ØTotal ELVs treated in the reporting country
报告国治疗的 ELV 总数 |
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Number per year, 每年数量，
during the reference year
参考年期间 |
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(A) New vehicles placed on the national market:
（一）投放全国市场的新车： |
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(1) Registered for the use on public roads for the first time
（一）首次在公共道路上使用登记 |
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(2) not registered (not for the use on public roads)
(2) 未注册（不得在公共道路上使用） |
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(B) Import of used vehicles:
（二）二手车进口： |
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(1) from other EU Member States and re-registered for the use on public roads
(1) 来自其他欧盟成员国并重新注册用于公共道路 |
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(2) from non-EU countries and re-registered for the use on public roads
(2) 来自非欧盟国家并重新注册用于公共道路 |
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(3) not re-registered (not for the use on public roads)
（3）未重新登记（不得在公共道路上使用） |
Estimation possible 可以估计 |
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(C) Change in vehicle stock
(C) 车辆保有量变化 |
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Numbers on the 31 December of the reference year (n)
标准年 12 月 31 日的数字 (n) |
Numbers on the 31 December of the previous year (n-1)
上一年12月31日的数字（n-1） |
Change in stock = 库存变化=
year (n) – year (n-1)
年 (n) – 年 (n-1) |
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(1) Stock of vehicles registered for the use on public roads
(1) 登记在公共道路上使用的车辆保有量 |
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(2) Temporarily de-registered vehicles
（二）临时注销车辆 |
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(3) Suspended vehicle registrations
(3) 暂停车辆登记 |
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Total = Σ(C) 总计 = Σ(C) |
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Number per year, 每年数量，
during the reference year
参考年期间 |
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(D) Export of used vehicles:
（四）二手车出口： |
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(1) to other EU Member States and re-registered for the use on public roads
(1) 发往其他欧盟成员国并重新注册以在公共道路上使用 |
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(2) to non-EU countries and re-registered for the use on public roads
(2) 到非欧盟国家并重新注册在公共道路上使用 |
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(3) other exports of used vehicles, not re-registered for the use on public roads or unknown if re-registered in the country of destination
(3) 其他出口二手车，未重新登记在公共道路上使用或是否在目的地国重新登记情况不明 |
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(E) Domestical ELVs treated, proven by issued CoD:
(E) 经处理并由签发的 CoD 证明的国内 ELV： |
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(1) domestical ELVs treated domestically
（一）国产报废汽车国内处理 |
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(2) domestical ELVs exported for treatment
（二）国产报废汽车出口处理 |
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Accompanying notes to the data reporting form:
数据报告表附注：
-For the terms: “registration”, “cancellation of a registration”, “suspension” pls refer to COUNCIL DIRECTIVE 1999/37/EC of 29 April 1999 on the registration documents for vehicles.
对于“登记”、“取消登记”、“暂停”等术语，请参阅 1999 年 4 月 29 日关于车辆登记文件的理事会指令 1999/37/EC。
-The terms “temporary deregistration” and “Certificate of destruction” is defined in Article [to be completed one the articles are drafted in detail] of the revised ELV legislation.
“临时注销”和“销毁证明”的术语在修订后的报废车辆立法[待详细起草后完成]条中定义。
-The term “permanent cancellation of the registration” means that one of the following situations apply: a) CoD issued to national vehicle register, b) proven theft of a vehicle, c) proven export of a vehicle, d) Exemptions upon specific request: e.g. a vintage vehicle is stored in a (private) kind of museum: accompanying documents demonstrate the conditions where and how the vehicle is stored. The use on private ground shall not be a reason for permanent cancellation of the registration but it shall fall under temporary deregistration.
“永久注销登记”一词是指适用以下情况之一：a) 向国家车辆登记处签发 CoD，b) 证明车辆被盗，c) 证明车辆出口，d) 根据具体要求进行豁免：例如，一辆老式车辆存放在（私人）博物馆中：随附文件显示了车辆存放地点和存放方式的条件。私人使用不得成为永久注销登记的理由，但属于临时注销登记。
-Data from intra-EU foreign trade statistics are, due to the reporting thresholds, not reliable for reporting on this intra EU export of used vehicles. Instead, data shall be available from the national vehicle registration authority using data exchange based on Article 5(2) of Directive 1999/37/EC.
由于报告门槛的原因，欧盟内部外贸统计数据对于报告欧盟内部二手车出口并不可靠。相反，应根据 1999/37/EC 指令第 5(2) 条使用数据交换从国家车辆登记机构获取数据。
-For the data on export to non-EU countries data from foreign trade statistics shall be used as an additional source to the data provided by the national registration authority.
对于向非欧盟国家出口的数据，应使用外贸统计数据作为国家登记机关提供的数据的补充来源。
-The submission of the data shall be accompanied by a quality report on methods used for the collection of the data, the data sources and their quality. As far as the quality report does disclose problems with data sources and quality, the report shall outline how the Member State proposes to overcome the identified problems.
提交数据时应附有关于数据收集方法、数据来源及其质量的质量报告。只要质量报告确实披露了数据源和质量问题，报告应概述成员国建议如何克服已发现的问题。
-M18 - Obligations for dismantlers /recyclers to check and report on ELVs/ CoDs
M18 - 拆解商/回收商检查和报告 ELV/CoD 的义务
The measure introduces a requirement for ATFs to issue a Certificate of Destruction (CoD) for each dismantled vehicle through an electronic notification procedure to the competent Member State authority along with the delivery of the CoD to the last owner (hardcopy or electronic statement). The VIN number of a vehicle shall be clearly identifiable on the ELV parts and components sent for shredding.
该措施要求 ATF 通过电子通知程序向成员国主管当局颁发每辆拆解车辆的销毁证明 (CoD)，并将 CoD 交付给最后车主（硬拷贝或电子声明）。送去粉碎的报废汽车零部件上应清晰可辨车辆的 VIN 号。
The notification requirements will be accompanied with an obligation for shredders to request from the suppliers of bulks of vehicle carcasses or shear ELV scrap that these carcasses/scraps are identified by the VIN number of the ELV concerned and accompanied with a copy of the CoD of the ELV. Shredders receiving carcasses or shear scrap from ELV without this information (VIN + CoD) should report it to the competent authorities and only be authorised to use it in their shredding operations upon authorisation from these authorities.
伴随着通知要求，破碎商有义务要求散装车辆残体或剪切报废汽车的供应商要求这些残体/报废通过相关报废车辆的 VIN 号码进行识别，并附上报废车辆的 CoD 副本。弱电。从 ELV 接收屠体或剪切废料但没有此信息（VIN + CoD）的撕碎机应向主管当局报告，并且只有在获得主管当局授权后才可在其撕碎作业中使用该信息。
Shredders will be requested to annually report electronically to the competent Member State authority the number of ELVs that they treat and their corresponding VIN and CoD.
碎纸厂将被要求每年以电子方式向成员国主管当局报告其处理的 ELV 数量及其相应的 VIN 和 CoD。
This requirement shall apply 3 years after the adoption of the new legislation.
该要求应在新立法通过后 3 年后适用。
-M19a - Definition of minimum requirements for sector inspections and implementation and enforcement action
M19 a - 部门检查、实施和执法行动最低要求的定义
Under this measure, all Member States would be required to conduct at least once a year a campaign of physical inspections of the sector, comprising a) ATFs, b) repair garages not registered as ATFs and c) known/suspected illegal operators not registered at all. The campaign shall cover at least 10% of all sites/facilities each year. The campaign shall also cover inspections focusing on the shipments of used/end-of-life vehicle, such as storage places, land transport routes and harbours with the aim to verify compliance with the future legislation on ELV and the Waste Shipment Regulation.
根据这项措施，所有成员国将被要求每年至少对该行业进行一次实地检查，包括 a) ATF、b) 未注册为 ATF 的修理厂和 c) 未注册为 ATF 的已知/涉嫌非法经营者。全部。该活动每年应覆盖至少 10% 的场地/设施。该活动还应涵盖针对二手/报废车辆运输的检查，例如储存地点、陆路运输路线和港口，目的是验证是否符合未来的报废车辆立法和废物运输法规。
This measure would also foresee a requirement for Member States competent authorities to cooperate with each other to ensure enforcement of the legislation, including providing access to their national registers to respective authorities of other Member States (e.g., registration authorities, customs authorities, police) to verify information on vehicles registered/de-registered from their register, including the motives of vehicle de-registration.
该措施还要求成员国主管当局相互合作，以确保立法的执行，包括向其他成员国的各自当局（例如登记当局、海关当局、警察）提供其国家登记册的访问权限，以确保立法的执行。从登记册中核实登记/注销车辆的信息，包括车辆注销的动机。
The Member States will have to submit a report every 5 years on the inspection campaign and their results to the Commission. Based on them, the Commission shall prepare a report summarising these findings and containing recommendations where appropriate.
成员国必须每五年向委员会提交一份关于检查活动及其结果的报告。在此基础上，委员会应准备一份报告，总结这些调查结果并酌情包含建议。
This requirement shall apply 1 year after the entry into force of the new legislation.
该要求应在新立法生效一年后适用。
PO4B provides new measures designed to improve exchange of information between Member States on missing vehicles and to foster harmonised enforcement. With regard to the exchange of information between Member States, PO4B consists in provisions to ensure that Member States (i) provide additional information in their national vehicles registers on elements which are necessary to track de-registered vehicles and ELVs and (ii) provide access through digital means to their national registers to all other Member State competent authorities to improve traceability (M20). This would allow for better control of the vehicle status and strengthen the ability of enforcement authorities to carry out more stringent checks on compliance, as stressed in the F4F opinion . These provisions could be added either in Directive 1999/37/EC on the registration documents for vehicles or in the new legislation on 3R type-approval - ELV. For the export of vehicles, the definition of ELVs will be clarified by introducing mandatory criteria which will make it easier to distinguish waste vehicles from used vehicles (M19b) and hence avoid that ELVs are exported as used vehicles. It corresponds with the suggestion of the F4F opinion, acknowledging the illegal export of vehicles outside of the EU being is of the major issues with regard to the implementation of the ELV Directive . Finally, Member States would be required to establish appropriate sanctions for breaches of the legislation, especially in case of selling ELVs to illegal dismantlers, illegal export, illegal sales of used spare parts from ELVs (M17b).
PO4B提供 新措施旨在改善成员国之间关于失踪车辆的信息交流并促进统一执法。 关于成员国之间的信息交换，PO4B 的规定旨在确保成员国 (i) 在其国家车辆登记册中提供有关追踪注销车辆和 ELV 所需要素的附加信息，以及 (ii)提供所有其他成员国主管当局通过数字方式访问其国家登记册，以提高可追溯性（M20）。正如 F4F 意见所强调的那样，这将有助于更好地控制车辆状态，并增强执法机构对合规性进行更严格检查的能力。这些规定可以添加到有关车辆登记文件的指令 1999/37/EC 中，也可以添加到有关 3R型式认证- ELV的新立法中。对于车辆出口，将通过引入强制性标准来明确报废汽车的定义，这将更容易区分废旧车辆和二手车（M19b），从而避免报废汽车作为二手车出口。 它与F4F意见的建议相一致，承认向欧盟以外非法出口车辆是实施ELV指令的主要问题 。最后，成员国需要对违反立法的行为制定适当的制裁措施，特别是在向非法拆解商出售报废汽车、非法出口、非法销售报废汽车旧零部件的情况下（M17b）。
PO4B contains the following Measures 17-20 (M17b-M20):
PO4B 包含以下措施 17-20 (M17b-M20)：
-M17b – Establishing of fines for the ELV sector in case of selling an ELV to illegal dismantlers, for dealers (and electronic platform) dealing with dismantled (used) spare parts from non-authorised facilities.
M17b – 对处理来自未经授权设施的拆解（二手）备件的经销商（和电子平台）向非法拆解商出售 ELV 的情况，对 ELV 行业进行罚款。
Under this measure, the future legislation would provide for the obligation for the Member States to establish effective, proportionate and dissuasive penalties corresponding to breaches of the requirements under the ELV legislation, especially for:
根据这项措施，未来的立法将规定成员国有义务针对违反 ELV 立法要求的行为制定有效、相称和劝阻性的处罚，特别是：
1.owners who bring their ELV to non-authorised facilities;
将报废车辆带到未经授权的设施的车主；
2.illegal dismantling and shredding or for selling an ELV to illegal dismantlers;
非法拆解、粉碎或者向非法拆解者出售报废汽车；
3.operators (including online platform providers) trading (used) spare parts dismantled from ELVs from non-authorised facilities or illegally exporting used vehicles or ELVs.
经营者（包括网络平台提供商）交易从非授权设施拆解的报废汽车（二手）备件或非法出口二手车或报废汽车。
As part of their reporting on the implementation of the new legislation on ELVs, Member States will be requested within 3 years after adoption of the new legislation to i) notify to the Commission the legal provisions setting sanctions, and ii) report how these sanctions are implemented (imposed). The Commission will prepare a report on the received information with the aim to share best practices among the Member States.
作为关于 ELV 新立法实施情况报告的一部分，将要求成员国在新立法通过后 3 年内 i) 向委员会通报制定制裁的法律条款，以及 ii) 报告这些制裁的实施情况实施（强加）。委员会将根据收到的信息编写一份报告，旨在在成员国之间分享最佳做法。
-M19b –A clearer definition of ELV to ensure that there is a better distinction between used vehicles and ELVs
M 19b – 对 ELV 进行更清晰的定义，以确保更好地区分二手车和 ELV
The definition of End-of-Life vehicle would be improved to better distinguish between ELV and used vehicles. For this purpose, a list of mandatory legal criteria differentiating used vehicle from an ELV will be introduced into the new legislation, based on the Waste Shipment Correspondents’ Guidelines No 9 on Shipments of Waste Vehicles . Under this improved definition, a vehicle that is considered an economic total loss (in the country of first registration) will be considered as an ELV. The consequence would be that such vehicles should be delivered to ATFs and the Waste Shipment Regulation would apply to cross-border shipments of such vehicles.
报废车辆的定义将得到改进，以更好地区分报废车辆和二手车。为此，根据《废物运输通讯员指南》第 9 号，新立法将引入一系列区分二手车和 ELV 的强制性法律标准。 报废车辆的运输量 ．根据这一改进的定义，被视为经济全损（在首次登记国）的车辆将被视为 ELV 。结果将是此类车辆应交付给 ATF，并且废物运输法规将 适用于此类车辆的跨境运输。
The dealers of such vehicles will have to prove to the last owner of a total loss vehicle and to the competent authority of the Member State that the vehicle was actually delivered to an ATF. This could help avoiding that economic operators such as insurance companies sell “economic total loss cars” to unscrupulous operators, as they would be forced to hand over these cars (deemed ELVs) to ATFs, even when the cars are not shipped to another country but sold in the same country.
此类车辆的经销商必须向全损车辆的最后一个车主以及成员国的主管当局证明该车辆实际上已交付给 ATF。这有助于避免保险公司等经济运营商向无良运营商出售“经济全损汽车”，因为他们将被迫将这些汽车（视为报废汽车）交给 ATF，即使这些汽车没有运往另一个国家，而是在同一个国家出售。
These new criteria (and the corresponding requirements) shall apply directly upon the entry into force of the new legislation.
这些新标准（以及相应的要求）应在新立法生效后直接适用。
-M20 – Improving the information contained in national vehicle registries and making them interoperable to increase the transparency on the shipments of used vehicles
M20 – 改进国家车辆登记中包含的信息并使其具有互操作性，以提高二手车运输的透明度
This measure aims to increase transparency across the EU on the de-registration of vehicles. The lack of reliable information and the lack of exchange of information between Member States is a serious obstacle in the efforts to track “missing vehicles”. The changes described in this measure would be introduced either in the new legislation on 3R type-approval-ELV or in the legislation on roadworthiness, which is currently under review .
该措施旨在提高欧盟范围内车辆注销登记的透明度。缺乏可靠信息以及成员国之间缺乏信息交流是追踪“失踪车辆”努力的严重障碍。该措施中描述的变化将被引入关于3R 型式认证-ELV 的新立法或目前正在审查的道路适用性立法中 。
The measure would include the following elements:
该措施将包括以下内容：
1.Member States shall include in their national register information on the reasons for which a vehicle is permanently removed from their register.
成员国应在其国家登记册中包含有关车辆从其登记册中永久删除的原因的信息。
These reasons shall be limited to:
这些原因应限于：
a. 一个。Dismantling of a car considered as an ELV at an Authorized Treatment Facility (ATF), upon presentation of a Certificate of Destruction (CoD);
在出示销毁证明 (CoD) 后，在授权处理机构 (ATF) 拆除被视为 ELV 的汽车；
b.Export of a vehicle, upon presentation of the relevant export documents;
出示相关出口文件后出口车辆；
c.Theft of a vehicle, upon presentation of police report;
车辆被盗，需出示警方报告；
d.Exemptions upon specific request: e.g., a vintage vehicle is stored in a (private) museum.
根据特定要求进行豁免：例如，老式车辆存放在（私人）博物馆中。
This information provided in the registers shall also be directly accessible by national authorities responsible for the implementation of the EU rules on end-of-life vehicles.
负责执行欧盟报废车辆规则的国家当局也可以直接访问登记册中提供的信息。
2.A requirement for the owner of a vehicle which is “temporarily de-registered” to report changes on the ownership of the vehicle in question to the registration authority.
要求“临时注销”车辆的车主向登记机关报告有关车辆所有权的变化。
In this case, the original owner of a vehicle will have a duty to provide information on the details of the new owner, so that this new owner can be clearly identified and recorded in the national register of the country where a person is established.
在这种情况下，车辆的原车主有义务提供新车主的详细信息，以便可以清楚地识别该新车主，并将其记录在个人所在国的国家登记册中。
The aim of this measure is to avoid those vehicles which are “temporarily de-registered” are transferred to owners who would dismantle or export them illegally.
此举的目的是避免那些“临时注销”的车辆被转让给非法拆解或出口的车主。
3.Set up an obligation for Member States authorities to make available to authorities (e.g., registration authorities, customs authorities, police) in all other Member States information on vehicles registered/de-registered from their register, including the motives of vehicle de-registration. To facilitate the exchange between EU Member States of vehicle registration information needed for the future legislation on ELV and 3R type-approval, the new legislation would foresee that this exchange takes place digitally.
规定成员国当局有义务向所有其他成员国的当局（例如登记当局、海关当局、警察）提供有关在其登记册上登记/注销的车辆的信息，包括车辆注销的动机。为了促进欧盟成员国之间交换未来 ELV 立法和 3R型式认证所需的车辆登记信息，新立法 可以预见这种交换将以数字方式进行。
This regulatory change will allow the authorities of one Member State to retrieve information on a vehicle present on its territory and check what its status is in another Member State. This would also increase traceability of vehicles which are moved in large number between Member States during their use phase and sometimes for the purpose of their dismantling at their end-of-life phase. This is key for the purpose of reducing the number of “missing vehicles”, but also for the functioning of “extended producer responsibility schemes” whereby car manufacturers would assume additional obligations to those already in force today, for instance for the dismantling of end-of-life vehicles, including where these ELVs are treated in a Member State different from the one where the vehicle was first put on the market. Exchange of information should be made possible through the use of the Vehicle Identification Number (VIN) and provide information on the brands of the vehicles concerned.
这一监管变化将允许一个成员国的当局检索其领土上存在的车辆的信息，并检查其在另一个成员国的状态。这也将提高在使用阶段在成员国之间大量运输的车辆的可追溯性，有时是为了在报废阶段进行拆卸。这对于减少“失踪车辆”的数量至关重要，而且对于“生产者延伸责任计划”的运作也至关重要，根据该计划，汽车制造商将对目前已经生效的义务承担额外义务，例如拆除最终车辆。报废车辆，包括这些 ELV 在与车辆首次投放市场的成员国不同的成员国进行处理。应通过使用车辆识别码（VIN）并提供有关车辆品牌的信息来实现信息交换。
The changes proposed above are in line with the stakeholder views. 87% or 180 of all stakeholders who participated in the open public consultation agreed that better traceability should be established between the EU Member States’ registration systems on a legal status of a vehicle until its final deregistration.
上述建议的变更符合利益相关者的观点。参与公开咨询的所有利益相关者中有 87%（即 180 名）同意，欧盟成员国的登记系统之间应就车辆的法律地位建立更好的可追溯性，直至其最终注销。
For a consistent implementation, the new legislation will contain definitions linked to the de-registration of vehicles which is aligned with the Directive 1999/37/EC on registration documents (which is part of the “Roadworthiness package”) .
为了一致的实施，新的 立法将包含与车辆注销相关的定义，该定义与关于注册文件的指令 1999/37/EC（“道路适航性包”的一部分） 保持一致。
These provisions would apply 5 years after the entry into force of this revision.
本规定自本次修订生效5年后适用。
PO4C: Under this option, new provisions would be established with regard to the export of used vehicles outside the EU. First, exporters would be required to make available the vehicle identification number (VIN) and the information on the roadworthiness status of used vehicles to customs authoritiesM19c). Secondly, only used vehicles which are verified as roadworthy would be authorised to be exported to non-EU countries. An exporter would be required to make available to customs authorities the information on the roadworthiness status of the vehicle. In addition, the future legislation would foresee a possibility to develop a risk-based control mechanism to check how the EU vehicles exported, comply with the specific requirements imposed by third countries regarding the environment and road safety. (M21).
PO4C：在此方案下，将对欧盟以外的二手车出口制定新规定。首先，出口商需要向海关当局提供车辆识别码 (VIN)和二手车适航状态信息 M19c)。其次，只有经过验证适合道路行驶的二手车才会被授权出口到非欧盟国家。出口商需要向海关当局提供有关车辆适航状态的信息。此外，未来的立法将预见到建立基于风险的控制机制的可能性，以检查欧盟车辆的出口情况，遵守第三国关于环境和道路安全的具体要求。 （M21）。
PO4C contains the following Measures 19, 21 (M19c-M21):
PO4C 包含以下措施 19、21 (M19c-M21)：
-M19c – Making information on vehicle identification (VIN) and roadworthiness available to customs authorities
M19c –向海关提供有关车辆识别(VIN)和适航性的信息 当局
To improve traceability on the export of used vehicles from the EU to third countries, exporters of used vehicles would have the obligation to make available the information on the Vehicle Identification Number (VIN) and roadworthiness status of each used vehicle to customs and other relevant authorities. The presence of the necessary information will be made mandatory through new TARIC measures.
为了提高从欧盟向第三国出口二手车的可追溯性，二手车出口商有义务向海关和其他相关机构提供每辆二手车的车辆识别码（VIN）和适航状态信息。新的 TARIC 措施将强制要求提供必要的信息。
These provisions would apply 3 years after the adoption of the implementing acts, 7 years after the entry into force of this Regulation.
这些规定自实施法通过后3年、本条例生效后7年适用。
-M21 - Export requirements for used vehicles linked to roadworthiness status
M 21 -与适航状态相关的二手车出口要求
This measure would set out a requirement that the export of a used vehicle to third countries will only be authorised the vehicle concerned is roadworthy. The measure would apply to the vehicle categories (M1 and N1) that are falling within the current scope of the ELV Directive. The exporters placing used vehicles under the export procedure would make available to customs authorities the vehicle identification number (VIN), the information on the validity of the roadworthiness of the vehicle concerned, and the information on the Member State where the vehicle concerned was last registered .
该措施将规定，只有当相关车辆适合道路行驶时，才允许向第三国出口二手车。该措施将适用于当前 ELV 指令范围内的车辆类别（M1 和 N1）。将二手车纳入出口程序的出口商将向海关当局提供车辆识别码 (VIN)、有关车辆适航性有效性的信息以及有关车辆最后注册的成员国的信息。
To enable automated searching of vehicle registration data (e.g. VIN number, a Member States where the vehicle was last registered, date of first registration of vehicle, content of the roadworthiness certificate) between Member States competent authorities and customs authorities, the Commission will explore the possibility to establish the necessary digital tools to ensure that customs authorities have access to these data through the EU Single Window Environment for Customs, for example through an interconnection with the MOVE-HUB web based application, an information system which different range of functionalities have already been applied for the purpose of electronic exchange of information between the EU Member States .
为了能够自动搜索车辆注册数据（例如VIN 号、车辆最后注册的成员国、 欧盟委员会将探索建立必要的数字工具的可能性，以确保海关当局能够通过欧盟单一窗口环境获取这些数据对于海关来说，例如通过与基于网络的应用程序MOVE - HUB的互连，这是一个信息系统，其中包含不同范围的信息 功能有 已经被申请用于 电子信息交换 欧盟成员国之间 ．
The measure would prevent the export outside the EU of vehicles which are not roadworthy, thereby avoiding risks that they would generate in importing countries for road safety and environmental pollution.
该措施将阻止不适合道路行驶的车辆向欧盟以外出口，从而避免它们在进口国产生的道路安全和环境污染风险。
This requirement for the exporters shall apply 3 years after the adoption of the necessary implementing act, 7 years after the entry into force of this Regulation. Full enforcement by customs authorities will become possible only upon full interconnection with EU Single Window System; in the meantime, customs enforcement may be limited in view of the manual workload, but mitigating measures will be possible (e.g. as the VIN will be made available to customs authorities, customs will be in a position to provide on a regular basis all exports of vehicles to competent authorities through the customs Surveillance system thereby allowing competent authorities to carry out ex-post checks and possibly other follow-up actions).
对出口商的这一要求应在必要的实施法案通过后 3 年内、本条例生效后 7 年内适用。只有与欧盟单一窗口系统全面互联，海关当局才能全面执法；与此同时，鉴于人工工作量，海关执法可能会受到限制，但缓解措施是可能的（例如，由于VIN将提供给海关当局，海关将能够定期提供所有出口的货物）通过海关监控系统向主管当局提供车辆，从而允许主管当局进行事后检查和可能的其他后续行动）。
In support of the measures above, a vehicle would be subject to the risk management control by the customs authorities whether a vehicle is compliant with the with the specific conditions adopted by importing countries for import of used vehicles, such as limitations based on age or compliance with air emissions like Euro emissions standards, when this information is officially communicated to the Commission by the third countries concerned.
为了支持上述措施，车辆将受到海关当局的风险管理控制，无论车辆是否符合进口国针对进口二手车所采取的具体条件，例如基于车龄或合规性的限制当相关第三国正式向委员会通报此信息时，将采用欧洲排放标准等空气排放标准。
This implementation of this requirement will be facilitated with the making available of the relevant information in the EU Single Window Environment for Customs. It shall not prevent Member States from taking implementation actions earlier on, e.g. when drawing their national risk plans. In addition, the Commission will support the Member States in providing profiling the countries of risk though engaging in dialogues with third countries at risk though bilateral and international cooperation, with the objective to reduce their level of risk.
通过在欧盟海关单一窗口环境中提供相关信息，将有助于该要求的实施。它不应阻止成员国尽早采取实施行动，例如在制定国家风险计划时。此外，委员会将支持成员国通过双边和国际合作与面临风险的第三国进行对话，提供风险国家概况，以降低其风险水平。
Background information: 背景资料：
The measures on export are based on the fact that an increasing number of third countries importing used vehicles from the EU are introducing regulations to limit such imports by age and emission standard in order to avoid negative impacts of these imported vehicles on air quality, road safety and pollution from improper disposal. For instance, the Economic Community of West African States (ECOWAS ) adopted in September 2020 a Directive to limit the import to those vehicles with a minimum Euro 4/IV emission standard and established an age limit of 5 years for light duty vehicles respectively 10 years for heavy-duty vehicles. Several other receiving countries have similar restrictions in place and, with the support of the United Nations Environment Program (UNEP), more harmonized legislation is expected between importing countries in the near future. It is important that the EU, as a major exporter of used vehicles, takes action to support these countries in implementing these requirements. Alongside this, efforts would be made at international level (global, regional and bilateral) by the EU to support the development of international commitments and rules on the global trade in used vehicles, building on the work of UNEP and Resolution 5/11 on the circular economy, adopted by the United Nations Environment Assembly in March 2022 .
出口措施的基础是，越来越多从欧盟进口二手车的第三国正在出台法规，根据车龄和排放标准限制进口车辆，以避免这些进口车辆对空气质量、道路安全造成负面影响。以及处置不当造成的污染。例如，西非国家经济共同体 (ECOWAS ) 于 2020 年 9 月通过了一项指令，限制进口符合最低欧 4/IV 排放标准的车辆，并分别规定轻型车辆的车龄限制为 5 年 10重型车辆的年限。其他几个接收国也有类似的限制，在联合国环境规划署（环境署）的支持下，预计进口国之间不久的将来会制定更加统一的立法。重要的是，欧盟作为二手车主要出口国，必须采取行动支持这些国家落实这些要求。除此之外，欧盟将在国际层面（全球、区域和双边）做出努力，以环境署的工作和关于二手车的第5/11 号决议为基础，支持制定有关二手车全球贸易的国际承诺和规则。循环经济，联合国环境大会于 2022 年 3 月通过 。
Therefore, the measure addresses the ongoing international developments in making sure that used vehicles which are imported by third countries are not contributing to high pollution levels and safety risks in these receiving countries. It enables the developing countries to receive only those vehicles from the EU that are first of all safe and authorized to be on the EU roads. Moreover, the EU national authorities will need to be more vigilant of the rules set by third countries regarding imports of used vehicles.
因此，该措施针对当前国际发展趋势，确保第三国进口的二手车不会对这些接收国造成高污染水平和安全风险。它使发展中国家只能接收来自欧盟的、首先是安全的并被授权在欧盟道路上行驶的车辆。此外，欧盟国家当局需要对第三国制定的有关二手车进口的规则更加警惕。
Figure 7.9 Map of main flows of used light duty vehicles
图7.9 二手轻型车主要流向图
The majority of African countries, which are the main destination of the EU export of used vehicles, rely on imports of used vehicles to grow their fleets due to limited local vehicle production capacities. However, the lack of minimum standards and/or insufficient enforcement of adopted standards compromises the quality of used vehicles imported into the region, resulting in negative consequences on the environment, health, and road safety, as well as additional costs. Therefore, many countries have introduced, or are considering introducing, quality standards for the import of used vehicles.
作为欧盟二手车出口主要目的地的大多数非洲国家，由于当地汽车生产能力有限，依赖进口二手车来扩大其车队规模。然而，缺乏最低标准和/或所采用标准执行不充分会影响进口到该地区的二手车的质量，从而对环境、健康和道路安全造成负面影响，并增加额外成本。因此，许多国家已经出台或正在考虑出台二手车进口质量标准。
In Kenya, more than 99% of vehicles added to the fleet are used vehicles, with most imported from Japan and the UK. Used vehicles must comply with Kenya Bureau of Standards (KEBS) requirements , including being less than 8 years old, passing a roadworthiness inspection, and being right-hand drive. In Kenya, policies were implemented that mandate a pre-export verification of conformity inspection for vehicles. This inspection is carried out at the export point to confirm compliance with Kenyan regulations. By ensuring that used vehicles meet Kenyan standards, this policy also enhances the quality of second-hand vehicles. Despite the introduction of an age limit in 2005, the growth of imported vehicles continued. However, the age limit did impact the type of used vehicles imported, with a shift towards younger and smaller vehicles that are cleaner, more efficient, and safer.
在肯尼亚，车队中99%以上的车辆是二手车，其中大部分是从日本和英国进口的。二手车必须符合肯尼亚标准局 (KEBS) 的要求 ，包括车龄低于 8 年、通过适航性检查以及右侧驾驶。肯尼亚实施了强制对车辆进行出口前合格检验的政策。该检查在出口点进行，以确认符合肯尼亚法规。通过确保二手车符合肯尼亚标准，该政策还提高了二手车的质量。 尽管2005年引入了年龄限制，进口车辆的增长仍在继续。然而，车龄限制确实影响了进口二手车的类型，人们转向更年轻、更小型、更清洁、更高效、更安全的车辆。
In Ivory Coast, used vehicles are mostly imported from Europe and must comply with the maximum age limits set by Decree n°2017-793 . The age limits vary by vehicle type, ranging from five years for passenger vehicles to ten years for coaches and trucks over 10 tonnes. Ivory Coast also played a key role in getting other West African countries to adopt harmonized fuels and vehicles regulations that require minimum EURO emissions standards for used and new vehicles.
在科特迪瓦，二手车大多从欧洲进口，必须符合第 n°2017-793 法令规定的最高车龄限制。车龄限制因车辆类型而异，从乘用车五年到 10 吨以上客车和卡车十年不等。科特迪瓦还在促使其他西非国家采用统一的燃料和车辆法规方面发挥了关键作用，这些法规要求二手车和新车达到最低欧元排放标准。
Mauritius has implemented stricter import regulations, with used vehicles required to be less than 4 year-old and meet Euro 4 emission standards. Prior to export, each car must undergo a roadworthiness inspection, which is carried out by Bureau Veritas . Upon arrival the vehicle is taken to the Vehicle Examination Station where a Particulars of Motor Vehicle Form is issued. Additionally to the import requirements, the initiatives have also been taken to encourage the adoption of electric and hybrid vehicles by reducing customs duty and registration tax on these vehicles.
毛里求斯实施了更严格的进口法规，二手车要求车龄低于4年并符合欧4排放标准。 出口前，每辆汽车必须接受由必维国际检验集团(Bureau Veritas) 执行的适航性检查 。抵达后，车辆将被带到车辆检查站，并在那里签发机动车辆详情表。 除了进口要求外， 这些举措还 采取措施通过降低这些车辆的关税和登记税来鼓励电动和混合动力汽车的采用。
The case study of New Zealand highlights the success of their “Clean Car Discount” policy , which provides discounts on new vehicles based on their emissions rating, while also increasing levies on high-emissions used vehicles. This policy has led to an increase in the import of low-emissions vehicles and a decrease in the import of high-emissions vehicles.
新西兰的案例研究凸显了其“清洁汽车折扣”政策的成功 ，该政策根据排放等级为新车提供折扣，同时还增加了对高排放二手车的征税。这一政策导致小排量汽车进口增加，高排量汽车进口减少。
In Mozambique, used vehicles are commonly imported from Japan, with no age restriction on the vehicles. Only right-hand drive vehicles are permitted, with exceptions for special vehicles such as ambulances. All vehicles require a road worthiness inspection prior to export or face a fine. Importers must obtain an Importer License number from JEVIC , which has been awarded the contract to inspect vehicles and prevent substandard or prohibited goods from entering Mozambique.
在莫桑比克， 二手车一般都是从日本进口，没有车龄限制。仅允许右驾车辆行驶，救护车等特殊车辆除外。所有车辆在出口前都需要进行道路适航性检查，否则将面临罚款。进口商必须获得 JEVIC 的进口商许可证号，该许可证已获得检查车辆并防止不合格或违禁货物进入莫桑比克的合同。
In Ethiopia, a new tax policy for vehicle imports was introduced in mid-2020, with older vehicles subject to higher taxes. The government implemented a new taxation policy concerning the import of vehicles intended for personal use. A proportional tax rate for vehicles manufactured over 7 years ago was applied, with a 500% excise tax rate imposed on vehicles exceeding 7 years of age. Consequently, most of the imported vehicles comprised of relatively recent models, including EVs. Later the import tax rate for EVs has been adjusted to 15%, without any additional taxes being levied. Currently, the automobile market is dominated by an extensive range of Chinese-manufactured vehicles, alongside a limited number of vehicles produced in South Korea, Japan. There are no existing regulations for emission standards, and no studies have been conducted to evaluate the actual impact on costs, trade, or other associated aspects.
埃塞俄比亚于2020年年中出台了新的车辆进口税收政策，对老旧车辆征收更高的税收。政府对进口个人使用车辆实施了新的税收政策。对7年以上生产的车辆实行比例税率，对7年以上生产的车辆征收500%的消费税。因此，大多数进口车辆都是相对较新的车型，包括电动汽车。随后，电动汽车进口税率调整为15%，不再征收附加税。目前，汽车市场以大量中国制造的汽车为主，同时韩国、日本生产的汽车数量有限。目前尚无排放标准法规，也没有进行任何研究来评估对成本、贸易或其他相关方面的实际影响。
Export of used vehicles: expected scale of impacts to the third countries
二手车出口：对第三国影响的预期规模
The collected evidence suggest that implementation of the export requirements would not lead to adverse long-term impacts in the receiving countries due to the expected decrease of used vehicles being exported outside the EU. These impacts to large extent could be comparable to those occurred in the receiving countries following the adoption of the import restrictions.
收集到的证据表明，由于出口到欧盟以外的二手车预计会减少，实施出口要求不会对接收国造成不利的长期影响。这些影响在很大程度上可以与进口限制实施后接收国发生的影响相媲美。
For instance, in Kenya, the age limit introduced as part of the import restrictions has incentivized the import of smaller used vehicles. As a result, the used vehicles being imported are newer and smaller, leading to a significant improvement in their efficiency and safety. The illustration below shows the number of light duty vehicles registrations in Kenya. As less than 1% of added vehicles in Kenya are new vehicles, this graph represents the trend of import of used light duty vehicles into the country from 2000 to 2021.
例如，在肯尼亚，作为进口限制的一部分引入的年龄限制刺激了小型二手车的进口。因此，进口的二手车更新更小，效率和安全性显着提高。下图显示了肯尼亚轻型车辆的注册数量。由于肯尼亚新增车辆中只有不到 1% 是新车，因此该图代表了 2000 年至 2021 年该国进口二手轻型车的趋势。
Figure 7.10 Motor vehicle registrations in Kenya 2000 – 2021
图7 . 10 2000 – 2021 年肯尼亚机动车登记量 在深度数据库查看
In 2005, Kenya introduced an eight-year age limit for import of used vehicles. The graph indicates that the policy had a minor effect on the import of used vehicles, as the growth rate of imported vehicles decreased slightly in the year after its introduction, but then picked up again after 2006. In general, the policy had a minimal impact on reducing the total number of imported used vehicles, and the import rate continued to grow after the introduction of the age limit. However, in terms of quality change, the impact on the type of used vehicles imported into Kenya was significant. Prior to the introduction of age restrictions, the vehicles imported into Kenya were generally older, with an average age of 15 to 18 years. However, with the new regulations, the maximum age limit for imported vehicles was reduced to eight years, and this has led to a significant shift in the age profile of imported vehicles. Today, the largest group of vehicles imported into Kenya has on average seven years, which is significantly younger than the vehicles imported before the introduction of the age limit. This shift towards younger vehicles has had a positive impact on the environment, as newer vehicles tend to be more fuel-efficient and emit less pollution than older vehicles.
2005年，肯尼亚对进口二手车实行八岁年龄限制。从图中可以看出，政策对二手车进口的影响较小，政策出台当年进口车增速略有下降，但2006年后又回升。总体来看，政策影响较小。二手车进口总量减少，车龄限制出台后进口率持续增长。然而，就质量变化而言，对肯尼亚进口二手车类型的影响是显着的。在实行年龄限制之前，进口到肯尼亚的车辆普遍较旧，平均车龄为15至18年。然而，新规将进口汽车的最高车龄限制降低至8年，进口汽车的车龄结构发生了重大变化。如今，肯尼亚进口的最大一批车辆平均车龄为七年，比实行车龄限制之前进口的车辆明显年轻。这种向年轻车辆的转变对环境产生了积极影响，因为较旧的车辆往往更省油，排放的污染也更少。
Figure 7.11. Age of imported vehicles in Kenya (UNEP)
图 7.11。肯尼亚进口车辆的车龄（环境署）
The import of vehicles underwent a transformation, as the policy introduced an age limit that incentivized the importation of smaller, used vehicles. It is apparent that newer used vehicles carry a higher price value compared to older used vehicles. Consequently, the vehicles imported into Kenya following the implementation of the policy are not only younger and smaller, but also notably cleaner, more efficient, and safer.
车辆进口发生了转变，政策引入了年龄限制，刺激了小型二手车的进口。显然，较旧的二手车相比，较新的二手车具有更高的价格价值。政策实施后，肯尼亚进口车辆不仅更年轻、更小型，而且更清洁、更高效、更安全。
Similar developments have been observed in other countries. In Ivory Coast the quality of used vehicles has also significantly improved since the introduction of policies. In 2017-2018, the used vehicles imported into Ivory Coast were between 11 and 20 years old. Following the introduction of the restrictions, there was a notable decrease in the importation of used vehicles. Nonetheless, two important factors contributed to this trend. Firstly, the sales of pre-owned vehicles observed a surge. Secondly, the COVID-19 pandemic had a significant impact on the importation of both new and used vehicles globally, with a notable drop in demand during the initial years of the pandemic. However, as of 2021, the import of used vehicles has started to grow once again, and early indications suggest that this trend is continuing. As a result, a trend similar to what was observed in Kenya, where after the policy changes, the quality of used vehicles imported has improved, resulting in a cleaner and safer fleet.
其他国家也出现了类似的情况。在科特迪瓦，自政策出台以来，二手车质量也显着提高。 2017-2018年，进口到科特迪瓦的二手车车龄在11至20年之间。限制措施出台后，二手车进口显着减少。尽管如此，有两个重要因素促成了这一趋势。一是二手车销量大幅增长。其次，COVID-19 大流行对全球新车和二手车的进口产生了重大影响，在大流行的最初几年需求显着下降。然而，截至2021年，二手车进口再次开始增长，且早期迹象表明这一趋势仍在持续。结果，与肯尼亚观察到的趋势类似，政策变化后，进口二手车的质量有所提高，车队变得更清洁、更安全。
Figure 7.12. Annual vehicle registrations Ivory Coast 2010 - 2021
图 7.12。年度车辆登记量 科特迪瓦 2010 - 2021
In Mauritius, the introduced measures did not impact the quantity of used vehicles imported into the country. Instead, vehicle registrations continued to rise, indicating that the policies did not have a negative impact on the number of vehicles being imported.
在毛里求斯，采取的措施并未影响该国进口二手车的数量。相反，车辆登记量继续上升，表明政策并未对进口车辆数量产生负面影响。
Figure 7.13. Total vehicle registrations in Mauritius 2002 - 2021
图 7.13。 2002 - 2021 年毛里求斯 车辆登记总数
Similarly, in New Zealand, the policies have resulted in the import of newer and cleaner used vehicles, without a significant impact on the number of vehicles being imported. While there was a small impact visible between 2009 and 2012, imports quickly restored again, indicating that the policies did not have a long-term reducing effect on the overall number of vehicles being imported. The illustration shows the imports of new and used vehicles in New Zealand.
同样，在新西兰，这些政策导致了更新、更清洁的二手车的进口，但对进口车辆的数量没有产生重大影响。虽然2009年至2012年间影响较小，但进口很快又恢复，这表明政策并未对进口汽车总量产生长期减少作用。插图显示了新西兰新车和二手车的进口情况。
Figure 7.14. Motor vehicle registrations in New Zealand 2000 - 2021
图 7.14。 2000 - 2021 年新西兰机动车登记量 在深度数据库查看
In conclusion, the policy changes have not negatively impacted the number of vehicles being imported. Instead, they have resulted in a shift towards newer used vehicles, which are significantly cleaner, more efficient, and safer. Therefore, restrictive policies towards used vehicles were beneficial for the promotion of cleaner and safer transportation, which accordingly resulted in a renewed fleet with a higher economic value.
总之，政策变化并未对进口车辆数量产生负面影响。相反，它们导致人们转向更新的二手车，这些车辆明显更清洁、更高效、更安全。因此，对二手车的限制政策有利于促进更清洁、更安全的交通，从而产生具有更高经济价值的更新车队。
It suggests that the enforcement of EU roadworthiness requirement for the used vehicles, is expected to shift towards higher quality exports, that will continue meeting demand in third countries, without causing a long-term trade diversion. This implies that the EU would remain an important player in the global trade in used vehicles while ensuring that third countries have access to a more efficient and environmentally friendly used vehicles.
它表明，欧盟对二手车的适航性要求的执行预计将转向更高质量的出口，这将继续满足第三国的需求，而不会造成长期的贸易转移。这意味着欧盟将继续在全球二手车贸易中发挥重要作用，同时确保第三国能够获得更高效、更环保的二手车。
The experience of the importing countries also demonstrates that setting standards in the importing countries and imposing EU standards on the export of vehicles are not mutually exclusive.
进口国的经验也表明，在进口国制定标准和在汽车出口上实施欧盟标准并不相互排斥。
As a result, export related measures proposed would be mutually reinforcing to address the quality of used vehicles in both types of countries where the import standards are established and those where import of used vehicles is currently not regulated. In this regard, by setting a roadworthiness requirement for the used vehicles, the EU would be able to ensure that vehicles sent to more vulnerable third countries, such as Africa, which is the key destination for the used vehicles being exported from the EU, meet the necessary safety, environmental, thereby reducing the costs and environmental impacts of not admitting, scrapping or re-export elsewhere.
因此，拟议的出口相关措施将相辅相成，以解决已制定进口标准的国家和目前二手车进口不受监管的两类国家的二手车质量问题。在这方面，通过对二手车设定适航性要求，欧盟将能够确保运往更脆弱的第三国的车辆，例如非洲，这是欧盟出口二手车的主要目的地。必要的安全、环境，从而减少不接纳、报废或再出口到其他地方的成本和环境影响。
In this regard the mandatory requirements on the export of used vehicles would also contribute to the implementation of the “waste hierarchy”, the core principle governing management of waste at the EU, by prioritising the management ways in an order reflecting their environmental impact. Avoidance of export of non- -roadworthy vehicles would respect the waste hierarchy in a sense that non-driving vehicles, which are at the end of their useful life, would be prevented from being disposed in the receiving countries where often substandard treatment of ELVs causes environmental damages, such as oil spillage, unsound treatment of refrigerants or improper removal of hazardous substances and of components for higher quality of recycling. Remaining in the EU, these non-authorised vehicles, meeting ELV requirements, would be instead directed to the final treatment operations at the EU, prioritising treatment operations which are higher up waste hierarchy and contribute to circular economy objectives.
在这方面，对二手车出口的强制性要求也将有助于实施“废物等级制度” ，这是欧盟废物管理的核心原则，通过按反映其环境影响的顺序排列管理方式的优先顺序。避免出口不适合道路行驶的车辆将尊重废物等级，即可以防止已达到使用寿命的非行驶车辆在接收国进行处置，而接收国往往对报废车辆进行不合格的处理环境损害，例如漏油、制冷剂处理不当或有害物质和组件去除不当以提高回收质量。这些符合ELV要求的未经授权的车辆留在欧盟，将被引导至欧盟的最终处理作业，优先考虑废物等级较高并有助于循环经济目标的处理作业。
Additionally, EU climate change policy towards to reducing CO2 emissions from vehicles shall also be taken into account while considering the long-term changes to the EU overall fleet . It suggests future EU vehicles will have lower emission level and eventually will replace and renew the share of the fleet that is currently directed for the export to third countries . As new vehicles become available in the EU, the supply for export would inevitably increase, which will automatically decrease in the demand and export of older, less efficient vehicles. Implementation of the preferred option in this context, would allow to further tackle the primary concern to ensure that used vehicles traded are road-worthy and non-polluting, without undermining the importance of strengthening a mutual responsibility of the exporting and importing countries, which is essential.
此外，在考虑欧盟整体车队的长期变化时，还应考虑欧盟旨在减少车辆CO 2排放的气候变化政策。它表明未来的欧盟车辆将具有较低的排放水平，并最终将取代和更新目前用于出口到第三国的车队份额 。随着欧盟推出新车，出口供应将不可避免地增加，这将自动减少旧的、效率较低的车辆的需求和出口。在这种情况下实施首选方案将能够进一步解决主要问题，以确保所交易的二手车适合道路行驶且无污染，同时又不损害加强出口国和进口国相互责任的重要性，这是必不可少的。
Such approach is aligned with the continuous EU efforts and commitment to support international partnerships, in achieving common sustainability objectives, through different formats of global activities. One of the platforms is the Global Gateway, where the EU is working towards promoting the worldwide infrastructure investments that create sustainable, smart, resilient, inclusive and safe networks in all modes of transport. One of the ambitions of GG Ambition, Europe Investment Package for Africa, is by 2030 is to integrate the African and European multimodal transport networks in line with the regional and continental frameworks and tailor these networks to the economic potential of an African Continental Free Trade Area .
这种方法与欧盟不断努力和承诺相一致，即通过不同形式的全球活动来支持国际伙伴关系，实现共同的可持续发展目标。其中一个平台是全球门户，欧盟正在努力促进全球基础设施投资，以在所有运输方式中创建可持续、智能、有弹性、包容和安全的网络。 GG Ambition（欧洲对非洲投资一揽子计划）的目标之一是到 2030 年，根据区域和大陆框架整合非洲和欧洲多式联运网络，并根据非洲大陆自由贸易区的经济潜力调整这些网络 .
PO4D: Under this option, all measures (M17 to M21, see descriptions before) from PO4A, PO4B and PO4C are combined to most effectively achieve the objective ‘Collect more’. The timeline is the same as expressed in the section before in the description of the measures. The combination thus includes incentives and / or penalties to make use of CoDs, improvement of registration and deregistration procedures, better statistics / monitoring on vehicle stock and import / export and the fight against illegal export of ELVs and environment, health and safety related problems in the receiving countries. Some overlapping elements like the reporting under M17a and synergies between these measures are taken into account.
PO4D：在此选项下， PO4A、PO4B 和 PO4C 的所有措施（M17 到 M21，请参阅前面的描述）相结合，以最有效地实现“收集更多”的目标。时间表与之前措施描述部分中表达的时间表相同。因此，该组合包括对使用 CoD 的激励和/或处罚、改进登记和注销程序、更好地统计/监测车辆库存和进出口以及打击报废车辆的非法出口以及环境、健康和安全相关问题。接收国。一些重叠的要素（例如 M17a 下的报告）以及这些措施之间的协同作用都被考虑在内。
7.2.57.2.5 Policy Options 5A, 5B and 5C Provide appropriate financial and organisational incentives to increase circularity in the automotive sector and improve the collection of ELV (related to specific objectives 1 to 4)
7.2.5 政策选项5 A 、5B 和 5C提供适当的财务和组织激励措施，以提高汽车行业的循环性并改善报废汽车的收集 （与具体目标1至4相关）
PO5A, PO5B and PO5C aim at establishing economic incentives and organisational arrangements contributing to meeting the first four specific objectives of the initiative to ensure proper implementation. They are cumulative.
PO5A 、 PO5B和PO5C旨在建立经济激励和组织安排，有助于实现该倡议的前四个具体目标，以确保正确实施。它们是累积的。
·PO5A requires Member States to establish specific Extended Producer Responsibility (EPR) schemes for vehicles , aligned with the minimum requirements applicable to other sectoral waste streams, as specified in the Waste Framework Directive . This means that Member States would require vehicles manufacturers to bear financial and organisational responsibility for the management of the waste stage of the vehicle life cycle, including sorting and treatment operations, in addition to the costs of collection which are already included in the EPR under the current ELV Directive. The F4F opinion in particular recommended to focus on proper implementation of polluter pays principle through addressing the mandatory treatment operations that are not economically viable . Member States would have to establish such schemes, or extend the scope of existing ones, to ensure that vehicle manufacturers provide for advanced measures to guarantee that legal requirements for collection and treatment of ELVs are achieved (M22). When it comes to collection of ELVs, this would include digitalisation of reporting of ELVs collected and treated in ATFs and shredders, and dedicated awareness-raising campaigns designed to improving the collection of ELVs. When it comes to treatment, vehicle manufacturers will be made responsible for the costs related to the difference between revenues generated by the sale of parts/components/materials resulting from the dismantling/recycling processes and the costs linked to their mandatory dismantling and recycling and other treatment requirements that are net cost negative. (M23).
PO5A要求成员国建立 第章这意味着成员国将要求车辆制造商承担车辆生命周期废物阶段管理的财务和组织责任，包括分类和处理操作，以及已包含在 EPR 中的收集成本。现行 ELV 指令。 F4F 意见特别建议通过解决经济上不可行的强制处理操作，重点关注污染者付费原则的正确实施 。成员国必须制定此类计划，或扩大现有计划的范围，以确保汽车制造商提供先进措施，以保证达到报废汽车收集和处理的法律要求（M22）。 当谈到报废汽车的收集时，这将包括在 ATF 和碎纸机中收集和处理的报废汽车的数字化，以及旨在提高认识的专门宣传活动 ELV 的集合。当谈到治疗时， 汽车制造商将承担责任 与拆卸/回收过程产生的零部件/材料销售收入之间的差额相关的成本，与强制拆卸和回收以及其他净成本为负的处理要求相关的成本之间的差额。 （M23）。
PO5A contains the following Measures 22-23 (M22-M23):
PO5A 包含以下措施 22-23 (M22-M23)：
-M22 – Requirement for the Member States to establish collective or individual national EPR schemes, including monitoring compliance costs and minimum financial obligations
M2 2 – 要求成员国建立集体或单独的国家 EPR 计划，包括监控合规成本和最低财务义务
The measure would address to the objective to ensure a fair allocation of ELV treatment related costs, by specifying the obligations of the vehicles producers to contribute organisationally and financially to all necessary operations relevant to collection, treatment and recycling of ELVs.
该措施将通过明确车辆生产商有义务为与报废汽车收集、处理和回收相关的所有必要业务提供组织和财政捐助，以确保报废汽车处理相关成本的公平分配。
The ELV Directive already contains provisions concerning financial responsibility of the vehicle producers for the end-of-life stage of their vehicles, regarding mainly the coverage of costs of setting collection schemes for ELVs. However, the Directive does not take into account the general minimum requirements for EPR established in Articles 8 and 8a of the Waste Framework Directive and does not directly oblige vehicle producers to cover costs of the treatment of ELVs.
《报废汽车指令》已包含有关汽车生产商对其车辆报废阶段的财务责任的规定，主要涉及制定报废汽车收集计划的费用。然而，该指令并未考虑废物框架指令第 8 条和第 8a 条规定的 EPR 一般最低要求，也没有直接要求车辆生产商承担 ELV 的处理费用。
This measure would oblige all Member States to establish national EPR schemes on the ELV in compliance with the specification of the general minimum requirements established in Articles 8 and 8a of the Waste Framework Directive in order to fully effectuate the polluter pays principle in the automotive sector. Producer responsibility may be organised collectively or individually, while setting uniform conditions for the modulation of the financial contributions to avoid distortion of the internal market and to limit administrative burden, where necessary.
该措施将迫使所有成员国按照《废物框架指令》第 8 条和第 8a 条规定的一般最低要求规范，制定国家 EPR 计划，以在 ELV 方面建立国家 EPR 计划，以充分落实汽车行业的污染者付费原则。生产者责任可以集体或单独组织，同时为财政捐助的调整设定统一条件，以避免内部市场扭曲，并在必要时限制行政负担。
These obligations for the manufacturers would cover the following costs:
制造商的这些义务将涵盖以下成本：
·costs of the recycling sector, linked to requirements for higher amount and/or quality of recycling. These would cover the costs linked to the difference between revenues generated by the sale of these materials and costs linked to the attainment of the mandatory ELV treatment targets established in the new legislation.
回收部门的成本，与更高数量和/或质量的回收要求相关。这些费用将涵盖与销售这些材料所产生的收入和与实现新立法中规定的强制性ELV处理目标相关的成本之间的差额相关的成本。
·costs for communication/awareness-raising campaigns designed to improve the collection of ELVs;
旨在改善 ELV 收集的沟通/提高认识活动的费用；
·establishment of a notification/ reporting system for ELVs, CoD and final cancellation of the registration;
建立 ELV、CoD 和最终取消注册的通知/报告系统；
·reporting, via digital means, on the attainment of the recycling/reuse targets set out in EU legislation.
通过数字方式报告欧盟立法中规定的回收/再利用目标的实现情况。
The measure introduces the obligation for the Member States to appoint an independent competent authority (“clearing house”) to monitor compliance of the producers with the mandatory requirements on the end-of-life treatment of ELV. The new legislation will set the mechanism for the calculation of the fees that producers would have to pay to compensate for the costs linked to the implementation of necessary (minimum) ELV treatment obligations, notably on the collection, depollution, dismantling and recycling of ELVs. Member States will be requested to lay down the details on the organisation and operation, including the administrative and procedural rules to ensure: i) registration of producers; ii) authorisation of producers and producer responsibility organisations; iii) oversight of implementation of extended producer responsibility obligations; iv) collection and publication of data, including public awareness campaigns.
该措施规定成员国有义务任命一个独立的主管机构（“信息交换所”）来监督生产商遵守报废汽车报废处理强制性要求的情况。新立法将制定生产者必须支付的费用计算机制，以补偿与履行必要的（最低）报废汽车处理义务相关的成本，特别是报废汽车的收集、消除污染、拆解和回收方面的费用。将要求成员国制定组织和运作的详细信息，包括行政和程序规则，以确保： i) 生产者注册； ii) 生产者和生产者责任组织的授权； iii) 监督生产者延伸责任义务的履行； iv) 数据的收集和发布，包括公众意识活动。
In addition to alignment with the general criteria set out in the provisions of Articles 8 and 8a of the Waste Framework Directive , the Regulation will set minimum requirements for the governance of the EPR ensuring that the interests of all the stakeholders are duly and evenly represented in the decision-making bodies of EPR. In addition, the designated independent competent authority will have to monitor the average costs for the obligatory compliance operations and the revenues from these obligatory compliance operations and to define, as necessary, financial compensation of compliance operation to ATFs and moderate the implementation of the fee modulation.
除了与废物框架指令第 8 条和第 8a 条规定的一般标准保持一致外，该法规还将制定EPR 治理的最低要求，确保所有利益相关者的利益得到适当和公平的对待。在EPR的决策机构中有代表。 此外，指定的独立主管机构必须监控强制性合规业务的平均成本以及这些强制性合规业务的收入，并在必要时确定对 ATF 合规业务的经济补偿 适度实行收费调制。
On this basis, Member States shall monitor the costs for collection, recycling infrastructure, depollution, dismantling, and reuse in relation to revenues from these obligatory operations and set out necessary minimum financial contribution of producers to ATFs. The producers will have to offset compliance cost if these costs are not recovered by the result of the distinct operation. The decision on the required level of the offset shall be discussed in close cooperation with the stakeholders. The national competent authority / clearing house shall establish procedures for the cooperation, moderate this cooperation and take and publish regular decisions on the level of the offset for different compliance operations.
在此基础上，成员国应监测收集、回收基础设施、去污染、拆除和再利用的成本以及这些强制性业务的收入，并规定生产者对 ATF 的必要最低财政贡献。如果这些成本不能通过独特操作的结果收回，生产商将不得不抵消合规成本。关于所需抵消水平的决定应与利益相关者密切合作进行讨论。国家主管当局/清算所应建立合作程序，调节这种合作，并定期就不同合规业务的抵消水平做出并公布决定。
Analysing the feedback received during the open public consultation, the majority of stakeholders agreed that in order to ensure a high quality of recycling, it is necessary to compensate the ATFs for their dismantling efforts, which are not economically viable under the current conditions. Such position was shared by all environmental NGOs and the majority of waste management operators (80%), public authorities (73%) and citizens, other (55%) and consumer organisations (52%). Out of 18 individual respondents who identified themselves as vehicle producers, suppliers or importers, 8 individuals disagreed with such approach.
分析公开咨询期间收到的反馈意见，大多数利益相关者一致认为，为了确保高质量的回收，有必要对ATF的拆解工作进行补偿，而在目前的条件下，这种拆解工作在经济上不可行。所有环保非政府组织和大多数废物管理运营商（80%）、公共当局（73%）以及公民、其他组织（55%）和消费者组织（52%）都持这一立场。在 18 名自称为汽车生产商、供应商或进口商的受访者中，有 8 人不同意这种做法。
The measure will set a delegated power to the Commission to develop a secondary legislation specifying the (uniform) requirements for the EPR.
该措施将授权委员会制定二级立法，明确 EPR 的（统一）要求。
These requirements shall apply 3 years after the entry into force of a new legislation.
这些要求应在新立法生效 3 年后适用。
-M23 – Reporting obligations for producers
M2 3 –生产者的报告义务
The measure introduces an obligation for the individual producers and PROs to report to a competent authority on the performance of the producer responsibility tasks. These annual reports shall contain the information on the financial and organisational responsibility taken in achieving mandatory targets (e.g. recycling) and the end-of-life treatment operations (e.g. depollution, removal of components, recycling and information campaigns).
该措施规定，个体生产者和 PRO 有义务向主管当局报告生产者责任任务的履行情况。这些年度报告应包含有关实现强制性目标（例如回收）和报废处理操作（例如去污染、去除部件、回收和宣传活动）所承担的财务和组织责任的信息。
Based on the monitoring of material flows of end-of-life treatment operations, producers will be responsible to demonstrate compliance with targets on recyclability, reusability and recoverability of a vehicle as provided in the type-approval documentation. This evidence shall be obtained and documented through the interface with the ATFs.
根据对报废处理操作的物质流的监控，生产商将负责证明符合型式批准文件中规定的车辆可回收性、可重复使用性和可回收性目标。该证据应通过与 ATF 的接口获取并记录。
Under this measure, producers shall also be engaged into support of monitoring and reporting on illegal activities in the sector to responsible authorities (i.e., police and environmental inspectorate) by providing the reporting data and any necessary documentation concerned.
根据这项措施，生产商还应通过提供报告数据和任何必要的相关文件，参与支持监测并向主管当局（即警察和环境监察机构）报告该行业的非法活动。
These requirements shall apply 3 years after the entry into force of a new legislation.
这些要求应在新立法生效 3 年后适用。
PO5B: Policy option 5B complements the obligation for Member States to establish EPR schemes for ELV with harmonised requirements designed to ensure a uniform and fair implementation across the EU single market. To avoid that Member States apply diverging methodologies relating to the responsibilities of the vehicle manufacturers, harmonised criteria for the modulation of fees to be paid by vehicle manufacturers would be set, based on circularity features, such as the weight of a vehicle, the dismantling time for key parts/components like batteries, the expected level of recyclability/re-usability and the level of recycled content (M24). These elements comply with the recommendations of the F4F recalling that including recyclability and durability criteria in vehicle design can facilitate dismantling and lift implementation burden from ATFs . Taking into account the large volume of used cars shipped between EU Member States and the need for fair cost allocation intra-EU, specific requirements are put in place to make sure that vehicle manufacturers contribute to the costs of dismantling and recycling of vehicles which become ELVs in a Member State different from the Member State where it was first registered (“cross-border EPR”) (M25).
PO5B ：政策选项 5B 补充了成员国为 ELV 制定 EPR 计划的义务，其统一要求旨在确保整个欧盟单一市场的统一和公平实施。为了避免成员国在车辆制造商的责任方面采用不同的方法，将根据以下因素制定车辆制造商支付费用调整的统一标准： 循环特征，例如车辆的重量、电池等关键零部件的拆卸时间、预期的可回收性/可再利用性水平以及回收内容的水平（M24）。这些元素符合 F4F 的建议，即在车辆设计中纳入可回收性和耐用性标准可以促进 ATF 的拆卸并减轻实施负担 。考虑到欧盟成员国之间运输的大量二手车以及欧盟内部公平成本分配的需要，制定了具体要求，以确保汽车制造商承担报废汽车的拆解和回收成本在与首次注册的成员国不同的成员国（“跨境 EPR”） (M25)。
PO5B contains the following Measures 24-25 (M24-M25):
PO5B 包含以下措施 24-25 (M24-M25)：
-M24 – harmonised modulation of EPR fees
米24 – EPR费用的统一调整
This measure establishes the conditions to create economic incentives for the manufacturers that take additional efforts to advance the reusability, remanufacturing, and recyclability of a vehicle compared to the standard vehicles placed on the market. For this purpose, the new EU legislation will introduce harmonised fee modulation for collective EPR schemes based on the specific criteria of a vehicle, taking into account the following:
该措施为制造商创造经济激励创造了条件，与市场上的标准车辆相比，制造商采取额外措施提高车辆的可重复使用性、再制造性和可回收性。为此，新的欧盟立法将根据车辆的具体标准对集体 EPR 计划引入统一的费用调制，并考虑以下因素：
·Weight of a vehicle (the production of a heavier vehicle requires the use of more primary resources than the production of a lighter one),
车辆的重量（生产较重的车辆比生产较轻的车辆需要使用更多的主要资源） ，
·Dismantling time of parts which need to be removed prior to shredding under the new legislation to allow for re-use, remanufacturing or recycling of a vehicle,
根据新立法，在粉碎之前需要拆除的零件的拆卸时间，以便重新使用、再制造或回收车辆，
·The expected level of recyclability/ re-usability of materials and components, based on the 3R type-approval declarations,
基于 3R 型式认证声明的材料和组件的预期可回收性/可重复使用性水平，
·Share of materials preventing high-quality recycling process,
阻碍高质量回收过程的材料份额，
·Share of recycled content (metal, plastics, CRMs, other),
回收成分的份额（金属、塑料、 CRM等），
·Presence and location of hazardous substances.
有害物质的存在和位置。
·Type of vehicles (combustion engine vehicles, BEV, HEV, PHEV, FCEV, others),
车辆类型（内燃机车辆、BEV、HEV、PHEV、FCEV 等），
Producers would be requested to provide the national competent authority, i.e., a clearing house, with data relevant for the fee modulation. Based on this data, the national competent authority (clearing house) shall propose/ publish criteria for the fee modulation in close and transparent cooperation with the producers and the stakeholders of the dismantling and recycling sector. The producers shall provide this information together with the information document they provide on reusability and recyclability in the context of the European Union vehicle 3R-type approval. For vehicles type-approved before these provisions entered into force, the producers shall provide these data for all type-approved vehicles within 5 years after this obligation entered into force.
将要求生产者向国家主管当局（即信息交换所）提供与费用调整相关的数据。根据这些数据，国家主管当局（信息交换所）应与生产商和拆解和回收行业的利益相关者密切、透明地合作，提出/公布费用调整标准。生产商应提供此信息以及他们在欧盟车辆 3R 型式批准中提供的有关可重复使用性和可回收性的信息文件。对于本规定生效前已型式核准的车辆，生产者应在本规定生效后 5 年内提供所有型式核准车辆的这些数据。
-M25 – Transfer of the EPR fees and financial guarantee between Member States (cross-border EPR)
M2 5 –成员国之间转移 EPR 费用和财务担保（跨境 EPR）
The measure addresses the differences in allocating the fees between Member States and to establish a level playing field between the authorised ELV operators in complying the with the EU level ELV treatment requirements. To ensure a fair attribution of costs between the economic operators established in different EU Member States, it is suggested to introduce a transfer of the information and EPR fees together with a cost settling mechanism in country of final destination and countries of origin.
该措施解决了成员国之间费用分配的差异，并在授权的报废汽车运营商之间建立公平的竞争环境，以遵守欧盟水平的报废汽车处理要求。为确保不同欧盟成员国设立的经济运营商之间公平分配成本，建议引入信息和EPR费用转移以及最终目的地国和原产国的成本结算机制。
With a view to ensure equal functioning conditions at the EU, the Commission will be empowered to develop criteria to ensure cross-border cooperation concerning extended producer responsibility schemes for ELVs in accordance with Article 8(5) of the WFD. This mechanism will help to ensure that (individual or collective) EPR schemes properly cover the end-of-life treatment costs of a vehicle in a Member State which is different from the Member State where it where it was first registered.
为了确保欧盟的平等运作条件，委员会将有权根据 WFD 第 8(5) 条制定标准，以确保有关 ELV 生产者延伸责任计划的跨境合作。该机制将有助于确保（个人或集体）EPR 计划适当地涵盖与车辆首次注册的成员国不同的成员国的车辆报废处理费用。
These requirements shall apply 3 years after the entry into force of a new legislation.
这些要求应在新立法生效 3 年后适用。
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PO5C includes advanced economic incentives to increase the collection of ELVs and promote the market for vehicles manufactured in a circular manner. It gives the discretion for the Member States to establish “deposit return schemes” based on the common EU wide criteria, whereby a lump sum of money is given to the last owner of an ELV upon its delivery to an ATFs (M26). This measure reflects the suggestion of F4F platform . The second component of this option is the possibility to establish harmonised Green Public Procurement (GPP) criteria for the purchase of all vehicles, based on circularity criteria described for PO5B, and consistent with the Clean Vehicles Directive (M27).
PO5C包括先进的经济激励措施，以增加 ELV 的收集并促进以循环方式制造的车辆市场。它允许成员国自行决定根据欧盟范围内的共同标准建立“押金返还计划” ，即在将 ELV 交付给 ATF (M26) 后，向最后的 ELV 所有者一次性支付一笔款项。这一举措反映了F4F平台的建议。该选项的第二个组成部分是可以根据 PO5B 描述的循环标准并与清洁车辆指令 (M27)保持一致，为购买所有车辆建立统一的绿色公共采购 (GPP) 标准。 |
PO5C contains the following Measures 26-27 (M26-M27):
PO5C 包含以下措施 26-27 (M26-M27)：
-M26 – Establishment of national deposit refund schemes
米26 –建立国家存款返还计划
The measure aims to introduce the Deposit Refund Schemes (DRS), as a complementary instrument, either managed by public authorities or as a part of the mechanism relevant with the extended producer responsibilities.
该措施旨在引入押金退款计划（DRS），作为补充工具，由公共当局管理或作为与延伸生产者责任相关的机制的一部分。
The vehicle owners would pay a deposit fee to the government upon the first registration of a vehicle. Member States will bear a discretion to define the conditions for the functioning of the DRS, including the level of deposit fees for the owners and premium to be granted in return/exchange of a vehicle.
车主在首次登记车辆时需向政府缴纳押金。成员国将自行决定 DRS 的运作条件，包括车主的押金水平以及退/换车辆时给予的保费。
The Commission will be empowered to develop harmonised criteria for the functioning of the DRS within 5 years after entry into force of a new legislation.
新立法生效后 5 年内，委员会将有权制定 DRS 运作的统一标准。
Member States will be required to report to the Commission on the efficiency of the DRS, including the level of premiums applied.
成员国将需要向委员会报告 DRS 的效率，包括所适用的保费水平。
-M27 – Introduction of minimum mandatory green public procurement criteria
米27 –引入最低强制性绿色公共采购标准
The measure aims to empower the Commission to establish minimum harmonised mandatory green public procurement criteria regarding vehicles’ circularity as under the Clean Vehicle’s Directive , that is to be revised in 2027.
该措施旨在授权委员会根据将于 2027 年修订的清洁车辆指令制定有关车辆循环性的最低统一强制性绿色公共采购标准。
These criteria would consider the eco-design of a vehicle, notably the recyclability, reusability and recoverability (i.e. circularity characteristics, including the aspects being assessed under the modulation of EPR fees, as described in Measure 24 (e.g. weight, dismantling time of parts). Following the establishment of mandatory criteria, the contracting authorities would be obliged to apply these requirements when procuring the vehicles. The fulfilment of those criteria shall be included in technical specifications and award criteria of the tender.
这些标准将考虑车辆的生态设计，特别是可回收性、可重复使用性和可回收性（即循环特性，包括在 EPR 费用调整下评估的方面，如措施 24 中所述（例如重量、零件的拆卸时间）制定强制性标准后，订约当局有义务在采购车辆时应用这些要求，并应将这些标准的满足情况纳入招标的技术规格和授予标准中。
The measure aims to ensure that during the public procurement, the vehicle chosen among other vehicles represents the significantly lower environmental impacts and considerably highest compliance with the eco-design (circularity) criteria of vehicle.
该措施旨在确保在公共采购过程中，选择的车辆对环境影响显着降低，并且符合车辆生态设计（循环）标准。
Interlinkages between the new Regulation replacing ELV and 3R type-approval Directives and the Clean Vehicles Directive is described in detail in Annex 10.
附件 10 详细描述了取代 ELV 和 3R 型式核准指令的新法规与清洁车辆指令之间的相互联系。
7.2.67.2.6 Policy Options 6A, 6B and 6C (related to specific objective 5 ‘cover all vehicles’)
7.2.6 政策选择 6A、6B和6C（与具体目标5“覆盖所有车辆”相关）
PO6A, PO6B and PO6C target the specific objective 6 ‘Cover more vehicles’ with an increasing level of ambition. These options are cumulative.
PO6A、PO6B 和 PO6C针对具体目标 6 “覆盖更多车辆” 不断增强的野心。这些选项是累积的。
PO6A includes a limited extension of the scope of the new legislation to additional categories of vehicles including L3e-L7e-category vehicles, lorries, buses and trailers . The manufacturers of these vehicles would be required to provide information on the vehicles placed on the market, collected and treated and compositional information to dismantlers and recyclers, through existing or new platforms, to facilitate depollution, dismantling and recycling of these vehicles including CRMs. This shall include at the minimum information on the location of substances of concern as well as instructions on dismantling (M28). These requirements would not be applicable to special-purpose vehicles, multistage and vehicles produced in small series.
PO6A包括有限的 范围的扩大 新立法涉及更多类别的车辆，包括L3e-L7e类车辆、卡车、公共汽车和拖车 。这些车辆的制造商将被要求提供投放市场的车辆的信息、收集和处理的信息以及成分信息 通过现有或新平台向拆解商和回收商提供信息，以促进这些车辆（包括 CRM）的去污、拆解和回收。这至少应包括有关关注物质位置的信息以及拆除说明（ M28 ）。 这些要求不适用于专用车辆、多级车辆和小批量生产的车辆。
PO6A contains the following Measure (M28).
PO6A 包含以下措施 (M28)。
-M28 – Provision of information to dismantlers and recyclers
中号28 – 向拆解商和回收商提供信息
This measure extends the basic information provision requirements (as described in Measure 3) for manufacturers of L3e-L7e-category vehicles as defined in Article 4(1) and (2) of Regulation (EU) No 168/2013 and lorries, buses and trailers falling under the categories M2, M3, N2, N3 and O, as defined in Article 3 point 15 of Regulation (EU) 2018/858.
该措施扩展了对制造商的基本信息提供要求（如措施3所述） 第 168/2013 号法规 (EU) 第 4(1) 和 (2) 条中定义的L3e-L7e类车辆，以及属于 M2、M3、N2、N3和O 类的卡车、公共汽车和拖车，如第 168/2013 号法规中定义的(EU) 2018/858 法规第 3 条第 15点。
The new provisions would list the elements and harmonise the format in which data is to be provided, including the instructions on depollution, location of components that are worth dismantling for reuse or separate collection and recycling. Concrete requirements would be detailed in a delegated act. OEMs would maintain the right to decide how the information is to be provided to waste operators (e.g., elaboration of IDIS, access upon request to systems that currently use other stakeholders (IMDS, RMI) or development and access to new systems).
新规定将列出要素并统一格式 其中应提供数据，包括去污染说明、值得拆卸以供再利用或单独收集和回收的组件的位置。具体要求将在授权法案中详细说明。 OEM 将保留决定如何向废物运营商提供信息的权利（例如，详细阐述 IDIS、根据请求访问当前使用其他利益相关者的系统（IMDS、RMI）或开发和访问新系统）。
The requirement shall apply within 5 years after the entry into force of the Regulation.
该要求应在条例生效后5年内适用。
PO6B consists of a broader extension of the scope of the new legislation. In addition to the requirements set out in PO6A, it includes a mandatory requirement that end-of-life L-category vehicles (which includes motorcycles), lorries, buses and trailers are treated in an ATF, with their dismantling accompanied by a CoD similar to PO4A (M30a). To complement this measure and ensure traceability of used vehicles, used lorries and buses should be subject to similar requirements than passenger cars with regard export related requirement based on roadworthiness (M30b). Manufacturers of lorries, buses and L vehicle categories should also be requested to assume the responsibility for the collection and reporting obligations set for these vehicles (basic EPR scheme) (M31). Finally, a review close for a phased-in future scope extension is included when more information is available (M32).
PO6B扩大了新立法的范围。除了 PO6A 中规定的要求外，它还包括一项强制性要求，即报废 L 类车辆（包括摩托车）、卡车、公共汽车和拖车应在 ATF 中进行处理，并在拆解时附上类似的 CoD至 PO4A (M30a)。为了补充这一措施并确保二手车的可追溯性，二手卡车和公共汽车应遵守与乘用车类似的基于道路适航性的出口相关要求（M30b）。还应要求卡车、公共汽车和 L 类车辆的制造商承担为这些车辆规定的收集和报告义务的责任（基本 EPR 计划） （M31）。最后，当有更多信息可用时，将包括对未来分阶段范围扩展的审查结束 (M32)。
PO6B contains the following Measures 30-34 (M29b-M32):
PO6B 包含以下措施 30-34 (M29b-M32)：
-M30a – Mandatory treatment of end-of-life L category vehicles (L3e-L7e), lorries (N2,N3) and buses (M2, M3) and trailers (O) at ATFs + CoD
M 3 0 a –报废L 类车辆的强制处理 ( L3e -L7e ) ， 卡车（N2、N3）和公共汽车 （M2， M3)和拖车 (O)在ATF处 + 货到付款
The measure extends the current Article 5(2) of the ELV Directive obliging the Member States to take the necessary measures to ensure that all end-of-life vehicles are transferred to authorised treatment facilities. The requirement to deliver and treat all end-of-vehicles would be extended to L-category vehicles , lorries, buses and trailers.
该措施扩展了现行 ELV 指令第 5(2) 条的规定，要求成员国采取必要措施，确保所有报废车辆均转移至授权处理设施。交付和处理所有车辆末端的要求将扩展到L 类车辆 、卡车、公共汽车和拖车。
Authorised treatment facilities will have to treat these vehicles in accordance with the mandatory requirements, such as depollution, removal and storage of parts and components prior further treatment. Member States will have to take necessary measures ensuring that any establishment or undertaking carrying out treatment operations obtains a permit, defining general technical, safety requirements.
授权处理机构必须按照强制性要求对这些车辆进行处理，例如在进一步处理之前去除污染、拆除和存放零部件。成员国必须采取必要措施，确保任何开展处理业务的机构或企业获得许可证，并确定一般技术和安全要求。
Authorised treatment facilities shall issue a CoD proving that end-of-life L-category vehicles, lorries, buses and trailers have been treated in compliance with the requirements set out in the new legislation. The measure also includes new provisions on reporting on the registration and de-registration of L-category vehicles, lorries, buses and trailers based on the issue of certificate of destruction (CoD). This certificate shall be issued to the holder and/or owner when the end-of-life vehicle is transferred to a treatment facility. The new legislation will oblige the owner of a vehicle to request the national vehicle registration authority to de-register a vehicle by presenting a CoD.
授权处理机构应出具 CoD，证明报废 L 类车辆、卡车、公共汽车和拖车已按照新立法规定的要求进行处理。该措施还包括关于根据销毁证书（CoD）的签发来报告 L 类车辆、卡车、公共汽车和拖车的注册和注销注册的新规定。当报废车辆转移到处理设施时，应向持有人和/或车主颁发该证书。新立法将要求车主通过出示 CoD 请求国家车辆登记机构注销车辆。
ATFs will have to report to the competent authority on the number of CoDs issued per year. A CoD must include a VIN code of a vehicle delivered to an ATF.
ATF 必须向主管当局报告每年签发的 CoD 数量。 CoD 必须包含交付给 ATF 的车辆的 VIN 代码。
-M30b – Export requirements for lorries (N2, N3) and buses (M2,M3) and trailers (O) linked to roadworthiness
M30b –卡车（N2、N3）、公共汽车（M2、M3）和拖车（O）的出口要求 与道路适航性相关
The measure extends the requirements described in PO4 (M19c, M21) to buses. Lorries and trailers. New provisions will be foreseen, by obliging the actors exporting the used buses and lorries from the EU to third countries to make available to customs authorities the information on a vehicle status via electronic system. To ensure traceability of used vehicles, the Vehicle Identification Number (VIN) and the information on the Member State where the vehicle was last registered should be made available to customs authorities. Only those lorries and buses which are roadworthy will be authorised to be exported to non-EU countries. To facilitate the distinction between waste vehicles and used vehicles, a special list of mandatory legal criteria will be introduced into the new legislation, based on the Waste Shipment Correspondents’ Guidelines No 9 on Shipments of Waste Vehicles . Under this improved definition, a vehicle that is considered an economic total loss (in the country of last registration) will be considered as an ELV. The consequence would be that such vehicles should be delivered to ATFs and the Waste Shipment Regulation would apply to cross-border shipments of such vehicles.
该措施将 PO4（M19c、M21）中描述的要求扩展到公交车。 卡车和拖车。预计将出台新的规定，要求从欧盟向第三国出口二手巴士和卡车的参与者向海关当局提供。 通过电子系统获取有关车辆状态的信息。 为了确保二手车的可追溯性，应向海关当局提供车辆识别码 (VIN)和车辆最后注册成员国的信息。只有那些适合道路行驶的卡车和公共汽车才会被授权出口到非欧盟国家。为了便于区分废弃车辆和二手车，新立法将根据《废物运输通讯员指南》第 9 号，引入一份特别的强制性法律标准清单。 报废车辆的运输量 ．根据这一改进的定义，车辆被视为经济全损（在最后登记的国家/地区） 将被视为 ELV 。结果将是此类车辆应交付给 ATF，并且废物运输法规将 适用于此类车辆的跨境运输。
These requirements shall apply within 5 years after entry into force of a new legislation.
这些要求应在新立法生效后 5 年内适用。
-M31 – Minimum EPR requirements for end-of-life L-category vehicles (L3e-L7e), lorries (N2, N3) and buses (M2,M3) and trailers (O)
M3 1 –报废L类车辆( L3e-L7e ) 、卡车 (N2、 N3) 和公共汽车 (M2,M3) 和拖车 (O)
The measure foresees a basic application of the extended producer requirements to L-category vehicles, lorries, buses and trailers. These would namely include requirements for the Member States to establish collective or individual national EPR schemes in alignment with Articles 8 and 8a of the WFD, as described in M22 and M23. The requirement shall apply within 5 years after the entry into force of the Regulation.
该措施预计扩展的生产商要求将基本适用于 L 类车辆、卡车、公共汽车和拖车。即包括要求成员国根据 WFD 第 8 条和第 8a 条建立集体或单独的国家 EPR 计划，如 M22 和 M23 中所述。该要求应在条例生效后5年内适用。
-M32– review clause on the regulatory extension of scope to new vehicles
M 3 2 – 关于将监管范围扩大到新车的审查条款
Based on evaluation of the reported data on the implementation of the measures listed under the PO6A and PO6B, the Commission shall provide an evaluation report on the possibility to fully include L-category vehicles, buses and lorries in the scope of the new legislation. This would also include the application of the relevant type-approval procedures on circularity requirements in those vehicles. The report shall be prepared within 7 years after entry into force of the Regulation, accompanied, if appropriate, by a legislative proposal.
根据对 PO6A 和 PO6B 所列措施实施报告数据的评估，委员会应提供一份关于将 L 类车辆、公共汽车和卡车完全纳入新立法范围的可能性的评估报告。这还包括对这些车辆的循环要求应用相关型式核准程序。该报告应在该条例生效后 7 年内编写，并酌情附上立法提案。
PO6C: Policy sub-Option 6C includes a full scope extension, with all requirements for M1 and N1 vehicles equally applying to the additional vehicles categories as well in the medium term. This implies full application of the modernised 3R type approval procedure and requirements on reusability, recyclability and recoverability as specified in PO1A-C, the recycled content requirements of PO2A-C, the advanced waste treatment requirements of PO3A-C (M33) and finally, the establishment of EPR schemes, including compliance cost offsetting and the other minimum EPR requirements as under PO5A-C, for motorcycles, lorries, buses and trailers (M34).
PO6C：政策子选项 6C 包括全面扩展，M1 和 N1 车辆的所有要求在中期同样适用于其他车辆类别。这意味着 全面应用现代化的3R型式审批程序以及PO1A-C中规定的可重复使用性、可回收性和可回收性要求、PO2A-C的回收含量要求、PO3A-C（M33）的高级废物处理要求，并最终建立的 EPR 计划，包括摩托车、卡车、公共汽车和拖车 (M34) 的合规成本抵消和 PO5A-C 下的其他最低 EPR 要求。
PO6C contains the following Measures 31 - 33 (M31c M33):
PO6C 包含以下措施 31 - 33 (M31c M33)：
-M31c - Full application of the extended producer responsibility (EPR) and advanced economic incentives of PO5
M31c -全面应用生产者延伸责任（EPR）和PO5的先进经济激励措施
The measure foresees a full application of the extended producer requirements to L-category vehicles, lorries, buses and trailers. In addition to the obligation for the Member States to establish collective or individual national EPR schemes in alignment with Articles 8 and 8a of the WFD, there would be additional requirements foreseen, namely, modulation and transfer of EPR fees from one Member State to another Member State, harmonized criteria for GPP and national Deposit Refund Schemes.
该措施预计将扩大生产商要求全面适用于 L 类车辆、卡车、公共汽车和拖车。除了成员国有义务根据 WFD 第 8 条和第 8a 条建立集体或单独的国家 EPR 计划外，预计还有其他要求，即 EPR 费用从一个成员国调整和转移到另一成员国国家 GPP 和国家存款返还计划的统一标准。
These requirements would not be applicable to special purpose vehicles, multistage and vehicles produced in small series.
这些要求不适用于特殊用途车辆、多级车辆和小批量生产的车辆。
These requirements shall apply after 7 years after entry into force of a new Regulation.
这些要求应在新法规生效 7 年后适用。
-M33 – Full scope application of the new 3R type-approval and end-of-life treatment requirements to additional vehicle categories
M3 3 – 新的 3R 型式认证和报废处理要求全面适用于其他车辆类别
i) 我）application of the 3R type-approval requirements from PO1
PO1 的 3R 型式认证要求的应用
This measure extends the new design, production and end-of-life requirements to L-category vehicles, lorries and buses under the type-approval procedure. It means that only those L-category vehicles, lorries, buses and trailers which comply with the revised circularity related standards (as currently applied to M1 and N1 vehicle categories, including reusability, recyclability, recoverability and recycled content) shall be placed on the EU market.
该措施将新的设计、生产和报废要求扩展到了型式批准程序下的 L 类车辆、卡车和公共汽车。这意味着只有符合修订后的循环相关标准（目前适用于 M1 和 N1 车辆类别，包括可重复使用性、可回收性、可回收性和可回收成分）的 L 类车辆、卡车、公共汽车和拖车才能列入欧盟市场。
For the purpose of calculating the compliance with reusability, recoverability, recyclability, a specific calculation methodology to be developed by the Commission within 3 years following the adoption of a Regulation, would be applied to the extended scope of vehicles. This methodology will instruct the vehicle manufacturers how they should demonstrate compliance with the recyclability and reusability of new vehicles, while taking into account the ongoing technological progress of the ‘proven technologies’ that exist at the moment of vehicle placement into the market.
为了计算可重复使用性、可回收性、可回收性的合规性，委员会将在法规通过后 3 年内制定具体的计算方法，该方法将适用于扩大的车辆范围。该方法将指导汽车制造商如何证明新车符合可回收性和可重复使用性，同时考虑到车辆投放市场时存在的“经过验证的技术”的持续技术进步。
The manufacturers of the extended vehicles would also be obliged to implement the information requirements, i.e., to provide information on dismantling and composition of vehicles.
扩展车辆的制造商也有义务执行信息要求，即提供车辆拆解和组成的信息。
The 3R type-approval procedures would enter into force after 7 years after adoption of the Regulation.
3R 型式核准程序将在该法规通过 7 年后生效。
ii) full application of the recycled content targets from PO2
ii) 全面应用 PO2 的回收含量目标
Mandatory recycled content targets would be extended to L-category vehicles, lorries, buses and trailers, as described in M9.
正如 M9 中所述，强制性回收含量目标将扩展到 L 类车辆、卡车、公共汽车和拖车。
The requirements would enter into force after 7 years after adoption of the Regulation.
这些要求将在该条例通过 7 年后生效。
iii) full application of the reuse, recovery and recycling targets from PO3
iii) 全面落实 PO3 的再利用、回收和循环利用目标
The measure extends a mandatory 30% of recycling target for plastic to L-category vehicles, lorries, buses and trailers, based on the revised definition of “recycling” as aligned with the Waste Framework Directive. As in the case of M1 and N1 vehicle categories, it would be implemented in a combination with the additional requirements of the mandatory removal prior to shredding/PST (M13b), disposal ban of light-weighted automotive fractions (M16a), regulation of shredder/ post-shredder facilities (M16b, c).
该措施根据与《废物框架指令》一致的修订后的“回收”定义，将塑料 30% 的强制性回收目标扩展到 L 类车辆、卡车、公共汽车和拖车。与 M1 和 N1 车辆类别一样，它将与破碎/PST 前强制清除 (M13b)、轻型汽车碎片处置禁令 (M16a)、破碎机监管等附加要求结合实施/ 后碎纸机设施（M16b、c）。
The measure also introduces a new requirement for the Member States to collect and report data on the type and share of used or remanufactured automotive components of extended vehicle categories(14a). Such reporting obligation will allow to monitor the total level of reuse and remanufacturing at both national and the EU level per year. To ensure harmonized monitoring conditions, the new legislation will set out reporting requirements for ATFs, which will be obliged to provide information on all parts and components that were 1) dismantled and reused or 2) dismantled and remanufactured. Complementary provisions on the market support for the use of spare parts would be also foreseen (14b).
该措施还提出了一项新要求，要求成员国收集和报告有关扩展车辆类别的二手或再制造汽车零部件的类型和份额的数据(14a)。此类报告义务将允许每年在国家和欧盟层面监控再利用和再制造的总体水平。为了确保统一的监测条件，新立法将规定 ATF 的报告要求，ATF 有义务提供有关 1) 拆卸和再利用或 2) 拆卸和再制造的所有零部件的信息。还将预见对备件使用的市场支持的补充规定（14b）。
These requirements shall apply 5 years after entry into force of a new Regulation.
这些要求应在新法规生效 5 年后适用。
iv) full application of the collection, export and vehicle registration requirements of PO4
iv) 全面适用 PO4 的收集、出口和车辆登记要求
The measure extends the obligation for the Member States to annually report on the national vehicle stock and detailed changes to additional vehicle categories. The reporting elements will include the following data: i) total number of L-category vehicles, lorries and buses registered; ii) new registrations; iii) imports and exports of used L-category vehicles, lorries, buses and trailers; iv) temporary de-registrations, and v) permanent de-registrations.
该措施扩大了成员国每年报告国家车辆库存以及其他车辆类别的详细变化的义务。报告要素将包括以下数据： i) 注册的 L 类车辆、卡车和公共汽车总数； ii) 新注册； iii) 二手 L 类车辆、卡车、公共汽车和拖车的进出口； iv) 临时注销，以及 v) 永久注销。
The measure includes additional requirements for the export to non-EU countries, as well as full procedural requirements regarding the notification and share of information on the status of vehicles between Member States competent authorities, as provided in PO4C.
该措施包括对非欧盟国家出口的附加要求，以及有关成员国主管当局之间车辆状态信息通知和共享的完整程序要求，如 PO4C 中规定。
These requirements shall apply 5 years after entry into force of a new Regulation.
这些要求应在新法规生效 5 年后适用。
7.3Description of discarded measures per policy option
每个政策选项废弃措施的描述
7.3
7.3.17.3.1 Measures discarded for Policy Options 1: Strengthen the type-approval framework and reduce hazardous substances in vehicles
7.3.1 政策选项1放弃的措施：加强型式核准框架并减少车辆中的有害物质
-M34 - Voluntary pledges campaign to increase circularity
M 34 - 加强循环的自愿承诺运动
This measure aims to motivate producers to increase circularity of their produced vehicles through voluntary commitments related to eco-design. To facilitate the exchange of information, the Commission would establish a platform for holding campaigns by targeting different areas where the circularity of vehicles can be addressed. In cooperation with the automotive sector (producers, waste management), sectoral targets would be set for each of these areas with a concrete timeline.
该措施旨在激励生产商通过与生态设计相关的自愿承诺来提高其生产的车辆的循环性。为了促进信息交流，委员会将建立一个平台，针对可以解决车辆循环问题的不同领域开展活动。与汽车行业（生产商、废物管理）合作，将为每个领域制定行业目标并附有具体的时间表。
At the initial phase, a survey would be carried to collect information on the current state of play. Individual operators (producers, suppliers, waste operators) will be asked to participate by submitting relevant information, including the confidential data. This data will be aggregated to assess the current status of existing circular practices with a view to set targets for a mid-term timeline. On this basis, campaigns will be held on the platform, inviting car manufacturers and suppliers to commit (i.e., to pledge) to achieving a certain share of the mutual target within the five-year timeframe.
在初始阶段，将进行一项调查以收集有关当前状况的信息。个体经营者（生产者、供应商、废物经营者）将被要求提交相关信息（包括机密数据）来参与。这些数据将被汇总以评估现有循环实践的现状，以期设定中期时间表的目标。在此基础上，平台上将举办活动，邀请汽车制造商和供应商承诺（即承诺）在五年内实现一定份额的共同目标。
The following areas are to be targeted in this manner:
以这种方式瞄准以下领域：
Increase the rate of materials used in new vehicles, which are easy to re-use and recycle: In this respect, materials are to be targeted that increase the durability of parts (i.e., increasing potential for reuse) and/or that can be recycled at high efficiency and with no or minimum loss in quality (i.e., no downcycling) with the current capacities of the ELV waste management value chain. The ELV waste operators shall be consulted for this purpose in the identification of relevant materials and in the consideration of targets together with representatives of the automotive manufacturing sector that can be achieved in the mid-term.
提高新车中易于重复使用和回收的材料使用率：在这方面，材料的目标是提高零件的耐用性（即增加再利用的潜力）和/或可回收的材料凭借 ELV 废物管理价值链的现有能力，效率高，质量没有损失或质量损失最小（即没有降级循环）。为此，应咨询报废汽车废物经营者，以确定相关材料，并与汽车制造行业的代表一起考虑中期可实现的目标。
Apply composite or materials for which no recycling/re-use is currently possible only when justified from a life cycle perspective: Materials which have a negative impact on the achievability of the ELV recycling targets shall be identified in cooperation with the automotive producers and the respective waste management sector. For such materials, the sector shall pledge to investigate impacts along the life cycle, use such materials only where use benefits set-off end-of-life costs and to provide funding for developing recycling capacities within a mid-term timeframe.
仅在从生命周期角度证明合理的情况下，才应用目前无法回收/再利用的复合材料或材料：应与汽车生产商和各自的相关部门合作识别对 ELV 回收目标的实现产生负面影响的材料。废物管理部门。对于此类材料，该部门应承诺调查整个生命周期的影响，仅在使用效益抵消报废成本的情况下使用此类材料，并在中期期限内为发展回收能力提供资金。
Increase the rate of recycled materials used in new vehicles: Together with the automotive manufacturing sector the current amounts of recycled materials used in the vehicle sector shall be established for e.g., steel, aluminium, copper, REE magnets, plastic (specific polymers), glass, rubber. For each of these materials, targets (sector amounts) for the mid-term shall be considered and set for increasing the amount of recycled content in vehicles.
提高新车中使用的回收材料的比例：应与汽车制造行业一起确定当前汽车行业使用的回收材料的数量，例如钢、铝、铜、稀土磁体、塑料（特定聚合物）、玻璃， 橡皮。对于每种材料，应考虑并设定中期目标（部门数量），以增加车辆中的回收材料量。
Develop remanufacturing as part of their production process: vehicle manufacturers and their suppliers would be asked to report on the current level of use of remanufactured parts in the production of new vehicles and of “as good as new” spare parts. A target shall be set to increase the use of remanufactured parts, identifying specific components where the potential for remanufacturing is high and mainly depends on the level of demand. Manufacturers and their suppliers will commit to apply a larger share of remanufactured parts instead of new parts for repair but also in the assembly of new vehicles.
将再制造作为其生产过程的一部分：汽车制造商及其供应商将被要求报告目前在新车生产中使用再制造零件以及“与新的一样”的备件的使用水平。应制定增加再制造零件使用的目标，确定再制造潜力较高且主要取决于需求水平的特定零件。制造商及其供应商将承诺在维修以及新车组装中使用更大比例的再制造零件，而不是新零件。
At the end of the five years, economic operators that have participated in the campaign would be asked to report on the implementation results. Based on the collected data, it will be monitored to what degree the set targets were achieved. In areas where the campaigns do not lead to significant results, the Commission would consider possibility to introduce the obligatory measures.
五年结束时，将要求参与该活动的经济主体报告实施结果。根据收集的数据，将监测设定目标的实现程度。在这些活动没有取得重大成果的领域，委员会将考虑采取强制性措施的可能性。
This measure has been discarded, as it is not deemed to be efficient as it will create extensive administrative burden for the vehicle producers and suppliers while still remaining non-mandatory obligation. It leaves uncertainty how many producers would be participating in the campaigns and to which extent the collected data would be comparable. Therefore, this measure is considered to be disproportionate and ineffective in terms of the results to be achieved.
这项措施已被废弃，因为它被认为效率不高，因为它会给车辆生产商和供应商带来大量的行政负担，同时仍然保留非强制性义务。这使得不确定有多少生产者将参与这些活动以及收集到的数据在多大程度上具有可比性。因此，就所要达到的效果而言，这一措施被认为是不相称且无效的。
-M35 – Preparation of non-binding guidelines to improve circularity of vehicles
M35 – 制定非约束性指南以改进 车辆循环度
Under this measure, the Commission would prepare the non-binding guidelines with recommendations for improving circular design and production of vehicles. The document shall be developed based on consultation with frontrunners of the sector explaining the relevant actions, their expected achievements, expected relation of costs and benefits of the action, potential cross-media affects to be avoided, benchmarks, etc. The guidelines would focus on the following aspects:
根据这项措施，委员会将制定非约束性指南，并提出改进车辆循环设计和生产的建议。该文件应在与该行业领先者协商的基础上制定，解释相关行动、预期成果、行动成本和收益的预期关系、要避免的潜在跨媒体影响、基准等。该指南将重点关注以下几个方面：
Design practices that support dismantling (by shortening dismantling time, increasing dismantlability with common ATF tools, avoiding of damage to component removed or environment),
支持拆卸的设计实践（通过缩短拆卸时间、提高常用 ATF 工具的可拆卸性、避免损坏拆卸的组件或环境），
Design practices that support high quality recycling (by promoting use or avoidance of certain materials or the mass of materials used in parts that are commonly removed prior to shredding),
支持高质量回收的设计实践（通过促进使用或避免使用某些材料或通常在粉碎前去除的零件中使用的大量材料），
Environmental management practices that encourage exchange of information between designers and dismantling facilities.
鼓励设计者和拆除设施之间交换信息的环境管理实践。
The preparation of the guidelines would be supported by dedicated studies (e.g. JRC ).
指南的制定将得到专门研究的支持（例如JRC ）。
This measure was discarded due to its non-binding nature, also taking into account that similar guidance documents like EMAS exist for other sectors. The measure is disproportionate in terms as the development of the guidelines would create intensive administrative burden, although its effectiveness of the practical implementation cannot be proved.
该措施因其不具约束力的性质而被放弃，同时还考虑到其他部门也存在类似的指导文件（如 EMAS）。这种措施是不相称的，因为指南的制定会造成沉重的行政负担，尽管其实际执行的有效性尚无法证明。
-M36 - Obligatory due diligence requirements for materials used in vehicles
M3 6 - 对车辆所用材料的强制性尽职调查要求
The measure aims to introduce specific due diligence obligations for the raw and secondary materials used in manufacturing a vehicle and its components. These requirements would apply to vehicle manufacturers and suppliers.
该措施旨在对用于制造车辆及其零部件的原材料和辅助材料引入具体的尽职调查义务。这些要求将适用于汽车制造商和供应商。
This regulatory framework addresses the global nature of the automotive supply chain where the materials constituting a vehicle are sourced from diverse non-EU countries. It is not always known to which extent local governing conditions and/or the level of performance of mining and processing facilities comply with the protection of human rights, public health, labour safety requirements. High dependency on material sourcing from such countries contributes to adverse impacts on society and on human health and the environmental. To prevent it, vehicle manufacturers and suppliers would be requested to perform due diligence when sourcing materials from high-risk countries. That include raw materials sourced from conflict-affected or high-risk areas and secondary materials from countries not complying with a minimum level of environmental performance and minimum social working conditions. Manufacturers and suppliers would be obliged, as part of the type-approval process , to provide declarations, including third party verification proof, demonstrating that materials present in a manufactured vehicle are sourced diligently. A list of materials to be covered under the due diligence requirements would be included in a dedicated annex to the Regulation, including the thresholds for the total amount of the materials above which the due diligence obligation would comply. The annex would be updated on a regular basis.
该监管框架解决了汽车供应链的全球性问题，其中构成车辆的材料来自不同的非欧盟国家。人们并不总是知道当地的治理条件和/或采矿和加工设施的绩效水平在多大程度上符合保护人权、公共卫生、劳动安全的要求。对来自这些国家的材料采购的高度依赖会对社会以及人类健康和环境产生不利影响。为了防止这种情况发生，汽车制造商和供应商在从高风险国家采购材料时将被要求进行尽职调查。其中包括来自受冲突影响或高风险地区的原材料以及来自不符合最低环境绩效和最低社会工作条件的国家的二级材料。制造商和供应商有义务， 作为型式批准程序的一部分 ，提供声明，包括第三方验证证明，证明制造的车辆中存在的材料是经过认真采购的。尽职调查要求涵盖的材料清单将包含在该条例的专门附件中，其中包括尽职调查义务将遵守的材料总量的阈值。该附件将定期更新。
Following the preliminary assessment, the potential measure has been discarded as the due diligence requirements for the automotive sector are applied through other the EU legislations:
初步评估后，由于汽车行业的尽职调查要求通过其他欧盟立法适用，因此潜在措施已被放弃：
i) In relation to the sourcing of minerals from conflict-affected or high-risk areas, Regulation 2017/821/EU already lays down supply chain due diligence obligations for the EU importers of tin, tantalum and tungsten, their ores, and gold originating from such areas. Therefore, sourcing of e.g., tin, tungsten, tantalum, niobium and gold minerals and metals for vehicle manufacture are already addressed through this Regulation, making the new obligation redundant. In parallel, the European Commission is planning to review the current Regulation 2017/821/EU, which eventually lead to adaptations in both future due diligence requirements as well as in the materials for which such requirements are necessary.
i) 关于从受冲突影响或高风险地区采购矿物，2017/821/EU 号法规已规定了欧盟锡、钽和钨及其矿石和黄金进口商的供应链尽职调查义务源自这些地区。因此，该法规已经解决了用于车辆制造的锡、钨、钽、铌和金等矿物和金属的采购问题，从而使新义务变得多余。与此同时，欧盟委员会正计划审查现行法规2017/821/EU，最终对未来的尽职调查要求以及此类要求所必需的材料进行调整。
ii) The Commission proposal for a Directive on corporate sustainability due diligence cover the companies and operations relevant for the manufacturing of vehicles. The core elements of this duty are identifying, bringing to an end, preventing, mitigating and accounting for negative human rights and environmental impacts in the company’s own operations, their subsidiaries and their value chains. The new rules aim to ensure that businesses address adverse impacts of their actions, including in their value chains inside and outside Europe. Therefore, additional due diligence requirements for the automotive industry are considered to be redundant.
ii) 委员会关于企业可持续发展尽职调查指令的提案涵盖与车辆制造相关的公司和业务。这项职责的核心要素是识别、结束、预防、减轻和核算公司自身运营、子公司及其价值链中的负面人权和环境影响。新规则旨在确保企业解决其行为的不利影响，包括欧洲内外价值链的不利影响。因此，对汽车行业的额外尽职调查要求被认为是多余的。
Description of other measures corresponding to the voluntary activities of vehicle manufacturers and their suppliers to promote the circularity in vehicles, including reused and remanufactured components, are provided in the supporting study of the impact assessment.
影响评估的支持研究中描述了与车辆制造商及其供应商为促进车辆循环（包括再利用和再制造零部件）而自愿开展的活动相对应的其他措施。
7.3.27.3.2 Measures discarded for Policy Options 2: Increase the use of recycled materials in new vehicles
7.3.2 政策选项 2 放弃的措施：增加新车中回收材料的使用
-M37 - Higher than 30% of recycled content target for plastics in 2030
M37 - 2030 年塑料回收含量目标高于 30 %
The description of measure builds on the same content elements as in those presented under PO2A-C. The level of targets is deemed to be too far reaching. Therefore, the measure is discarded, as it creates high risk of supply – demand misbalances and disproportionate additional costs to the sector.
措施的描述建立在与 PO2A-C 下提供的内容相同的内容元素之上。目标水平被认为过于遥远。因此，该措施被放弃，因为它会带来供需失衡的高风险，并给该行业带来不成比例的额外成本。
-M38 - Recycled content targets for copper
M38 -铜的回收含量目标
With targeted measures for copper separation for improving the quality of steel and aluminium scrap, once removed, there is sufficient intrinsic value and thus no remaining secondary raw material market failures to be addressed to ensure better uptake of copper fractions and thus no need for a recycled content type of target.
通过有针对性的铜分离措施来提高废钢和废铝的质量，一旦去除，就有足够的内在价值，因此没有剩余的二级原材料市场失灵需要解决，以确保更好地吸收铜碎片，因此不需要回收目标的内容类型。
-M39 - Recycled content targets for glass
M39 -玻璃的回收含量目标
Due to high specifications for automotive glass, using recycled content is not foreseen to be technically feasible. Removing window glass from the vehicles under PO3A removal obligations is selected as the best type of measure: A relatively clean fraction is obtained for further use in container glass or in the ceramics industry without the need for further economic support. In addition, with improving the recycling definition, backfilling of ASR and the landfill ban as well as high landfill costs will steer these glass fractions to recycling processes. Removal of windows further supports less maintenance for shredders/ PST operators. The measure introduces a requirement to use a minimum share of recycled materials (glass) in newly designed and type-approved vehicles. Requirements for a recycled content target to be would need to be reached within a given timeframe in compliance with additional parameters specifying the origin of secondary materials (e.g., pre-consumer vs. post-consumer; ELVs vs. other end-of-life product streams).
由于汽车玻璃的规格很高，预计使用回收材料在技术上不可行。根据PO3A去除义务，从车辆上去除车窗玻璃被选为最佳措施：获得相对干净的部分，以进一步用于容器玻璃或陶瓷行业，而不需要进一步的经济支持。此外，随着回收定义的改进、ASR的回填和垃圾填埋禁令以及高昂的垃圾填埋成本将引导这些玻璃碎片进入回收流程。拆除窗户进一步减少了碎纸机/PST 操作员的维护工作。该措施提出了在新设计和型式批准的车辆中使用最低比例回收材料（玻璃）的要求。需要在给定的时间范围内达到回收含量目标的要求，并符合指定二次材料来源的附加参数（例如，消费前与消费后；ELV 与其他报废产品）流）。
Therefore, the possible measure to set a recycled content target for glass is discarded, as other more effective measures are proposed to promote high quality recycling of automotive glass (e.g., excluding backfilling form recycling, obligations for ATFs to dismantle glass prior to shredding operations, recycling target for glass). Furthermore, setting a material specific recycled content target for glass under this PO2 is not regarded as the right type of measure and excluded from further considerations.
因此，设定玻璃回收含量目标的可能措施被放弃，因为提出了其他更有效的措施来促进汽车玻璃的高质量回收（例如，排除回填形式回收、ATF在破碎操作之前拆除玻璃的义务、玻璃的回收目标）。此外，在此 PO2 下为玻璃设定材料特定回收含量目标并不被视为正确的措施类型，并且被排除在进一步考虑之外。
-M40 - Recycled content targets for rubber/ tyres
M40 -橡胶/轮胎的回收含量目标
To ensure a coherence between sectoral legislation, possibility to set a recycled content for rubber will be examined under the Ecodesign for Sustainable Product Regulation (ESPR), together with other potential design-related requirements for tyres, e.g. recyclability. Therefore, this measure is discarded in the context of this review.
为了确保部门立法之间的一致性，将根据可持续产品生态设计法规（ESPR）以及其他潜在的与轮胎设计相关的要求（例如可回收性）来审查设定橡胶回收成分的可能性。因此，在本次审查中放弃了这一措施。
Aspects to be taken into account: there is significant improvement potential in the case of rubber recycling from tyres and (chlorinated) rubber from ELV fractions originating from for instance seals and hoses. Key focus for rubber is to ensure higher quantity and quality of recycling of ELT (End-of-life Tyres) products in various applications like use as artificial turf, infills in road construction products, devulcanization processes, chemical recycling and energy recovery processes like use in cement production, etc. For the ‘higher quality’ routes there is a need to take into account adequate measures to avoid the release of PAHs (Polycyclic aromatic hydrocarbons) and microplastics from recycled products .
需要考虑的方面：从轮胎中回收橡胶和从来自密封件和软管等的 ELV 碎片中回收（氯化）橡胶，具有显着的改进潜力。橡胶的重点是确保 ELT（报废轮胎）产品在各种应用中的回收数量和质量更高，例如用作人造草坪、道路建设产品的填充物、脱硫过程、化学回收和能源回收过程（例如使用）对于“更高质量”的路线，需要考虑采取适当的措施，以避免回收产品中释放 PAH（多环芳烃）和微塑料 。
7.3.37.3.3 Measures discarded for Policy Options 3: Increase the quantity and quality of materials re-used, remanufactured and recycled from ELVs
7.3.3 政策选项3放弃的措施：提高报废汽车再利用、再制造和回收材料的数量和质量
-M41 – setting specific recycling targets for metals
M 41 – 设定金属的具体回收目标
Following a preliminary assessment of economic, social and environmental impacts, measures are considering material-specific recycling targets for metals have been discarded:
在对经济、社会和环境影响进行初步评估后，正在考虑采取措施，针对已废弃的金属制定特定材料的回收目标：
·Steel: concerns focus more on the quality of ELV steels,
钢铁：关注点更多集中在弱电钢材的质量上，
·Copper: high administrative burden, complicated sampling and other measures expected to be much more efficient (mandatory removal and quality requirements).
铜：行政负担高，采样复杂，其他措施预计效率更高（强制清除和质量要求）。
·Aluminium: a general recycling targets is discarded for the same reasons as for copper.
铝：一般回收目标，由于与铜相同的原因而被丢弃。
-M42 – setting specific recycling targets for non-metal materials
M 42 –为非金属材料设定具体的回收目标
For other materials, certain specific recycling and reuse measures are discarded due to other approaches being assessed more effective in reaching similar or better results:
对于其他材料，某些特定的回收和再利用措施被废弃，因为其他方法被评估更能有效地达到类似或更好的结果：
·Electronics: Aiming at improved recovery of electronic components via setting PST treatment requirements is discarded as other measures related to copper removal and manual dismantling are more effective.
电子产品：旨在通过设置 PST 处理要求来提高电子元件回收率的做法已被放弃，因为与除铜和手动拆卸相关的其他措施更加有效。
Voluntary activities of vehicle manufacturers and their suppliers to promote the application of reused and remanufactured components is discarded because improving the conditions for the use of spare parts is expected to be more effective.
汽车制造商及其供应商推动重复使用和再制造零部件应用的自愿活动被放弃，因为改善零部件的使用条件预计会更加有效。
7.3.47.3.4 Measures discarded for Policy Options 4: Increase the collection of ELVs in the EU
7.3.4 政策选项 4 放弃的措施：增加欧盟ELV的收集
A range of voluntary measures have been discarded due to low expectation on their effectiveness, important feasibility challenges, subsidiarity reasons or legal obstacles. These measures include the following:
由于对其有效性的期望较低、重大的可行性挑战、辅助性原因或法律障碍，一系列自愿措施已被放弃。这些措施包括以下内容：
-M43 - Establish a mandatory collection target of ELVs based on the reporting obligations on the national vehicle market
M 43 -根据全国汽车市场的报告义务，制定报废汽车的强制收集目标
The measure is based on Article 5 (2) of the current ELV Directive stipulating that “Member States shall also take the necessary measures to ensure that all end-of life vehicles are transferred to authorised treatment facilities.” This implies, 100% of the generated ELVs should be collected. Therefore, this measure would expressively set this level mandatory collection target.
该措施基于现行ELV指令第5条第2款，规定“成员国还应采取必要措施，确保所有报废车辆转移至授权处理设施。”这意味着，应收集 100% 生成的 ELV。因此，本办法明确规定了这一级别的强制征收目标。
Implementation of this target would require a detailed reporting by the Member States on the national fleet, including precise traceability of export and import per year. Due to the lack of the comparable reporting mechanism at national level and data for intra EU trade, it is not possible to assess the feasibility to achieve 100% collection target. Therefore, setting a mandatory collection target for ELVs is considered to be premature.
实现这一目标需要成员国提供有关国家船队的详细报告，包括每年进出口的精确追踪。由于缺乏国家层面的可比报告机制和欧盟内部贸易数据，无法评估实现 100% 征收目标的可行性。因此，为报废车辆设定强制收集目标被认为为时过早。
-M44 - Voluntary campaigns on export of ELVs with a focus on the current waste shipment correspondents’ guidelines No9 on distinction between ELVs and second-hand vehicles
M 44 -关于报废汽车出口的自愿运动，重点关注当前废物运输通讯员关于报废汽车和二手车区别的第 9 号准则
The Waste Shipment Correspondents developed the Specific guidelines No 9 to assist enforcement and customs officials in implementing the rules on the export of ELVs, and especially to distinguish between ELVs and used cars. According to these guidelines, the distinction between waste vehicles and used vehicles, first of all, depends on the answer to the question whether the holder of the vehicle intended to discard it or not. In practice, as the guidelines are not legally binding and contain advice rather than straightforward criteria to distinguish between waste and non-waste, they are not applied consistently across the Union. Furthermore, the guidelines refer to a case-by-case approach according to a number of characteristics.
废物运输通讯员制定了具体指南否 9 协助执法和海关官员执行报废汽车出口规则，特别是区分报废汽车和二手车。根据这些指导方针，报废车辆和二手车辆的区别，首先取决于车辆持有者是否打算丢弃该问题的答案。实际上，由于这些准则不具有法律约束力，并且包含建议而不是区分废物和非废物的直接标准，因此它们在整个欧盟的应用并不一致。此外，指南还根据一些特征提出了具体情况具体分析的方法。
To support the enforcement of these Guidelines, the measure introduces voluntary campaigns to be performed by the Member States authorities . These campaigns should be helpful in detecting illegal cases and failure in recognizing the status of a vehicle. Implementation scale of the campaigns depends on additional funding and allocation of additional human resources by the Member States. Taking into account that this measure would be based on a voluntary model, its effectiveness would remain negligible as it would not establish a systemic effect across the EU. Therefore, the measure has been discarded. Instead, minimum inspection requirements accompanied with the mandatory criteria distinguishing ELV from an used vehicle are proposed for the future Regulation.
为了支持这些准则的执行，该措施引入了由成员国当局开展的自愿活动 。这些活动应该有助于发现非法案件和未能识别车辆状态的情况。 活动的实施规模取决于额外的资金和额外的人力分配 成员国的资源。考虑到这项措施将基于自愿模式，其有效性仍然可以忽略不计，因为它不会在整个欧盟产生系统性影响。因此，该措施已被放弃。相反，未来的法规提出了最低检查要求以及区分ELV 和二手车的强制性标准。
-M45 – Establishing a central EU vehicle registration database, including a conclusive list of conditions for permanent cancellation of the registration and management of temporary deregistration, establishment of a notification system for ELV, CoD and a conclusive list of conditions for permanent cancellation of the registration
M45 – 建立欧盟中央车辆登记数据库，包括永久取消登记条件的最终清单和临时注销管理、建立ELV、CoD通知系统以及永久取消登记条件的最终清单
The measure foresees the establishment of a central EU vehicle registration database, which would enable an electronic notification procedure between Member States when a CoD is issued for a vehicle last registered in another Member State. The Member States where the CoD is issued but the vehicle was not registered (respectively not registered the last) is obliged to inform the Member State where the vehicle was last registered. Member States shall jointly establish a data exchange, making it possible to submit such information and to search by VIN for a vehicle, when the last owner (respectively country where the vehicle is been registered last), cannot be detected from accompanying (respectively missing) registration documents.
该措施预计将建立一个欧盟中央车辆登记数据库，当为最后在另一个成员国登记的车辆签发 CoD 时，该数据库将启用成员国之间的电子通知程序。签发 CoD 但车辆未注册（分别为最后注册）的成员国有义务通知车辆最后注册的成员国。成员国应共同建立数据交换，以便在无法从随行人员中检测到最后一位车主（分别是车辆最后注册的国家）时，提交此类信息并通过 VIN 搜索车辆注册文件。
The measure has been discarded as unproportionate and unfeasible to implement.
该措施因不相称且不可行而被放弃。
-M46 - Exchange of Member States on the implementation of incentives supporting effectiveness of the Certificate of Destruction (CoD)
M46 -成员国就实施支持销毁证书（ CoD）有效性的激励措施进行交流
Under this measure, the future Regulation would require the Member States to report on the implementation of minimum one of the economic incentives listed in the revised legislation to encourage the last owner of an end-of-life vehicle to deliver it to an ATF and receive a CoD in return. Tree alternative options might apply for such incentives:
根据这项措施，未来的法规将要求成员国报告修订后的立法中列出的至少一项经济激励措施的实施情况，以鼓励报废车辆的最后一个车主将其交付给 ATF 并接收作为回报，CoD。树木替代方案可能适用于此类激励措施：
1.Link the (end of the) payment of insurance schemes to provision of CoD;
将保险计划的支付（结束）与 CoD 的规定联系起来；
2.Link the end of administrative fees to provision of CoD;
将行政费用的终止与 COD 的规定联系起来；
3.Member States set up other financial incentives (premium / pay out) for last owners to hand over ELVs to ATFs, possibly as part of EPR scheme
成员国为最后车主将 ELV 移交给 ATF 制定了其他财务激励措施（溢价/支付），这可能是 EPR 计划的一部分
There is a risk that implementation of this measure might raise the subsidiarity concerns. Moreover, it would be difficult to ensure a proper implementation control of the actions and prevent the illegal activities. There are cases when the fraudulent contracts are presented to the insurance companies and the vehicle is instead delivered to an illegal dismantler at a higher profit than if offered to an ATF. This demonstrates that this measure would not be sufficient to reach the desired effect. Therefore, the measure is discarded as disproportionate and inefficient.
实施此措施存在风险 措施 可能会引起辅助性问题。 此外，也很难确保对行为进行适当的实施控制并防止非法活动。在某些情况下， 欺诈性合同被提交给保险公司，而车辆被交付给非法拆解商，其利润比提供给 ATF 更高。 这表明该措施不足以达到预期效果。因此，该措施因不相称且效率低下而被废弃。
-M47 - Support / software interfaces to international notification system
M47 -国际通知系统的支持/软件接口
The measure aims to establish an internationally operating notification system for vehicles, where all the relevant registration information, including CoD and final cancellation would be available. The governance role and operating costs of the system would be attributed to the producers. Following the preliminary assessment, the implementation of the measure may raise subsidiarity concerns as processing of data related to the vehicle registration falls under the competence of national registration authorities. The producers shall not interfere in the cooperation of the national registration systems. Furthermore, it is technically challenging to shift this obligation to producers. As a result, the measure has been discarded.
该措施旨在建立一个国际运作的车辆通知系统，其中所有相关注册信息（包括 CoD 和最终取消）都将可用。该系统的治理角色和运营成本将由生产者承担。初步评估后，该措施的实施可能会引起辅助性问题，因为与车辆登记相关的数据处理属于国家登记机构的职权范围。生产者不得干预国家注册系统的配合。此外，将这一义务转移给生产者在技术上具有挑战性。结果，该措施已被放弃。
Description of other measures contributing to the collection of ELVs in the EU is provided in the supporting study of the impact assessment. These measures include the following: exchange on Member State best-practice on national implementation and enforcement; enforcement actions by Member States through EU funding and EU enforcement actions against environmental crime; promote international non-binding actions at the international level (through UN Environmental and road safety programmes).
影响评估的支持研究中描述了有助于欧盟收集 ELV 的其他措施。这些措施包括以下内容： 交流成员国在国家实施和执行方面的最佳实践；成员国通过欧盟资助采取的执法行动以及欧盟针对环境犯罪的执法行动；促进国际层面的非约束性行动（通过联合国环境和道路安全计划）。
-M47a – Setting maximum threshold for age and minimum level of emissions for the export of all used vehicles from the EU to third countries
M47a – 设定从欧盟向第三国出口所有二手车的最高车龄阈值和最低排放水平
As an alternative to the requirement for the exporters to non-EU countries to provide the information on the roadworthiness status of the used vehicles (M19c), another measure was considered, according to which a maximum age of the vehicle or a minimum EU emission standard would be established for export of all the EU used vehicles to third countries. However, this measure was considered to have a disproportionate effect of banning all the export of used vehicles in manner which would not allow to take into account the specific import requirements for the used vehicles, when these are applied and communicated by the import countries. Instead, it was suggested to apply a phase-in approach. First, all vehicles which are exported from the EU to third countries would need to be ‘roadworthy’ in accordance with Directive 2014/45/EU . This would ensure that these vehicles comply with the EU stringent environmental and safety standards. Moreover, such approach would ensure that the vehicles which are exported with the aim to continue their service in third countries, are not of lower quality than those which are authorised to be on the EU public roads. Furthermore, the future legislation would foresee a possibility to develop a control mechanism to check how the EU vehicles exported under these procedures, comply with the specific requirements imposed by third countries regarding the environment and road safety. Such control approach would be subject a follow up communication between the EU and the third countries on the import requirements that adopted and enforced in the destination countries.
作为向非欧盟国家的出口商提供适航状态信息的替代方案 对于二手车（M19c） ，考虑了另一项措施，根据该措施，将为所有欧盟二手车出口到第三国设定车辆的最高车龄或最低欧盟排放标准。然而，这项措施被认为具有不成比例的效果，禁止所有二手车出口，其方式不允许考虑二手车的具体进口要求，当 这些被应用 并由进口国通报。相反，建议采用分阶段实施的方法。首先，根据 2014/45/EU 指令，从欧盟出口到第三国的所有车辆都需要“适合道路行驶” 。这将确保这些车辆符合欧盟严格的环境和安全标准。此外，这种方法将确保出口的车辆在第三国继续使用的质量不低于授权在欧盟公共道路上行驶的车辆的质量。 此外，未来的立法将预见有可能制定一种控制机制，以检查根据这些程序出口的欧盟车辆如何符合第三国关于环境和道路安全的具体要求。这种控制方法将取决于欧盟与第三国之间就目的地国采用和执行的进口要求进行后续沟通。
Measures discarded for Policy Options 5: Provide appropriate financial and organisational incentives to increase circularity in the automotive sector and improve the collection of ELV
政策选项 5 放弃的措施：提供适当的财政和组织激励措施，以提高汽车行业的循环性并改善报废汽车的收集
-M48 - establishment of the EU wide scheme on the extended producer responsibility
M48 - 建立欧盟范围内的生产者延伸责任计划
The measure aims to establish a single EU-wide EPR scheme for ELVs. This approach would replace national EPR systems.
该措施旨在为 ELV 建立单一的欧盟范围内的 EPR 计划。这种方法将取代国家 EPR 系统。
Despite the existence of comprehensive EU legislation and the responsibility being directed to producers under EPR schemes, the governance of waste management (including ELVs) is organised at national level by each Member State, leaving them the discretion to choose how to regulate and arrange the relationship between waste operators and producers of specific products. This is notably due to the fact that the functioning of EPR schemes is dependent on a combination of market factors, e.g. level of labour costs, distribution/territorial coverage of waste treatment infrastructure or prices for spare parts or recyclates, which are variable throughout the EU.
尽管存在全面的欧盟立法，并且 EPR 计划下的责任由生产者承担，但废物管理（包括 ELV）的治理是由每个成员国在国家层面组织的，使它们可以自行决定如何监管和安排这种关系废物经营者和特定产品的生产者之间。这主要是因为 EPR 计划的运作取决于市场因素的组合，例如劳动力成本水平、废物处理基础设施的分布/领土覆盖范围或备件或回收物的价格，这些因素在整个欧盟都是可变的。
While there could in principle be merits in considering the adoption of EPR scheme at the EU scale for ELV, in view of the integration of the EU market for the automotive sector and important movements of used vehicles between EU Member States, this would represent considerable changes compared to the current organisation for such schemes. This would first deprive Member States of their ability and freedom to organise the relations with the various actors in the waste sector. This would also require that this organisation and the scrutiny on how the EPR scheme operate and comply with the EU requirements is done at the EU level through a new EU body. This would have financial and resources implications, which are not factored in in the current Multi-Annual Financial Framework. Leaving the governance of EPR for ELV at the national level (where Member States often already have a department in their Ministries or Agencies dealing with EPR issues) would on the other hand build on their expertise and experience and respect the subsidiarity principle.
虽然原则上考虑在欧盟范围内对 ELV 采用 EPR 计划可能有其优点，但考虑到欧盟汽车行业市场的一体化以及欧盟成员国之间二手车的重要流动，这将带来相当大的变化与此类计划的当前组织相比。这首先会剥夺成员国与废物部门各参与者建立关系的能力和自由。这还要求该组织以及对 EPR 计划如何运作和遵守欧盟要求的审查是通过一个新的欧盟机构在欧盟层面进行的。这将产生财务和资源影响，而当前的多年财务框架并未考虑到这些影响。另一方面，将 EPR 的 EPR 治理留在国家层面（成员国通常在其部委或机构中已经设立了一个部门来处理 EPR 问题）将依靠其专业知识和经验并尊重辅助原则。
The proposed measure is therefore not considered further. It should be stressed that the cross-border dimension of EPR schemes for ELV is addressed through measure 25, allowing national EPR scheme to take account of the EU dimension of the problem. In addition, measure 22 clarifies that producers would be entitled to develop individual schemes at national level, if they so wish.
因此，不再进一步考虑拟议的措施。应该强调的是，ELV EPR 计划的跨境层面是通过措施 25 解决的，允许国家 EPR 计划考虑到该问题的欧盟层面。此外，第 22 条措施澄清，如果生产者愿意，他们有权在国家层面制定单独的计划。
-M49 - European-wide deposit refund scheme for vehicles supervised by a single European body
M49 - 欧洲范围内针对由单一欧洲机构监管的车辆的押金退款计划
Under this measure, Member States or vehicle producers would be obliged to pay into a European fund a minor amount per year for each new vehicle placed on the market in the EU. An EU level authority would be assigned to supervise the EPR funds. The European fund would pay out a fixed amount to the last owner of a vehicle when it becomes an ELV and a CoD is issued. Preliminary assessment concluded that such European-wide approach would be more beneficial for the Member States importing a high share of used vehicles. Upon it, all vehicle drivers would pay the same fee and get the same pay out as the last owners. However, this measure does not address the differences across the EU Member States of the ELV treatment costs and could lead to cases of fraudulent issuance of CoDs, e.g. for vehicles that are actually exported to non-EU countries. The approach requires strictly harmonized rules for registration and deregistration vehicles, as well dissuasive penalties, which are currently lacking. Taking all these aspects into account, the measure is discarded as premature and disproportionate to the expected results.
根据这项措施，成员国或汽车生产商有义务每年为欧盟市场上投放的每辆新车向欧洲基金支付少量资金。将指定一个欧盟级别的机构来监督 EPR 资金。当车辆成为 ELV 并签发 CoD 时，欧洲基金将向车辆的最后一位车主支付固定金额。初步评估得出的结论是，这种全欧洲范围内的做法将更有利于进口大量二手车的成员国。届时，所有车辆司机将支付与最后车主相同的费用并获得相同的报酬。然而，这一措施并没有解决欧盟成员国之间报废汽车处理成本的差异，并可能导致欺诈性签发 CoD 的情况，例如，对于实际出口到非欧盟国家的车辆。该方法要求严格统一车辆登记和注销规则，以及劝阻性处罚，但目前尚缺乏这些规定。考虑到所有这些方面，该措施因不成熟且与预期结果不相称而被放弃。
-M50 - Collection of vehicles at holder’s premises and abandoned vehicles free of charge for the last holder
米50 - 为最后一位持有人免费收集持有人所在地的车辆和废弃车辆
The measure sets an obligation for producers to collect vehicles at holder’s premises and abandoned vehicles free of charge for the last holder. The measure extends the current legal provision where the last holder is obliged to deliver the vehicle to an ATF or collection point. Producers are responsible to offer ATFs/ collection points sufficiently close coverage. Following the preliminary assessment, it is considered that the implementation of this measure might lead to inefficient cost. Moreover, such regulatory approach might influence an undesirable behavioural pattern of last holders by discouraging them to deliver a vehicle to an ATF and instead abandon it. Consequently, this measure has been discarded.
该措施规定生产商有义务在持有人的场所收集车辆，并为最后一个持有人免费收集废弃车辆。该措施扩展了现行法律规定，即最后一个持有者有义务将车辆交付给 ATF 或收集点。生产商有责任提供足够紧密的 ATF/收集点覆盖范围。经初步评估，认为该措施的实施可能会导致成本效率低下。此外，这种监管方法可能会影响最后持有者的不良行为模式，阻止他们将车辆交付给 ATF，而是放弃它。因此，该措施已被放弃。
7.3.57.3.5 Measures discarded for Policy Options 6: Encourage the transition to a circular economy in sectors which are currently outside the scope of the ELV and 3R type-approval legislation
7.3.5 政策选项s 6 放弃的措施：鼓励目前不在 ELV 和 3R 型式认证立法范围内的行业向循环经济转型
-M51 - Extension of new requirements to special purpose, multistage vehicles and vehicles produced in small series
M5 1 -将新要求扩展到特殊用途、多级车辆和小批量生产的车辆
Under this measure, additional vehicles would be phased-into the Regulation through an extension of the vehicle category scope, namely type-approved vehicles of categories Le1-Le7 (motorcycles), M2 and M3 (buses), N2 and N3 (lorries) and O1-O4 (trailers and semi-trailers). Special-purpose vehicles and multi-stage built vehicles of category M2, M3, N2, N3, and O (considered not relevant for L-category vehicles) or such vehicles built in small series which are currently not covered would subsequently be covered. There is a lack of information that would allow the quantification of the costs and benefits for their inclusion.
根据这项措施，通过扩大车辆类别范围，将逐步纳入法规中的更多车辆，即Le1-Le7类（摩托车）、M2和M3类（公共汽车）、N2和N3类（货车）的型式核准车辆。 O1-O4（拖车和半拖车） 。 类专用车辆156和多级建造车辆 ， M 3、N2、 N 3 和 O（被认为与 L类车辆无关）或小系列制造的此类车辆 目前未覆盖的内容随后将被覆盖。目前缺乏能够量化纳入这些措施的成本和收益的信息。
Taking into consideration findings of the impact assessment, including the stakeholder comments, the measure has been discarded as disproportionate and premature. It is thus concluded to completely exclude small series, special purpose vehicles and multi-stage built vehicles from the requirements related to the 3R type-approval and end-of-life treatment.
考虑到影响评估的结果，包括利益相关者的评论，该措施因不相称和不成熟而被放弃。因此得出的结论是，小型系列、专用车辆和多阶段制造车辆完全排除在 3R 型式认证和报废处理相关要求之外。
-M52 – A full regulatory 3RTA scope extension to all vehicle categories
M5 2 – A 全面监管 3RTA范围扩展到所有车辆类别
The measure foresees a full scope application of 3R type-approval and end-of-life treatment requirements to all vehicle categories which are currently excluded from the regulatory scope. These vehicles also include ships, planes and trains, agricultural and mobile machinery, military and space vehicles, and non-type approved (electric) bicycles. These vehicles are regulated by other EU legislation. Their type-approval procedure is separate from that of road vehicles and does not address objectives of the 3R. Potential changes to the current provisions of 3R type-approval regulation will not impact the increase of circularity of these vehicle categories, as ISO:22628 standard applies only for road vehicles. It is questionable whether the new Regulation would be the most efficient to regulate other vehicle categories, notably non-road vehicles. Similar concerns are identified with regard to end-of-life treatment requirements. There is no data available to prove to which extent all vehicles contribute to the problems defined in the impact assessment and what EU level intervention is needed to address them. As a result, this measure is discarded as disproportionate and premature.
该措施预计将 3R 型式认证和报废处理要求全面适用于目前排除在监管范围之外的所有车辆类别。这些车辆还包括船舶、飞机和火车、农业和移动机械、军用和航天器以及未经型式认可的（电动）自行车。这些车辆受其他欧盟立法的监管。它们的型式核准程序与道路车辆的型式核准程序是分开的，并且不涉及 3R 的目标。 3R 型式认证法规现行规定的潜在变化不会影响这些车辆类别循环性的增加，因为 ISO:22628标准仅适用于道路车辆。新法规是否能最有效地监管其他车辆类别，特别是非道路车辆，值得怀疑。对于临终治疗要求也存在类似的担忧。没有可用数据证明所有车辆在多大程度上对影响评估中定义的问题造成影响，以及需要欧盟采取何种干预措施来解决这些问题。结果，这项措施因不相称且不成熟而被放弃。
Table 7.3 Additional information on non-road vehicles
表 7.3 非道路车辆的附加信息
Additional information on non-road vehicles:
有关非道路车辆的其他信息：
·Non-type approved e-bikes are regulated under Directive 2011/65/EU on the restriction of the use of certain hazardous substances in electrical and electronic equipment (RoHS) and Directive 2012/19/EU of the European Parliament and of the Council of 4 July 2012 on waste electrical and electronic equipment (WEEE), and its batteries to be regulated by the Battery Regulation.
未经型式认可的电动自行车是 受关于限制在电气和电子设备中使用某些有害物质 ( RoHS)的指令 2011/65/EU以及欧洲议会和理事会 2012 年 7 月 4 日关于废弃电气和电子设备的指令 2012/19/EU监管电子设备（ WEEE ）及其电池受电池法规的监管。
·Ships: The end of life of ships is covered by Regulation (EU) No 1257/2013 on Ship Recycling;
船舶：船舶寿命终止涵盖 关于船舶回收的( EU) 第 1257/2013 号法规；
·Planes: they are not disposed of in the EU; a lot of parts are leased so there is a huge remanufacturing scene/market; high shares of composites, GLARE , titanium and specific alloys (corrosion resistant, high strength, low weight like Al-Li, etc.)
飞机：它们不会在欧盟境内被处置；大量零部件是租赁的，因此存在巨大的再制造场景/市场；高比例复合材料、GLARE 、钛和特殊合金（耐腐蚀、高强度、轻重量，如铝锂等）
·Trains are few, e.g., there are ~300 operating long-distance trains in Germany that run for 40 years approximately. That is considerably less than the annual limits of the definition in the type approval of what are small series, which are specially exempted. Generally, there is little waste, and a high recyclable fraction is expected
火车数量很少，例如，德国约有300辆长途火车在运营，运行时间约为40年。这大大低于小系列型式批准中定义的年度限制，小系列是特别豁免的。一般来说，废物很少，预计可回收率很高
·Agricultural and non-road mobile machinery (NRMM): These are low volume, high variety vehicles, meaning that it is typical for such vehicles to be produced in small series and in a wide range of models for specific purposes. Vehicles are for the most part heavy duty with long service life. These are difficult to address with “general”, overarching measures, Vehicles used in agricultural and forestry activities such as all-terrain vehicles (ATVs) and Side-by-sides (SbS) belong to the so called “T-category” and are subject to a specific type-approval regulation (Regulation (EU) No 167/2013);
农业和非道路移动机械 (NRMM)：这些是小批量、多品种的车辆，这意味着此类车辆通常会小批量生产，并以多种型号用于特定用途。车辆大多是重型车辆，使用寿命长。这些问题很难通过“一般”、总体措施来解决，用于农业和林业活动的车辆，如全地形车 (ATV) 和并排车 (SbS) 属于所谓的“T 类”，并且遵守特定的型式批准法规（法规(EU) No 167/2013 ） ；
·Military purposes & space: Directive 2011/65/EU on the restriction of the use of certain hazardous substances in electrical and electronic equipment (RoHS) and Regulation (EC) 1907/2006 on REACH do not apply to applications designed solely for military purposes and/or for space.
军事用途和太空：关于限制在电气和电子设备中使用某些有害物质的指令 2011/65/EU ( RoHS ) REACH法规( EC ) 1907/2006不适用于专为军事目的和/或太空设计的应用。
Annex 8: Overview of impacts of policy options and Measures
附件 8：政策选择和措施的影响概述
In the next sections, the impacts are presented for 2030, 2035 and 2040. Data for 2025 is not provided with most measures not expected to be (fully) implemented. The main year for comparison is 2035 as around that time the measures with long timelines are expected to be fully implemented.
在下一节中，将介绍 2030 年、2035 年和 2040 年的影响。由于大多数措施预计不会（完全）实施，因此未提供 2025 年的数据。主要进行比较的年份是2035年，预计届时时间较长的措施将得到全面实施。
6
7
8
8.1Environmental impacts
环境影响
7.3.68.1.1 Design circular: Improve reusability, recyclability and recoverability, 3R type-approval
8.1.1 设计通告：提高可重复使用性、可回收性和可回收性、 3R 型式认证
For PO1 only a qualitative assessment was possible. The actual benefits are of a long term and preventative nature which is materialising when the vehicles become waste many years later. It is therefore difficult to quantify the exact environmental benefits and value for the long-term future. Nonetheless, the value of the measures can be compared qualitatively against the current baseline, where past design choices frequently hinder nowadays recycling attempts.
对于 PO1 只能进行定性评估。实际的好处是长期的和预防性的，当车辆多年后变成废物时，这种好处就会显现出来。因此，很难量化未来长期的确切环境效益和价值。尽管如此，这些措施的价值可以与当前基线进行定性比较，过去的设计选择经常阻碍当今的回收尝试。
The general reusability and recyclability of vehicles placed on the market following the PO1A - improved 3R type-approval compliance verification requirements are expected to improve the level of reuse and recycling rates with around 5%. Reuse and recycling rates could increase further in the long term due to requirements on the use of digital keys and interchangeable components and/or from the dismantling tests that OEMs will need to perform and submit documentation for. The qualitative analysis due to its long-term prevention character only generates results many years later when vehicles become waste. The PO1B - Circularity Strategy will have more immediate effects. The design for dismantling requirements and increased cooperation with recyclers, will jointly enhance recycling of increasing shares of lightweight non-recyclable materials in the medium-term (within 7 years after initial type approval). The PO1C – Digital Product Passport provides necessary reuse and dismantling information to address existing information gaps to match supply and demand for spare parts in particular. The additional mandatory declaration on the use of recycled content for all materials provides better substantiation of such claims to the consumer and verifiable information to the decarbonisation achievements of manufacturers in comparison.
根据PO1A 改进的 3R 型式核准合规性验证要求，投放市场的车辆的一般可重复使用性和可回收性预计将提高重复使用和回收率水平约5%。从长远来看，由于对数字钥匙和可互换组件的使用要求和/或原始设备制造商需要执行和提交文件的拆卸测试，重复使用和回收率可能会进一步增加。由于其长期预防特性，定性分析只有在车辆成为废物多年后才能产生结果。 PO1B - 循环战略将产生更直接的效果。拆解要求的设计以及与回收商加强合作，将共同加强中期（初始型式批准后 7 年内）越来越多的轻质不可回收材料的回收。 PO1C – 数字产品护照提供必要的再利用和拆卸信息，以解决现有的信息缺口，特别是匹配备件的供需。关于所有材料使用回收成分的附加强制性声明可以更好地向消费者证实此类声明，并为制造商的脱碳成就提供可验证的信息。
Table 8.1 Summary qualitative assessment of the environmental impacts for policy options 1.
表 8.1 政策选择 1 的环境影响定性评估摘要。
|
Environmental impacts 环境影响
(2035, compared to baseline)
（2035 年，与基线相比） |
PO1A |
PO1B |
PO1C |
|
3R type-approval - Circularity
3R 型式认证 - 循环度 |
(+) |
(++) |
(+++) （+++） |
|
Hazardous substances (see Annex 9)
有害物质（见附件9） |
(++) |
(++) |
(++) |
The analysis for hazardous substances is conducted qualitatively as well. For the provisions on the four substances currently restricted under the ELV Directive, it can be concluded that, under the current ELV Directive, significant environmental benefits have been achieved: An ex-post analysis on the four heavy metals shows environmental benefits of past restrictions: lifecycle emission reductions between 2000 – 2005 for Pb were estimated at 99,6%, for Cd at 96% and for CrVI at 99,99% . Remaining exemptions without an expiry date still require future reviews. No significant difference in environmental impacts is expected for each of the suboptions under PO1. The options ‘restriction under REACH and other existing legislation’ and the ‘hybrid approach’, for restricting new hazardous substances, their efficiency and effectiveness in addressing the environmental impacts of the substances concerned is expected to be broadly similar to that of the enhanced assessment defined in the measure ‘maintain under ELV’, given in all cases risk and socio-economic assessments, as well as analysis of alternatives is enhanced, as compared to current provisions under the ELV Directive, and the assessment is carried out with the support of ECHA. More detailed assessment and impacts information can be found in Annex 9.
有害物质的分析也是定性进行的。对于目前ELV指令中限制的四种物质的规定，可以得出结论，在现行ELV指令下，已经取得了显着的环境效益： 对四种重金属的事后分析显示了过去限制的环境效益： 2000 年至 2005 年期间，Pb 的生命周期排放量预计减少 99.6%，Cd 为 96%，CrVI 为 99.99% 。其余没有到期日的豁免仍需要未来审查。 PO1 下的每个子选项预计对环境影响不会有显着差异。 选项的限制 根据REACH和其他现有立法”以及“混合方法”，为了限制新的危险物质， 解决物质环境影响的效率和效果 考虑到在所有情况下风险和社会经济评估以及替代方案的分析与现行规定相比，预计有关措施将与“保持在ELV之下”措施中定义的强化评估大致相似。 ELV指令，评估是在ECHA的支持下进行的。更详细的评估和影响信息请参见附件 9。
7.3.78.1.2 Increase the use of recycled content – plastics and steel
8.1.2 增加回收材料的使用——塑料和钢铁
PO2A – plastic recycled content targets of 10% in 2035 based on the fleet level create a final demand for recyclates in the automotive industry of 240 ktons in 2035 . PO2B – targets of 25% starting in 2030 for newly type-approved vehicles correspond to an additional demand of recyclates of 713 ktons for 2035. This should boost the recycling of plastics from ELVs, as this means that 53% of ELV plastics recyclates would have to be reintroduced in the automotive sector. PO2C – targets of 30% in 2035 correspond to a demand of recyclates of 872 ktons in 2035 . The target would represent an effective recycling rate of available ELV plastics of 64% which poses a supply – demand imbalance risk. The GHG savings linked to PO2B would be 314 ktons of CO2-eq, and 376 ktons of CO2-eq for PO2C.
PO2A – 塑料回收含量目标 根据车队水平，到 2035 年，汽车行业对回收材料的最终需求将达到 240 吨 10% 。 PO2B –从 2030 年开始，新型式认证车辆的 25% 目标对应于 2035 年 713 千吨的额外回收需求。这应该会促进 ELV 塑料的回收，因为这意味着 53% 的 ELV 塑料回收必须重新引入汽车领域。 PO2C – 2035 年 30% 的目标对应于 872 吨回收材料的需求 2035年 .该目标将意味着现有 ELV 塑料的有效回收率为 64%，这会带来供需失衡的风险。与PO2B相关的温室气体减排量为 314 千吨 CO 2-eq ，与PO2C相关的温室气体减排量为 376 吨 CO 2-eq 。
The summary of the main environmental impacts for the PO1 and PO2 affecting the design and production stages are visualised in Table 8.2.
PO1 和 PO2 影响设计和生产阶段的主要环境影响总结如表 8.2 所示。
Table 8.2 Summary environmental impacts for the plastic recycled content targets
表 8.2 塑料回收含量目标的环境影响摘要
|
Environmental impacts 环境影响
(2030, 2035,2040, compared to baseline)
（2030、2035、2040，与基线相比） |
Baseline 基线 |
PO1A |
PO1B |
PO1C |
Preferred 首选 |
|
Design and production stage
设计及制作阶段 |
|
|
3R type-approval - Circularity
3R 型式认证 - 循环度 |
|
(+) |
(++) |
(+++) （+++） |
(+++) （+++） |
|
Vehicles placed on market (N1,M1)
投放市场的车辆（N1、M1） |
|
15,024,844 |
|
JRC report scenario nr JRC 报告场景编号 |
|
JRC3a 10% in 'fleet' 2035
JRC3a 2035 年“机队”10% |
JRC4b 25% of newly TA from 2030
JRC4b 2030 年起新增 TA 的 25% |
JRC 4c 30% of newly TA from 2030
JRC 4c 2030 年起新增 TA 的 30% |
JRC4b
25% of newly TA from 2030
2030 年新助教的 25% |
|
2030 |
|
|
|
|
|
|
Recycled content plastics (kton)
回收塑料含量（千吨） |
92 |
+111 |
+505 |
+608 |
+505 |
|
Reduced decease incidence PM
减少 PM 死亡率 |
1.6 |
+1.8 |
+8.1 |
+9.7 |
+8.1 |
|
Energy savings (GWh) 节能（吉瓦时） |
868 |
+1,067 |
+4,854 |
+5,844 |
+4,854 |
|
BOE (million Barrel of Oil equivalent)
BOE（百万桶油当量） |
0.5 |
+0.6 |
+2.9 |
+3.5 |
+2.9 |
|
CO2 savings (kton) (allocated, plastics)
二氧化碳减排量（千吨）（分配，塑料） |
35 |
+48 |
+250 |
+295 |
+250 |
|
2035 |
|
|
|
|
|
Recycled content plastics (kton)
回收塑料含量（千吨） |
123 |
+240 |
+713 |
+873 |
+713 |
|
Reduced decease incidence PM
减少 PM 死亡率 |
2.1 |
+4.1 |
+13 |
+16 |
+13 |
|
Energy savings (GWh) 节能（吉瓦时） |
1,161 |
+2,264 |
+7,283 |
+8,740 |
+7,283 |
|
BOE (million Barrel of Oil equivalent)
BOE（百万桶油当量） |
0.7 |
+1.4 |
+4.5 |
+5.4 |
+4.5 |
|
CO2 savings (kton) (allocated, plastics)
二氧化碳减排量（千吨）（分配，塑料） |
46 |
+90 |
+314 |
+376 |
+314 |
|
2040 |
|
|
|
|
|
Recycled content plastics (kton)
回收塑料含量（千吨） |
123 |
+240 |
+713 |
+873 |
+713 |
|
Reduced decease incidence PM
减少 PM 死亡率 |
2.1 |
+4.1 |
+13 |
+16 |
+13 |
|
Energy savings (GWh) 节能（吉瓦时） |
1,161 |
+2,264 |
+7,283 |
+8,740 |
+7,283 |
|
BOE (million Barrel of Oil equivalent)
BOE（百万桶油当量） |
1 |
+1.4 |
+4.5 |
+5.4 |
+4.5 |
|
CO2 savings (kton) (allocated, plastics)
二氧化碳减排量（千吨）（分配，塑料） |
46 |
+90 |
+314 |
+376 |
+314 |
PO2: The level of confidence in the analysis of plastics – recycled content targets is high due to the substantial quantification effort and depth of the technical analysis by the JRC. The stocks and flows assessment and underlying assumptions are extensively tested and validated by stakeholders . The forward-looking analysis of supply and demand of automotive plastics is of a lower confidence as dependent on future market fluctuations. The original study focused on the application of the measures to the entire vehicle fleet placed on market represented by the JRC ‘scenarios 3’ and did not include the smaller subsection of light commercial vehicles (N1). The later choice for the target applying to newly type approved vehicles is represented with the JRC ‘scenarios 4’ in below Figure 8.1.
PO2：由于 JRC 所做的大量量化工作和技术分析的深度，对塑料回收含量目标分析的信心程度很高。存量和流量评估以及基本假设经过利益相关者的广泛测试和验证 。对于汽车塑料供需的前瞻性分析，由于取决于未来的市场波动，信心较低。最初的研究重点是将这些措施应用于以 JRC“场景 3”为代表的整个市场车队，不包括轻型商用车 (N1) 的较小部分。下图 8.1 中的 JRC“场景 4”代表了适用于新型式批准车辆的目标的后续选择。
Figure 8.1 Comparison of plastics recycled content volumes in the JRC study until 2035
图 8.1 JRC 研究中截至 2035 年的塑料回收量比较
The increase of the demand regarding recycling plastics is plotted in Figure 8.1 for each of the scenarios 4 and then compared to the previous options 3. As anticipated, the demand growth is more progressive in the case of the newly type approved targets compared to the scenario 3 fleet requirements originally computed. Late and early adoption scenarios are depicted in Figure 8.1 with the uncertainty bars for options 4.b and 4.c. Overall, option 4 series postpone the final level of the demand for recycled plastics by around 5 to 6 years, i.e., 2035 instead of 2030 in case of an application date in 2030. In the best case (early adoption), it will delay the demand by only one year. As expected, the previous option 3.c (25 % in 2030 and 30% in 2035) corresponds in terms of ambition to the option 4.c (TA 30% in 2030) with a demand raising to 873 kton for the share placed on the EU market in 2035. Option 4b (TA 25% in 2030) is more ambitious than the previous option 3.b, with a demand of 713 kton in 2035.
图 8.1 绘制了每种情景 4 的回收塑料需求增长情况，然后与之前的方案 3 进行比较。正如预期的那样，与情景相比，新类型批准目标的需求增长更为进步最初计算的 3 支车队需求。图 8.1 描述了晚期和早期采用场景，以及选项 4.b 和 4.c 的不确定性条。总体而言，方案4系列将再生塑料需求的最终水平推迟了大约5至6年，即如果申请日期在2030年，则推迟到2035年而不是2030年。在最好的情况下（尽早采用），它将推迟再生塑料需求的最终水平。需求仅增长一年。正如预期的那样，之前的选项 3.c（2030 年 25%，2035 年 30%）在目标方面与选项 4.c（2030 年 TA 30%）相对应，需求增加到 873 千吨2035 年欧盟市场。选项 4b （2030 年 TA 25%）比之前的选项 3.b 更加雄心勃勃， 2035 年需求量为 713 千吨。
Compared to previous options analysed (options 3 series), the new policy options developed according to the TA procedure (options 4) postpone by around 5 to 6 years the demand for recycled plastics. This is modelled through an S-curve depicting the penetration of newly TA vehicles in the fleet of newly registered vehicles (for more information see figure A5.2 in the JRC study ). In the best case (early adoption), it will delay the demand by only one year (see Figure A5.3 Option 4.c upper bound in 2031 compared to Option 3.c in the JRC study).
与之前分析的方案（方案 3 系列）相比，根据技术援助程序制定的新政策方案（方案 4）将再生塑料的需求推迟了约 5 至 6 年。这是通过 S 曲线建模的，该曲线描绘了新注册车辆车队中新 TA 车辆的渗透率（更多信息参见 JRC 研究中的图 A5.2 ）。在最好的情况下（早期采用），它只会将需求延迟一年（参见图 A5.3 与 JRC 研究中的选项 3.c 相比，2031 年选项 4.c 的上限）。
Regarding recyclates production from ELV sources, the revised fleet model including M1 and N1 forecasts a more limited growth of vehicles manufactured and registered in Europe while anticipating a higher ELV collection rate, which will allow recyclers to produce more recycled plastics from ELV sources. This has some implications favouring the supply/demand balance by lowering the demand and maintaining approximately the same level of recycled plastics produced (e.g., same estimation regarding the amount of recyclates produced for 2030).
关于报废汽车来源的回收生产，包括M1和N1在内的修订后的车队模型预测，在欧洲制造和注册的车辆的增长将更加有限，同时预计报废汽车收集率将提高，这将使回收商能够从报废汽车来源生产更多的再生塑料。这通过降低需求和保持再生塑料产量大致相同的水平（例如，对 2030 年再生塑料产量的相同估计）来有利于供需平衡。
The balance between demand coming from the closed loop criteria (25% of the demand) and the production capacity does not seems at risk for option 4.c and 4.d when sufficient recycling yields for PP, PE and ABS are achieved (i.e., total recycling rate >25%). It should be noted that several front-runners already achieve a 25% recycling rate in 2022 based on PP, PE and ABS recycling. The plastics recycled content options here are flanked by measures under PO3B, where a mandatory plastics recycling rate is proposed of 40% recycling ensuring the balance would be even more favourable.
当 PP、PE 和 ABS 达到足够的回收率时（即，总回收率>25%)。值得注意的是，基于 PP、PE 和 ABS 回收，一些领先者已经在 2022 年实现了 25% 的回收率。这里的塑料回收含量选项旁边是 PO3B 下的措施，其中建议强制塑料回收率达到 40% 的回收率，确保平衡更加有利。
Table 8.3: Summary table of the JRC scenarios 3.b, 3.c. and 4.b, 4.c for 2030 and 2035. The numbers with a (*) have been estimated from previous assessment related to option 3 series.
表 8.3：JRC 情景 3.b、3.c 的汇总表。 2030 年和 2035 年的 4.b、4.c。带有 (*) 的数字是根据之前与选项 3 系列相关的评估估算得出的。
|
|
2022 |
2030 |
2035 |
|
Criteria 标准 |
Baseline 基线 |
3.b |
3.c |
4.b |
4.c |
3.b |
3.c |
4.b |
4.c |
|
Rec. content targets 推荐。内容目标 |
- |
15% |
25% |
25% (TA) 25%（助教） |
30% (TA) 30%（助学金） |
20% |
30% |
- |
- |
|
1) Annual growth rate of recycled plastics content
1）再生塑料含量年增长率 |
3% |
29% |
37% |
26% |
28% |
6% |
4% |
- |
- |
|
2) Demand of recycled plastics (kt) *
2）再生塑料需求量（千吨）* |
89 |
644* |
1042* |
757* |
887* |
841* |
1264* |
1047* |
1255* |
|
3) Demand compared to CPA 10 Mtonnes (%) *
3) 需求与 CPA 10 百万吨相比 (%) * |
1% |
6% |
10% |
8% |
9% |
8% |
13% |
10% |
13% |
|
4) Maximum consumption of ELV recyclates to fulfil the demand (% for FRS sc.)
4) 满足需求的 ELV 回收材料的最大消耗量（FRS sc 的百分比） |
10% |
43% |
69% |
50% |
59% |
43% |
64% |
53% |
64% |
|
5) Estimated maximum open-loop demand (kt)
5) 预计最大开环需求（kt） |
67 |
483 |
782 |
568 |
665 |
631 |
948 |
785 |
942 |
|
6) Estimated CO2 savings (kg C02 eq., per car)
6) 预计二氧化碳减排量（千克二氧化碳当量，每辆车） |
0 |
-14 |
-26 |
-19* |
-22* |
-19 |
-31 |
-26* |
-31* |
|
7) Estimated recyclers additional profitability (M�)
7) 预计回收商额外盈利能力（百万欧元） |
0 |
+250 |
+402 |
+310 |
+374 |
+296 |
+425 |
+318 |
+393 |
|
8) Estimated extra-cost per vehicle manufactured (�)
8) 每辆制造车辆的预计额外成本（欧元） |
0 |
+18 |
+34 |
+24* |
+34* |
+24 |
+49 |
+34* |
+49* |
Source: JRC own elaboration
资料来源：JRC 自己的阐述
* The numbers are for all vehicles produced in Europe (19.7 million), the impact assessment allocates the relative share to the vehicles placed on the EU market (15.0 million).
*这些数字适用于欧洲生产的所有车辆（1,970 万辆），影响评估将相对份额分配给欧盟市场上的车辆（1,500 万辆）。
Option 4.c seems to perform the best and allows the car manufacturers a more progressive uptake in term of recycled plastics compared to 3.c. However, it appears crucial to combine the recycled content targets measure with complementary provisions such as better implementation of the design for recycling, wider deployment of the PST, minimum recycling rate for ELV plastics or reduction of unknown whereabouts flows. The additional costs per vehicle is also slightly higher in the case of a 4.c compared to, e.g., 4.b. The investment needed in R&D could be compensated by economic incentives mechanisms such as EPR modulation fees. The option 4.b might be easier to implement because of the slightly lower ambition in the mandatory recycled content level.
与 3.c 相比，选项 4.c 似乎表现最好，并且允许汽车制造商更积极地采用再生塑料。然而，将回收含量目标措施与补充条款结合起来似乎至关重要，例如更好地实施回收设计、更广泛地部署 PST、ELV 塑料的最低回收率或减少不明去向流动。与 4.b 等情况相比，4.c 的每辆车的额外成本也略高。研发所需的投资可以通过EPR调制费等经济激励机制来补偿。选项 4.b 可能更容易实施，因为强制回收含量水平的目标略低。
In both cases, a transition period thanks to an early deployment of option 2.a (mandatory declaration coupled with EPR fee modulation) is suitable to boost the recycled content demand and prepare the automotive supply chains in anticipation of the application date, i.e., in 2030 for all newly type approved vehicles.
在这两种情况下，由于早期部署了选项 2.a（强制申报加上 EPR 费用调整），过渡期适合提高回收材料需求，并为预计应用日期（即在2030 年适用于所有新类型批准的车辆。
Table 8.4 Performances of policy options regarding each field investigated in the impact assessment Option 2.a, option 3.b, 4.b, 3.c and 4.d. of the JRC study
表 8.4 影响评估中调查的各个领域的政策选项的绩效选项 2.a、选项 3.b、4.b、3.c 和 4.d。 JRC研究的
|
Policy options 政策选择
|
Option 3.b 选项3.b |
Option 4.b 选项 4.b |
Option 3.c 选项3.c |
Option 4.c 选项 4.c |
|
|
Ambitious level targets 雄心勃勃的水平目标
(15-20%) |
Ambitious level aligned with TA
与助教一致的雄心水平
(25%) |
Very ambitious level 非常雄心勃勃的水平
(25-30%) |
Very ambitious level aligned with TA (25%)
与助教一致的雄心勃勃的水平 (25%) |
|
Uptakes of recyclates (also considering supply capacities)
回收材料的吸收（也考虑供应能力） |
Good performance 良好的表现 |
High performance 高性能 |
Very high performance, conditional with the combination of other ELVD provisions.
非常高性能，有条件与其他ELVD规定相结合。 |
Very high performance, conditional with the combination of other ELVD provisions
非常高性能，有条件与其他 ELVD 规定相结合 |
|
Environmental assessment 环境评估 |
Intermediate performance 中级表现 |
High performance 高性能 |
Very high performance 非常高性能 |
Very high performance 非常高性能 |
|
Economic assessment (profit for recyclers)
经济评估（回收商的利润） |
Good performance 良好的表现 |
Good performance 良好的表现 |
Very good performance 性能非常好 |
Very good performance 性能非常好 |
|
Economic assessment (additional manufacturing costs)
经济评估（额外制造成本） |
Limited additional costs 额外费用有限 |
Moderate additional cost 适度的额外成本 |
Medium additional costs 中等额外费用 |
Medium additional costs 中等额外费用 |
Recycled content for steel
钢材回收含量
Following the approach specified in Annex 4.8, the following quantities are used from the modelling in the main impact assessment study.
按照附件 4.8 中规定的方法，主要影响评估研究中的建模使用了以下数量。
Table 8.5: Estimated steel volumes available for recycled content, 2035
表8.5： 2035 年可回收成分的预计钢材产量
|
Supply and demand for steel recycled content targets (in ktons, except for nr. of vehicles)
钢铁回收含量目标的供需（单位：千吨，车辆数量除外） |
|
2035 |
Baseline 基线 |
PO2A |
PO2B |
PO2C |
Preferred 首选 |
Combined 组合
+EPR |
|
DEMAND new vehicles 需求新车 |
15.2 M vehicles 1520 万辆汽车 |
|
All Steel 全钢 |
11,779 |
11,779 |
11,779 |
11,779 |
11,779 |
11,779 |
|
Flat Steel 扁钢 |
9,255 |
9,255 |
9,255 |
9,255 |
9,255 |
9,255 |
|
Long Steel 长钢 |
2,524 |
2,524 |
2,524 |
2,524 |
2,524 |
2,524 |
|
Long - Post Consumer 长期消费后 |
1,515 |
2,356 |
3,534 |
4,712 |
3,534 |
3,534 |
|
Long - Closed Loop 长闭环 |
106 |
353 |
530 |
942 |
530 |
530 |
|
Supply ELVs 供应弱电车辆 |
9.6 M 9.6M |
9.7M |
10.1M |
10.7M |
11.3M |
11.7M |
|
All ELV steel 全ELV钢 |
6,199 |
6,273 |
6,522 |
6,894 |
7,308 |
7,556 |
|
Flat products ELV 扁平材 ELV |
4,871 |
4,929 |
5,124 |
5,417 |
5,742 |
5,937 |
|
Long products ELV 长材ELV |
1,328 |
1,344 |
1,398 |
1,477 |
1,566 |
1,619 |
|
Flat (Export reduction potential)
持平（出口减少潜力） |
1,876 |
2,726 |
3,925 |
5,262 |
5,982 |
4,518 |
|
Flat (Dismantled Pre-Shredder)
平板（拆卸式预碎纸机） |
108 |
431 |
807 |
1,076 |
807 |
968 |
|
All mixed in E40 全部混合在E40中 |
18,784 |
19,010 |
19,763 |
20,892 |
22,146 |
22,898 |
|
Long + Flat products (Shredded)
长材+扁平材（切丝） |
14,432 |
13,630 |
13,082 |
13,154 |
14,955 |
15,059 |
|
Long products in E40 E40长材 |
4,025 |
4,074 |
4,235 |
4,477 |
4,746 |
4,907 |
Uncertainty in setting an appropriate target level for steel
设定适当的钢铁目标水平的不确定性
The analysis revealed a number of uncertainties in setting an appropriate target level that significantly increases the uptake of post-consumer steel fractions. These main uncertainties are:
分析揭示了设定适当的目标水平存在许多不确定性，该目标水平显着增加了消费后钢材的吸收量。这些主要的不确定性是：
1.An uncertain share of long products in (future) EVs. Current ELVs have a relative stable content of around 20% of long products for which the copper tolerances and thus the scrap utilisation rates can be higher . For new EVs it is not entirely clear which share of long versus flat products including more advanced high strength steels can be expected.
（未来）电动汽车中长材产品的份额不确定。目前ELV 的长材含量相对稳定，约为20%，其铜公差和废钢利用率可以更高 。对于新型电动汽车，目前尚不完全清楚长材产品与扁平材产品（包括更先进的高强度钢）的预期份额。
2.Uncertainty in possible uptake levels of post-consumer scrap in flat production, both for BF and EAF routes. Various studies available provide different views on current and future scrap utilisation rates .
对于高炉和电弧炉路线，扁平材生产中消费后废钢的可能吸收水平存在不确定性。各种可用的研究对当前和未来的废料利用率提供了不同的观点 。
3.Uncertainty about the share of pre-consumer versus post-consumer in current scrap use rates which is very relevant for future carbon pricing under ETS/CBAM. Here, current declarations of manufacturers are difficult to compare due to varying definitions of recycled content and lacking classifications to distinguish post- versus pre-consumer scrap, and finally;
当前废料使用率中消费前与消费后的份额不确定，这与 ETS/CBAM 下的未来碳定价非常相关。在这里，由于回收内容的定义不同，并且缺乏区分消费后和消费前废料的分类，因此很难对制造商的当前声明进行比较，最后；
4.Uncertainty on the economic effect of automotive recycled content demand on the availability and pricing of scrap to other sectors. For the EU, there is a net-export of scrap to non-EU member. It is however not entirely clear what the shares of low versus high quality scraps are in relation to higher EAF shares in the production mix outside the EU in the case of Turkey and the US for example. This may affect the availability and affordability of both low and high value scrap and this the estimates for the costs and revenues between recyclers and steel producers in particular.
汽车回收材料需求对其他行业废料的供应和定价的经济影响的不确定性。 对于欧盟来说，向非欧盟成员国净出口废钢。然而，目前尚不完全清楚低质量废钢与高质量废钢的份额与欧盟以外的生产组合中较高的电弧炉份额（例如土耳其和美国）之间的关系。这可能会影响低价值和高价值废钢的可用性和承受能力，尤其是回收商和钢铁生产商之间的成本和收入估计。
For the purpose of PO2C, in below table, a check on the supply and demand balance is performed to ensure the targets do not create a supply-demand balance resulting in insufficient secondary supply to meet the closed loop percentage in particular. The first row is a minimum availability scenario where solely long products are accounted to achieve the targets. The second row is regarded as the most realistic scenario where in time at least a certain amount of ELV flat products is available for use in EAFs. In above table (row Flat-dismantled pre-shredder) it should be noted that from the impact assessment report, an additional amount of removed flat products with lower copper content is available from the removal requirements of PO3 are implemented, providing possible 400 to 1,000 tons of pre-shredder flat parts. The last row indicates future upwards potential where more ELV flat products find their way as recycled content with effectively a net reduction of low value scrap to non-EU countries. The supply/ demand balance in that case clearly significant upwards potential for higher uptake levels beyond 40% in the future. For all routes, it should be noted that the calculation and verification methodology will have to take into account that EAFs can be batch loaded more flexibly in time allowing for a mass-balance approach, whereas BF/BOF routes are more continuous operation with more diverse mixing of various primary and scrap inputs.
出于 PO2C 的目的，在下表中，对供需平衡进行了检查，以确保目标不会创建供需平衡，从而导致二次供应不足，特别是无法满足闭环百分比。第一行是最低可用性场景，其中仅考虑长材以实现目标。第二行被认为是最现实的场景，其中至少有一定数量的 ELV 扁平材产品可用于电弧炉。在上表（平板拆除预破碎机行）中，值得注意的是，从影响评估报告来看，由于执行了PO3的去除要求，可额外获得去除铜含量较低的平板产品的数量，可能提供 400 至 1,000吨预粉碎机扁平部件。最后一行表明未来的上升潜力，更多的ELV扁平材产品将成为回收材料，有效净减少流向非欧盟国家的低价值废料。在这种情况下，供需平衡显然具有显着的上升潜力，未来的吸收水平将超过 40%。对于所有路线，应该注意的是，计算和验证方法必须考虑到电弧炉可以更灵活地及时批量装载，从而允许质量平衡方法，而高炉/转炉路线则更加连续运行，更加多样化混合各种初级和废料投入。
Table 8.6: Supply/ demand check for the proposed targets
表 8.6：拟议目标的供需检查
|
RC TARGET SUPPLY/DEMAND BALANCE to check availability
RC 目标供应/需求平衡以检查可用性 |
Baseline 基线 |
PO2A |
PO2B |
PO2C |
Preferred individual
首选个人 |
Preferred + EPR
首选+ EPR |
|
Covered by long products only
仅涵盖长材产品 |
33%
|
42% |
53% |
37% |
36% |
|
Covered by long and dismantled flat products
被长的和拆解的扁平产品覆盖 |
32%
|
36% |
44% |
32% |
31% |
|
Covered by long, dismantled flat and % of remaining flat steels
被长的、拆卸的扁钢和剩余扁钢覆盖 |
22%
|
20% |
22% |
15% |
17% |
For steel, a recycled content target under PO2B and PO2C provide an additional push to integrate higher quality scrap into new vehicles, with roughly 585 tons of GHG savings in comparison to the baseline for 2035 and 900 ktons towards 2040 for PO2B and 1,400 ktons for PO2C. In addition, a shift in energy demand is relevant, including 260 GWh extra electricity demand for Electric Arc Furnaces in 2035 by 2035 while reducing the demand for natural gas (15 million m3 less), hydrogen (3,000 ton less) and in particular coal (170 kton less) and iron ore (600 kton less) as displayed in Table 1 for PO2B in 2035. These values are obviously increasing for PO2C and for later years as the target would be fully implemented between 2035 and 2040 with the 7 years introduction after entry into force.
对于钢铁而言， PO2B和PO2C下的回收含量目标进一步推动了将更高质量的废料整合到新车中，与 2035 年的基准相比，PO2B 减少了约 585 吨温室气体，到 2040 年PO2B减少了 900 吨， PO2C减少了 1,400 吨。此外，能源需求的变化也是相关的，包括到 2035 年电弧炉的电力需求将增加 260 GWh，同时减少对天然气（减少 1500 万立方米）、氢气（减少 3,000 吨），特别是煤炭的需求（ 2035 年PO2B减少 170 吨）和铁矿石（减少 600 吨）如表 1 所示。PO2C和铁矿石的这些值明显增加该目标将在 2035 年至 2040 年之间全面实现，并在生效后 7 年实施。
Table 8.5 Summary environmental impacts for the steel recycled content targets, 2035 and 2040
表 8.5 2035 年和 2040 年钢铁回收含量目标的环境影响摘要
|
Environmental impacts 环境影响
(2035, compared to baseline)
（2035 年，与基线相比） |
Baseline 基线 |
PO2A |
PO2B |
PO2C |
Preferred (individually)
优选（个人） |
|
Vehicles placed on market (million units)
投放市场的车辆 （百万单位） |
15,025,000 |
|
|
Recycled content steel 再生钢含量 |
PO2 |
PO2A |
PO2B |
PO2C |
Preferred (individually)
优选（个人） |
|
2035 |
|
|
|
|
|
|
Recycled content steel (kton)
钢材回收量（千吨） |
1,515 |
|
+505 |
+1,212 |
|
|
CO2 savings (kton CO2-eq., steel RC)
二氧化碳减排量（kton CO2-eq.，钢 RC） |
1,754 |
|
+585 |
+1,404 |
|
|
Electricity extra use (GWh)
额外用电量（GWh） |
-776 |
|
-259 |
-621 |
|
|
Natural gas savings (million m3)
节省天然气（百万立方米） |
45 |
|
+15 |
+36 |
|
|
Hydrogen savings (ton H2)
节省氢气（吨 H2） |
9,185 |
|
+3,062 |
+7,348 |
|
|
Coal savings (kton) 节约煤炭（千吨） |
500 |
|
+167 |
+400 |
|
|
Iron ore savings (kton) 节省铁矿石（千吨） |
1,808 |
|
+603 |
+1,446 |
|
|
Energy savings (coal, nat.gas, H2, in GWh)
节能（煤炭、天然气、氢气，单位：GWh） |
2,006 |
|
+669 |
+1,605 |
|
|
2040 |
|
|
|
|
|
|
Recycled content steel (kton)
钢材回收量（千吨） |
1,515 |
|
+841 |
+2,019 |
|
|
CO2 savings (kton CO2-eq., steel RC)
二氧化碳减排量（kton CO2-eq.，钢 RC） |
1,603 |
|
+891 |
+2,138 |
|
|
Electricity extra use (GWh)
额外用电量（GWh） |
-778 |
|
-432 |
-1,037 |
|
|
Natural gas savings (million m3)
节省天然气（百万立方米） |
52 |
|
+29 |
+69 |
|
|
Hydrogen savings (ton H2)
节省氢气（吨 H2） |
11,299 |
|
+6,277 |
+15,065 |
|
|
Coal savings (kton) 节约煤炭（千吨） |
434 |
|
+241 |
+579 |
|
|
Iron ore savings (kton) 节省铁矿石（千吨） |
1,807 |
|
+1,004 |
+2,409 |
|
|
Energy savings (coal, nat.gas, H2, in GWh)
节能（煤炭、天然气、氢气，单位：GWh） |
1,988 |
|
+1,105 |
+2,651 |
|
7.3.88.1.3 Improve treatment quality and quantity
8.1.3 提高治疗质量和数量
PO3: There is a significant number of measures for improving reuse and recycling (see Annex 7). To avoid double counting of potentially overlapping effects, the impact assessment model is carefully designed to determine both the impacts of the individual measures as well as in combination. The detailed quantification efforts reflecting the depth of the technical analysis provide a high confidence in the results. The analysis of the separation of electronics is conducted for few parts only and therefore partly incomplete. Nevertheless, the analysis sufficiently illustrates the potential from better separation in such cases.
PO3：有大量措施可改善再利用和回收（见附件 7）。为了避免潜在重叠影响的重复计算，影响评估模型被仔细设计以确定单独措施以及组合措施的影响。反映技术分析深度的详细量化工作为结果提供了高度可信度。电子分离的分析仅针对少数部件进行，因此部分不完整。然而，分析充分说明了在这种情况下更好分离的潜力。
All three suboptions under PO3 bring significant environmental benefits from higher quantities and qualities of recycling. For PO3A, the effect of better implementation of the current Annex I of the ELV Directive has a significant positive effect of about 1 million tons of materials recovered at higher quality, corresponding with 1.5 million tons of CO2 savings compared to the baseline. In order of magnitude of GHG savings, improved aluminium and steel recycling contributes the most, followed by the environmental benefits of improved plastics recycling . PO3B and PO3C bring even higher benefits. The increased separation of (cast) aluminium components provides significant gains for PO3B of around 3.7 million tons of CO2-eq saved, primarily due to reuse and corresponding aluminium production avoided. Initial assessment for the e-drive motors mandatory removal prior to shredding shows that circa 1 million ELV in 2030 and 5 million ELVs in 2040 will be affected by this provision. It should result in an increased quantity of high-quality secondary steel and aluminium by 15% and 20% in 2030 and 18% and 22% in 2040 , respectively, compared to baseline scenario. Copper recovery would increase by 97% from e-drive motors and would decrease contamination of secondary base metals, hence increasing quality. The mandatory removal and separate recycling of e-drive motors would also thrive the permanent magnet recycling value chain and generate new flows of CRMs for further recycling, along with innovative solutions entering the future markets. Vice versa it might stimulate the development of better non-PM motors. It is estimated circa 4.2 kt of permanent magnets to be available in 2040 for high quality recycling from future EU ELVs. For PO3C, the advanced quality targets provide savings equivalent to 2.9 million tons of CO2-eq. The update of the recycling, reuse and remanufacturing definitions proposed in the revision would exclude some recycling processes that yield very-low quality recyclates. The more consequent definition of recycling in particular provides an incentive for the improved recycling of plastics and glass contributing to 600 kton and 200 kton of annual GHG savings respectively. The results are excluding the effect of increased collection from PO4 but already includes the PO5 effect of EPR measures in the last column of Table 2. See Annex 8.3 for the methodological approach, the main assumptions and details per material and other years.
PO3下的所有三个子选项都可以通过更高数量和质量的回收带来显着的环境效益。对于PO3A来说，更好地实施现行 ELV 指令附件 I 的效果具有显着的积极作用，即以更高的质量回收了约 100 万吨材料， 相当于150万吨CO 2 与基线相比的节省。按照温室气体减排量的大小，改进铝和钢回收贡献最大，其次是改进塑料回收带来的环境效益 。 PO3B和PO3C带来更高的效益。 （铸）铝部件分离的增加为PO3B带来了显着收益，节省了约 370 万吨 CO 2-eq ，这主要是由于再利用和避免了相应的铝生产。对粉碎前强制拆除电驱动电机的初步评估显示，2030 年约 100 万辆报废汽车和 2040 年约 500 万辆报废汽车将受到这一规定的影响。与基准情景相比，到 2030 年，优质再生钢和铝的数量将分别增加 15% 和 20%，到 2040 年将分别增加 18% 和 22% 。电驱动电机的铜回收率将增加 97%，并减少二次贱金属的污染，从而提高质量。 电力驱动电机的强制拆除和单独回收也将繁荣永磁体回收价值链，并产生用于进一步回收的新的 CRM 流，以及进入未来市场的创新解决方案。反之亦然，它可能会刺激更好的非永磁电机的开发。据估计，到 2040 年，未来欧盟 ELV 将提供约 4.2 吨永磁体，用于高质量回收。对于PO3C ，先进的质量目标可节省相当于 290 万吨 CO 2-eq的成本。修订中提出的回收、再利用和再制造定义的更新将排除一些产生质量极低的回收品的回收过程。更后续的回收定义尤其为改善塑料和玻璃的回收提供了激励，每年分别减少 600 吨和 200 吨温室气体排放。结果排除了PO4收集量增加的影响，但已包括表 2 最后一栏 EPR 措施对 PO5 的影响。有关方法、每种材料和其他年份的主要假设和详细信息，请参阅附件 8.3。
Table 8.6 Summary environmental impacts for the recycling and reuse policy options 3 in 2030
表 8.6 2030年回收和再利用政策方案 3 的环境影响摘要
|
Environmental impacts 环境影响
(2030, compared to baseline)
（2030 年，与基线相比） |
Baseline 基线 |
PO3A |
PO3B |
PO3C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
|
ELVs treated EU (units, legal & illegal)
经欧盟处理的 ELV （单位，合法和非法） |
9,283,014 |
+1,799,859 |
|
Recycling stage (values in kton)
回收阶段 （值以千吨为单位） |
(values in addition to baseline)
（除基线之外的值） |
|
Steel (reused) 钢材（重复使用） |
559 |
+447 |
+447 |
+447 |
+447 |
+559 |
|
Steel (recycled, pre-shredder)
钢材（回收，预粉碎机） |
98 |
+295 |
+640 |
+886 |
+640 |
+800 |
|
Steel (recycled post shredder
钢材（回收后粉碎机 |
4,287 |
-682 |
-1,023 |
-1,266 |
-1,023 |
-1,279 |
|
Aluminium (reused) 铝（重复使用） |
105 |
+53 |
+84 |
+84 |
+84 |
+105 |
|
Aluminium (recycled pre-shredder)
铝（回收预破碎机） |
7 |
+28 |
+204 |
+81 |
+204 |
+255 |
|
Aluminium (recycled post-shredder)
铝（破碎机后回收） |
755 |
-66 |
-241 |
-137 |
-241 |
-301 |
|
Copper (reused) 铜（重复使用） |
1 |
+8 |
+9 |
+9 |
+9 |
+11 |
|
Copper (recycled pre-shredder)
铜（回收预破碎机） |
7 |
+13 |
+53 |
+33 |
+53 |
+66 |
|
Copper (recycled post-shredder)
铜（破碎后回收） |
79 |
-16 |
-51 |
-39 |
-51 |
-64 |
|
Glass (recycled pre-shredder, high quality)
玻璃（回收预破碎机，高品质） |
20 |
+4 |
+121 |
+121 |
+121 |
+151 |
|
Glass (recycled post-shredder, low quality)
玻璃（破碎机后回收，质量低） |
111 |
-4 |
-121 |
-121 |
-121 |
-151 |
|
Plastics (reused) 塑料（重复使用） |
66 |
+0 |
+66 |
+66 |
+66 |
+83 |
|
Plastics (recycled pre-shredder, high quality)
塑料（回收预破碎机，高品质） |
12 |
+0 |
+50 |
+62 |
+50 |
+63 |
|
Plastics (recycled post-shredder)
塑料（破碎后回收） |
98 |
+0 |
+71 |
+86 |
+71 |
+89 |
|
EEE (inverter only) - recycled pre-shredder (higher quality) mix of materials
EEE（仅限逆变器）- 回收的预粉碎机（更高质量）材料混合物 |
0 |
+0.8 |
+4.0 |
+7.2 |
+4.0 |
+4.0 |
|
CRMs (permanent magnet materials)
CRM（永磁材料） |
0 |
+0 |
+0 |
+0 |
+00 |
+0 |
|
Recycling stage (CO2 savings in kton)
回收阶段（CO 2节省量，单位：千吨） |
(values in addition to baseline)
（除基线之外的值） |
|
Steel 钢 |
6,091 |
+521 |
+531 |
+539 |
+531 |
+664 |
|
Aluminium 铝 |
12,114 |
+574 |
+1,597 |
+1,072 |
+1,597 |
+1,996 |
|
Copper 铜 |
250 |
+52 |
+102 |
+48 |
+102 |
+128 |
|
Glass 玻璃 |
12 |
+4 |
+116 |
+116 |
+116 |
+145 |
|
Plastics recycling 塑料回收 |
859 |
+0 |
+751 |
+660 |
+751 |
+939 |
|
EEE (invertor only) EEE（仅限逆变器） |
35 |
+3.8 |
+7 |
+9 |
+7 |
+8 |
|
CO2 savings recycling (ktons CO2eq., excl. steel and aluminium)
二氧化碳减排回收 （千吨二氧化碳当量，不包括钢和铝） |
19,361 |
+1,155 |
+3,104 |
+2,444 |
+3,104 |
+3,879 |
|
Recycling rate (improved definition)
回收率（改进的定义） |
70.6% |
76.1% |
78.8% |
77.8% |
78.8% |
78.8% |
|
Recovery rate (improved definition)
回收率（改进的定义） |
80.4% |
81.9% |
87.2% |
86.7% |
87.2% |
87.2% |
|
Recycling rate (current definition)
回收率（当前定义） |
89.6% |
90.5% |
93.2% |
92.2% |
93.2% |
93.2% |
|
Recovery rate (current definition)
回收率（当前定义） |
95.1% |
92.0% |
97.3% |
96.8% |
97.3% |
97.3% |
|
Improving reuse (ktons)
改善重用 （千吨） |
731 |
508 |
606 |
606 |
606 |
758 |
|
Improving recycling quality (ktons)
提高回收质量 （千吨） |
144 |
340 |
1,068 |
1,183 |
1,068 |
1,335 |
|
Recycling of lesser quality (ktons)
低质量回收（千吨） |
5,330 |
-768 |
-1,365 |
-1,477 |
-1,365 |
-1,706 |
|
Total amounts reused or recycled
再利用或回收总量 |
6,205 |
80 |
309 |
312 |
309 |
386 |
Table 8.7 Summary environmental impacts for the recycling and reuse policy options 3 in 2035
表 8.7 2035年回收和再利用政策选项 3 的环境影响摘要
|
Environmental impacts 环境影响
(2035, compared to baseline)
（2035 年，与基线相比） |
Baseline 基线 |
PO3A |
PO3B |
PO3C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
|
ELVs treated EU (units, legal & illegal)
经欧盟处理的 ELV （单位，合法和非法） |
9,620,640 |
+2,106,924 |
|
Recycling stage (values in kton)
回收阶段（单位为千吨） |
(values in addition to baseline)
（除基线之外的值） |
|
Steel (reused) 钢材（重复使用） |
611 |
+489 |
+489 |
+489 |
+489 |
+601 |
|
Steel (recycled, pre-shredder)
钢材（回收，预粉碎机） |
108 |
+323 |
+699 |
+968 |
+699 |
+860 |
|
Steel (recycled post shredder
钢材（回收后粉碎机 |
4,687 |
-746 |
-1,118 |
-1,385 |
-1,118 |
-1,375 |
|
Aluminium (reused) 铝（重复使用） |
124 |
+62 |
+99 |
+99 |
+99 |
+122 |
|
Aluminium (recycled pre-shredder)
铝（回收预破碎机） |
9 |
+37 |
+266 |
+105 |
+266 |
+327 |
|
Aluminium (recycled post-shredder)
铝（破碎机后回收） |
889 |
-81 |
-306 |
-169 |
-306 |
-376 |
|
Copper (reused) 铜（重复使用） |
2 |
+10 |
+12 |
+12 |
+12 |
+15 |
|
Copper (recycled pre-shredder)
铜（回收预破碎机） |
9 |
+17 |
+67 |
+42 |
+67 |
+82 |
|
Copper (recycled post-shredder)
铜（破碎后回收） |
99 |
-21 |
-65 |
-40 |
-65 |
-80 |
|
Glass (recycled pre-shredder, high quality)
玻璃（回收预破碎机，高品质） |
22 |
+4 |
+131 |
+131 |
+131 |
+161 |
|
Glass (recycled post-shredder, low quality)
玻璃（破碎机后回收，质量低） |
120 |
-5 |
-131 |
-131 |
-131 |
-161 |
|
Plastics (reused) 塑料（重复使用） |
71 |
+0 |
+71 |
+71 |
+71 |
+87 |
|
Plastics (recycled pre-shredder, high quality)
塑料（回收预破碎机，高品质） |
13 |
+0 |
+54 |
+67 |
+54 |
+66 |
|
Plastics (recycled post-shredder)
塑料（破碎后回收） |
106 |
+0 |
+76 |
+93 |
+76 |
+93 |
|
EEE (inverter only, recycled pre-shredder)
EEE（仅逆变器，回收预碎纸机） |
0 |
+0.8 |
+4.0 |
+7.2 |
+4.0 |
+0.0 |
|
CRMs (permanent magnet materials)
CRM（永磁材料） |
0 |
+0.4 |
+0.4 |
+0.4 |
+0.4 |
+0.4 |
|
Recycling stage (CO2 savings in kton)
回收阶段（二氧化碳减排量，单位：千吨） |
(values in addition to baseline)
（除基线之外的值） |
|
Steel 钢 |
6,662 |
+597 |
+641 |
+672 |
+641 |
+788 |
|
Aluminium 铝 |
14,270 |
+693 |
+1,994 |
+1,309 |
+1,994 |
+2,453 |
|
Copper 铜 |
318 |
+69 |
+143 |
+76 |
+143 |
+176 |
|
Glass 玻璃 |
13 |
+4 |
+126 |
+126 |
+126 |
+155 |
|
Plastics recycling 塑料回收 |
929 |
+0 |
+758 |
+661 |
+758 |
+932 |
|
EEE (invertor only) EEE（仅限逆变器） |
139 |
+15 |
+26 |
+36 |
+26 |
+31 |
|
CO2 savings recycling (ktons CO2eq., excl. steel and aluminium)
二氧化碳减排回收 （千吨二氧化碳当量，不包括钢和铝） |
22,331 |
+1,378 |
+3,688 |
+2,880 |
+3,688 |
+4,536 |
|
Recycling rate (improved definition)
回收率（改进的定义） |
70.6% |
73.1% |
75.9% |
74.9% |
75.9% |
75.9% |
|
Recovery rate (improved definition)
回收率（改进的定义） |
80.0% |
79.0% |
84.3% |
83.8% |
84.3% |
84.3% |
|
Recycling rate (current definition)
回收率（当前定义） |
89.6% |
90.5% |
93.2% |
92.2% |
93.2% |
93.2% |
|
Recovery rate (current definition)
回收率（当前定义） |
95.1% |
92.0% |
97.3% |
96.8% |
97.3% |
97.3% |
|
Improving reuse (ktons)
改善重用 （千吨） |
808 |
+561 |
+671 |
+671 |
+671 |
+825 |
|
Improving recycling quality (ktons)
提高回收质量 （千吨） |
161 |
+381 |
+1,217 |
+1,313 |
+1,217 |
+1,497 |
|
Recycling of lesser quality (ktons)
低质量回收（千吨） |
5,901 |
-853 |
-1,544 |
-1,632 |
-1,544 |
-1,899 |
|
Total amounts reused or recycled
再利用或回收总量 |
6,870 |
+89 |
+344 |
+352 |
+344 |
+423 |
Table 8.8 Summary environmental impacts for the recycling and reuse policy options 3 in 2040
表 8.8 2040年回收和再利用政策选项 3 的环境影响摘要
|
Environmental impacts 环境影响
(2040, compared to baseline)
（2040 年，与基线相比） |
Baseline 基线 |
PO3A |
PO3B |
PO3C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
|
ELVs treated EU (units, legal & illegal)
经欧盟处理的 ELV （单位，合法和非法） |
10,324,577 |
+2,313,146 |
|
Recycling stage (values in kton)
回收阶段（单位为千吨） |
(values in addition to baseline)
（除基线之外的值） |
|
Steel (reused) 钢材（重复使用） |
703 |
+562 |
+562 |
+562 |
+562 |
+658 |
|
Steel (recycled, pre-shredder)
钢材（回收，预粉碎机） |
124 |
+371 |
+804 |
+1,113 |
+804 |
+941 |
|
Steel (recycled post shredder
钢材（回收后粉碎机 |
5,388 |
-857 |
-1,286 |
-1,592 |
-1,286 |
-1,505 |
|
Aluminium (reused) 铝（重复使用） |
167 |
+83 |
+134 |
+134 |
+134 |
+157 |
|
Aluminium (recycled pre-shredder)
铝（回收预破碎机） |
15 |
+60 |
+437 |
+173 |
+437 |
+511 |
|
Aluminium (recycled post-shredder)
铝（破碎机后回收） |
1,194 |
-118 |
-479 |
-255 |
-479 |
-560 |
|
Copper (reused) 铜（重复使用） |
3 |
+17 |
+20 |
+20 |
+20 |
+23 |
|
Copper (recycled pre-shredder)
铜（回收预破碎机） |
15 |
+28 |
+113 |
+71 |
+113 |
+132 |
|
Copper (recycled post-shredder)
铜（破碎后回收） |
167 |
-35 |
-109 |
-80 |
-109 |
-128 |
|
Glass (recycled pre-shredder, high quality)
玻璃（回收预破碎机，高品质） |
25 |
+5 |
+153 |
+153 |
+153 |
+179 |
|
Glass (recycled post-shredder, low quality)
玻璃（破碎机后回收，质量低） |
139 |
-5 |
-152 |
-152 |
-152 |
-178 |
|
Plastics (reused) 塑料（重复使用） |
82 |
+0 |
+82 |
+82 |
+82 |
+96 |
|
Plastics (recycled pre-shredder, high quality)
塑料（回收预破碎机，高品质） |
16 |
+0 |
+62 |
+78 |
+62 |
+73 |
|
Plastics (recycled post-shredder)
塑料（破碎后回收） |
122 |
+0 |
+88 |
+107 |
+88 |
+103 |
|
EEE (inverter only) - recycled pre-shredder
EEE（仅限逆变器）- 回收预粉碎机 |
0 |
+2 |
+12 |
+22 |
+12 |
+14 |
|
CRMs (permanent magnet materials)
CRM（永磁材料） |
0 |
+1.5 |
+1.5 |
+1.5 |
+1.5 |
+1.5 |
|
Recycling stage (CO2 savings in kton)
回收阶段（二氧化碳减排量，单位：千吨） |
(values in addition to baseline)
（除基线之外的值） |
|
Steel 钢 |
7,656 |
+655 |
+668 |
+677 |
+668 |
+782 |
|
Aluminium 铝 |
19,220 |
+983 |
+3,022 |
+1,900 |
+3,022 |
+3,536 |
|
Copper 铜 |
532 |
+110 |
+218 |
+151 |
+218 |
+255 |
|
Glass 玻璃 |
15 |
+5 |
+147 |
+147 |
+147 |
+172 |
|
Plastics recycling 塑料回收 |
1,075 |
+0 |
+775 |
+662 |
+775 |
+907 |
|
EEE (invertor only) EEE（仅限逆变器） |
420 |
+46 |
+78 |
+110 |
+78 |
+91 |
|
CO2 savings recycling (ktons CO2eq., excl. steel and aluminium)
二氧化碳减排回收 （千吨二氧化碳当量，不包括钢和铝） |
28,918 |
+1,799 |
+4,908 |
+3,647 |
+4,908 |
+5,742 |
|
Recycling rate (improved definition)
回收率（改进的定义） |
70.6% |
76.5% |
79.4% |
77.8% |
79.4% |
79.4% |
|
Recovery rate (improved definition)
回收率（改进的定义） |
80.4% |
82.5% |
88.4% |
87.4% |
88.4% |
88.4% |
|
Recycling rate (current definition)
回收率（当前定义） |
89.6% |
90.5% |
93.4% |
91.8% |
93.4% |
93.4% |
|
Recovery rate (current definition)
回收率（当前定义） |
95.1% |
91.5% |
97.4% |
96.3% |
97.4% |
97.4% |
|
Improving reuse (ktons)
改善重用 （千吨） |
955 |
662 |
798 |
798 |
798 |
934 |
|
Improving recycling quality (ktons)
提高回收质量 （千吨） |
195 |
464 |
1,569 |
1,588 |
1,569 |
1,836 |
|
Recycling of lesser quality (ktons)
低质量回收（千吨） |
7,010 |
-1,015 |
-1,938 |
-1,972 |
-1,938 |
-2,267 |
|
Total amounts reused or recycled
再利用或回收总量 |
8,160 |
111 |
429 |
414 |
429 |
502 |
7.3.98.1.4 Improve collection quality and quantity
8.1.4 提高馆藏质量和数量
PO4: For the measures on collection, the confidence is high. The individual categories of vehicles collected (or not) and reported (or not) and the role of informal/ illegal sector activities is tracked by carefully determined split factor changes representing the effect of the individual measures considered.
PO4：对于征收措施，信心度较高。收集（或未收集）和报告（或未报告）的车辆的各个类别以及非正规/非法部门活动的作用是通过仔细确定的代表所考虑的各个措施的效果的分割因子变化来跟踪的。
The shift from illegal (or unreported) treatment within Europe to ATFs has the following main environmental effect: Illegal treatment might not treat all refrigerants from the air conditioning system and all waste oil. If the ELVs are shifted to ATFs less losses of refrigerants from the air conditioning system can occur. Today, standard dismantling and shredding is in most countries completely self-managed by the recycling sector, without contribution / funding of the EPR systems. It is expected that the illegal ELV treatment is sending the same amounts of steel, aluminium and catalytic converter to recycling and applies the same effort for separation of spare parts. In consequence no change for the case that more ELVs are shifted from illegal (or unreported) treatment within Europe to ATFs.
欧洲境内从非法（或未报告）处理转向 ATF 具有以下主要环境影响： 非法处理可能无法处理空调系统中的所有制冷剂和所有废油。如果将 ELV 改用 ATF，空调系统中制冷剂的损失就会减少。如今，大多数国家的标准拆解和粉碎完全由回收部门自行管理，无需 EPR 系统的贡献/资助。预计非法报废汽车处理会将等量的钢、铝和催化转化器送去回收，并采取同样的努力来分离备件。因此，更多 ELV 在欧洲境内从非法（或未报告）治疗转向 ATF 的情况没有变化。
Additional information on the export of used vehicles
有关二手车出口的更多信息
The impact assessment study considers for the baseline in 2019 and for the scenarios in 2025 – 2040 (legal and illegal) exports in the order of 25% of vehicles leaving the fleet. For the preferred consolidated option (including EPR from PO5B), the share of exports in fleet exit is significantly lower in 2035 with 8.7% of the fleet exit. The table below displays the impacts for the export in total figures, considering the general increase of the fleet and fleet exits. Impacts for 2025 are not included as many of the collection measures will take effect after 2025. For 2025 one can actually expect for preferred Policy Option (+EPR), before the export limitations are fully enforced), one-off “last minutes” exports. It is estimated this could increase the exports to 33% of the vehicles leaving the fleet. Therefore, there is a likelihood that the export of these vehicles may increase for a short term, before the situation stabilises as a result of full enforcement of the requirements.
影响评估研究考虑了 2019 年的基线和 2025 年至 2040 年（合法和非法）的情景，出口量约为 25% 的车辆离开车队。对于首选合并选项（包括来自 PO5B 的 EPR），2035 年出口在船队退出中的份额显着降低，占船队退出的 8.7%。考虑到船队和船队出口的总体增长，下表显示了对出口的影响总额。不包括 2025 年的影响，因为许多征收措施将在 2025 年之后生效。2025 年，人们实际上可以期待首选政策选项 (+EPR)（在出口限制全面执行之前）、一次性“最后一刻”出口。据估计，这将使出口量增加到离开车队的 33%。因此，在全面执行要求后局势稳定之前，这些车辆的出口可能会在短期内增加。
The illegal exports are much reduced by the combination of the different measures but possibly cannot avoided by 100%. Some of the illegal might be even shifted, by better administrative compliance of the exporters, to the legal sector. The legal export is reduced too, due to the limitation of exports to those vehicles which have are roadworthy. As demonstrated by a Dutch study , currently only a minority (possibly 30%) of the vehicles officially exported via the Dutch harbour have a valid roadworthiness certificate (see the figure below). And even much less vehicles would comply with the import requirements e.g. of the ECOWAS Region: ECOWAS adopted on 5 Sept 2020 a Directive , limiting the import of used vehicles to those with a minimum Euro 4/IV emission standard. The age limit for importing vehicles into the ECOWAS region is 5 years for light duty vehicles, two-wheel motor vehicles, tricycles and quadricycles and 10 years for heavy-duty vehicles. A period of 10 years is granted to countries that have not yet adopted these age limits to gradually comply.
不同措施的结合可以大大减少非法出口，但可能无法 100% 避免。通过出口商更好的行政合规性，一些非法行为甚至可能被转移到合法部门。由于对那些具有以下特征的车辆的出口受到限制，合法出口也减少了 路沃斯y .正如荷兰的一项研究所示，目前通过荷兰港口正式出口的车辆中只有少数（可能为 30%）拥有有效的道路适航证书（见下图）。甚至更少的车辆符合西非国家经济共同体地区的进口要求：西非国家经济共同体于 2020 年 9 月 5 日通过了第指令，将二手车的进口限制为最低达到欧 4/IV 排放标准的车辆。西非经共体地区进口车辆的车龄限制为轻型汽车、两轮机动车、三轮车和四轮车5年，重型汽车10年。尚未采用这些年龄限制的国家有 10 年的时间逐步遵守。
Figure 8.2 Age and roadworthiness upon export of vehicles extra-EU
图 8.2 向欧盟以外出口车辆时的车龄和适航性
As mentioned by UNEP and UNECE during the stakeholder interviews: It is difficult to the receiving countries to enforce the import limitations as it is (most) likely that each imported vehicle will find its market in the receiving countries. Thus, cooperation and support by the exporting countries is required to support import limits. According to UNEP report , Africa and Eastern Europe, the Caucasus, Central Asia, and Middle East are the main destination for the EU 27 Export, representing 91% of the total exported used vehicles.
正如联合国环境规划署和联合国欧洲经济委员会在利益相关者访谈中提到的那样：接收国很难执行进口限制，因为每种进口车辆（最）有可能在接收国找到市场。因此，需要出口国的合作和支持来支持进口限制。根据联合国环境署报告 ，非洲和东欧、高加索、中亚和中东是欧盟27国出口的主要目的地，占二手车出口总量的91%。
As demonstrated in the tables below at least 82% of the total exported used vehicles from the EU are exported to 59 countries which have import limitations. This export represents in 2020 2.3 billion � with an average value of each exported used vehicle of 3 279 �.
如下表所示，欧盟二手车出口总量中至少 82% 出口到有进口限制的 59 个国家。 2020 年出口额为 23 亿欧元，每辆出口二手车的平均价值为 3,279 欧元。
Table 8.9 Share of used vehicles exported in 2020 from EU-27 to differently regulated countries
表8. 9 2020 年从欧盟 27 国出口到不同监管国家的二手车份额
|
|
Countries mentioned as destination
提到的目的地国家 |
Share of the total number of EU-27 export
占欧盟 27 国出口总数的份额 |
|
Total export to Africa and Eastern Europe, the Caucasus, Central Asia, and Middle East
对非洲和东欧、高加索、中亚和中东的出口总额 |
82 |
91% |
|
Ban of import of used vehicles
禁止进口二手车 |
5 |
0.4% |
|
Good, very good regulated or the import of used vehicles is banned (UNEP 2020)
良好、非常良好的监管或禁止进口二手车（UNEP 2020） |
29 |
29% |
|
Good, very good regulated or the import of used vehicles is banned (UNEP 2020) + ECOWAS Countries
良好、非常良好的监管或禁止进口二手车（UNEP 2020）+西非经共体国家 |
43 |
55% |
|
At least any regulation for the import of used vehicles by age or emission class (including ECOWAS Countries)
至少有按车龄或排放等级（包括西非经共体国家）进口二手车的规定 |
59 |
82% |
Table 8.10: Value of used vehicles exported in 2020 from EU-27 to differently regulated countries
桌子 8.1 0 ：2020 年从欧盟 27 国出口到不同监管国家的二手车价值
|
|
Total value of the EU-27 Export
EU-27 出口总值
(Million �) （百万欧元） |
Average value of the EU-27 Export
EU-27 出口的平均价值
(� per vehicle) （每辆车欧元） |
|
Total export to Africa and Eastern Europe, the Caucasus, and Central Asia and Middle East
对非洲和东欧、高加索、中亚和中东的出口总额 |
2 558 |
3 226 |
|
Ban of import of used vehicles
禁止进口二手车 |
46 |
13 684 |
|
Good, very good regulated or the import of used vehicles is banned (UNEP 2020)
良好、非常良好的监管或禁止进口二手车（UNEP 2020） |
1 371 |
5 462 |
|
Good, very good regulated or the import of used vehicles is banned (UNEP 2020) + ECOWAS Countries*
良好、非常良好的监管或禁止进口二手车（环境署 2020）+西非经共体国家* |
1 703 |
3 553 |
|
At least any regulation for the import of used vehicles by age or emission class (including ECOWAS Countries*)
至少有按车龄或排放等级分类的二手车进口规定（包括西非经共体国家*） |
2 340 |
3 279 |
* Regulations not enforced yet for all ECOWAS countries for the displayed year 2020.
* 2020 年显示的年份尚未对所有西非经共体国家执行法规。
The shift of extra EU export of ELVs and (old) used vehicles to treatment in the EU creates more resources available for recycling if treated in the EU. The related LCA credits are granted for recycling directed to treatment plants in Europe. In addition, there is less hazardous waste in receiving countries (not assessed quantitatively). The resulting environmental impacts summary provides an increasing level of additional material recovery and corresponding CO2 savings. For PO4B with improved enforcement and harmonised national registers significantly reduces the unknown whereabouts, adding to 1.5 million tonnes of CO2 savings. This is increasing to 3.2 million tonnes of CO2eq for PO4C including its more advanced export restriction measures.
欧盟额外出口的报废汽车和（旧）二手车转移到欧盟进行处理，如果在欧盟进行处理，将创造更多可用于回收的资源。相关的 LCA 积分被授予针对欧洲处理厂的回收。此外，接收国的危险废物较少（未进行定量评估）。由此产生的环境影响摘要提供了不断提高的额外材料回收水平和相应的二氧化碳减排量。对于 PO4B而言，加强执法和统一国家登记册可显着减少未知行踪，从而减少 150 万吨二氧化碳排放。包括更先进的出口限制措施， PO4C的CO 2eq增加至 320 万吨。
Air pollution: quantitative assessment of external costs associated with the export of used vehicles from the EU to third countries
空气污染：定量评估与从欧盟向第三国出口二手车相关的外部成本
The export of non-roadworthy vehicles to third countries has a significant impact on air pollution and human health. This is due to the fact that many of these vehicles are older, less fuel-efficient, and emit higher levels of pollutants. All these factors can be translated into damage costs to environment which are external costs of transport referring to the costs that are not directly borne by the users of the transportation system, but are instead imposed on society as a whole. As explained in the methodology provided in the Handbook on the external costs of transport , air pollution can have significant impacts on human health, including respiratory and cardiovascular problems. It can also damage crops, forests, and ecosystems. In the EU, vehicle emissions are regulated by the Euro standards, which set limits on the amount of pollutants that can be emitted by new vehicles. However, non-roadworthy used vehicles that are exported to third countries may not meet these standards and can therefore contribute to higher levels of air pollution accompanied with damage costs. The external costs associated with air pollution must be factored in when considering the true cost of these exports, including the other types of damage, going beyond the air pollution, such as noise pollution, accidents, and congestion.
向第三国出口不适合道路行驶的车辆对空气污染和人类健康产生重大影响。这是因为许多车辆较旧、燃油效率较低且污染物排放量较高。所有这些因素都可以转化为环境损害成本，即交通外部成本，指不由交通系统使用者直接承担，而是强加给整个社会的成本。正如H手册中关于交通外部成本所提供的方法所解释的那样，空气污染会对人类健康产生重大影响，包括呼吸系统和心血管问题。它还会损害农作物、森林和生态系统。在欧盟，车辆排放受欧洲标准监管，该标准对新车可排放的污染物量设定了限制。然而，出口到第三国的不适合道路行驶的二手车可能不符合这些标准，因此可能会导致更高水平的空气污染，并带来损害成本。在考虑这些出口的真实成本时，必须考虑与空气污染相关的外部成本，包括空气污染以外的其他类型的损害，例如噪音污染、事故和拥堵。
It is expected that by eliminating the non-roadworthy used vehicles from the exporting market will have a significant impact on improving the air quality in the receiving countries. The scale of positive impact cannot be quantified as the damage caused by non-roadworthy used vehicles being exported from the EU to third countries would depend on a variety of factors, including the number and type of vehicles exported, the condition of the vehicles, and the air quality in the receiving countries. Nevertheless, by eliminating the export of non-roadworthy used vehicles, the EU will reduce the negative impact of these vehicles on the environment and public health in receiving countries. In return, this can also support the development of a more sustainable and efficient transport system in these countries by encouraging the use of newer, more fuel-efficient, and environmentally friendly vehicles, as demonstrated in cases of those third countries which established import restrictions of the used vehicles referring to their age and emission level. Instead, by promoting the export of roadworthy used vehicles that meet the environmental and safety standards, the EU is expected to create a level playing field for the automotive industry in receiving countries and support the transition to cleaner and more sustainable transportation.
预计通过消除出口市场上的不适合道路行驶的二手车将对改善接收国的空气质量产生重大影响。积极影响的规模无法量化，因为从欧盟向第三国出口不适合道路行驶的二手车所造成的损害将取决于多种因素，包括出口车辆的数量和类型、车辆的状况以及接收国的空气质量。尽管如此，通过取消不适合道路行驶的二手车的出口，欧盟将减少这些车辆对接收国环境和公共健康的负面影响。作为回报，这还可以通过鼓励使用更新、更省油、更环保的车辆来支持这些国家发展更可持续、更高效的交通系统，正如以下案例所证明的那样： 第三国根据车龄和排放水平制定了二手车进口限制。相反，通过促进符合环境和安全标准的适合道路行驶的二手车的出口，欧盟有望为接收国的汽车行业创造一个公平的竞争环境，并支持向更清洁、更可持续的交通转型。
Table 8.11 Summary environmental impacts for the collection policy options 4 in 2030
表 8.11 2030年收集政策方案 4 的环境影响摘要
|
Environmental impacts 环境影响
(2030, compared to baseline)
（2030 年，与基线相比） |
Baseline 基线 |
PO4A |
PO4B |
PO4C |
Preferred PO4D 优选 PO4D |
Preferred 首选
(combined + EPR （合并+EPR |
|
Collection stage (values in kton)
收集阶段（以千吨为单位的值） |
(values in addition to baseline)
（除基线之外的值） |
|
ELVs treated EU (legal & illegal)
经欧盟处理的 ELV （合法和非法） |
9,283,014 |
+62,064 |
+310,320 |
+806,833 |
+1,303,346 |
+1,799,859 |
|
to ATFs and CoD reported
向 ATF 和 CoD 报告 |
7,347,797 |
+111,715 |
+484,100 |
+980,613 |
+2,221,894 |
+2,470,151 |
|
treated in the EU (non-reported)
在欧盟接受治疗（未报告） |
1,935,217 |
-49,651 |
-173,780 |
-173,780 |
-918,548 |
-670,292 |
|
Export of used vehicles 二手车出口 |
3,129,803 |
-62,064 |
-310,320 |
-+806,833 |
-1,303,346 |
-1,799,859 |
|
Used vehicles export reduction
二手车出口减少 |
|
2.0% |
10% |
26% |
42% |
58% |
|
Steel/ cast iron (ktons) 钢/铸铁（千吨） |
6,893 |
+46 |
+230 |
+599 |
+968 |
+1,336 |
|
Aluminium (ktons) 铝（千吨） |
987 |
+7 |
+33 |
+86 |
+139 |
+191 |
|
Copper/Brass (ktons) 铜/黄铜（千吨） |
123 |
+1 |
+4 |
+11 |
+17 |
+24 |
|
Average Plastic (ktons) 平均塑料（千吨） |
261 |
+2 |
+9 |
+23 |
+37 |
+51 |
|
Platinum (tons) 铂（吨） |
30 |
+0 |
+1 |
+3 |
+4 |
+6 |
|
Materials recovered (ktons)
回收材料（千吨） |
8,264 |
+55 |
+276 |
+718 |
+1,160 |
+1,602 |
|
GHG savings collection (ktons CO2eq.)
温室气体减排收集（千吨 CO 2当量） |
|
+323 |
+1,400 |
+3,015 |
+4,810 |
+5,886 |
|
GHG savings refrigerants (ktons CO2eq)
温室气体减排制冷剂（千吨 CO 2当量） |
|
+6 |
+27 |
+57 |
+57 |
+278 |
Table 8.12 Summary environmental impacts for the collection policy options 4 in 2035
表 8.12 2035年收集政策选项 4 的环境影响摘要
|
Environmental impacts 环境影响
(2030, compared to baseline)
（2030 年，与基线相比） |
Baseline 基线 |
PO4A |
PO4B |
PO4C |
Preferred PO4D 优选 PO4D |
Preferred 首选
(combined) + PO5 EPR （组合）+ PO5 EPR |
|
Collection stage (values in kton)
收集阶段（以千吨为单位的值） |
(values in addition to baseline)
（除基线之外的值） |
|
ELVs treated EU (legal & illegal)
经欧盟处理的 ELV （合法和非法） |
9,620,640 |
+115,624 |
+501,037 |
+1,079,156 |
+1,721,511 |
+2,106,924 |
|
to ATFs and CoD reported
向 ATF 和 CoD 报告 |
7,630,563 |
+218,401 |
+796,520 |
+1,374,639 |
+2,916,291 |
+3,237,468 |
|
treated in the EU (non-reported)
在欧盟接受治疗（未报告） |
1,990,077 |
-102,777 |
-295,483 |
-295,483 |
-1,194,780 |
-1,130,544 |
|
Export of used vehicles 二手车出口 |
3,226,456 |
-115,624 |
-501,037 |
-1,079,156 |
-1,721,511 |
-2,106,924 |
|
Used vehicles export reduction
二手车出口减少 |
|
3.6% |
16% |
33% |
53% |
65% |
|
Steel/ cast iron (ktons) 钢/铸铁（千吨） |
7,084 |
+85 |
+369 |
+795 |
+1,268 |
+1,552 |
|
Aluminium (ktons) 铝（千吨） |
1,074 |
+13 |
+56 |
+121 |
+192 |
+235 |
|
Copper/Brass (ktons) 铜/黄铜（千吨） |
142 |
+2 |
+7 |
+16 |
+25 |
+31 |
|
Average Plastic (ktons) 平均塑料（千吨） |
268 |
+3 |
+14 |
+30 |
+48 |
+59 |
|
Platinum (tons) 铂（吨） |
30 |
+0 |
+2 |
+3 |
+5 |
+7 |
|
Materials recovered (ktons)
回收材料（千吨） |
8,568 |
+103 |
+446 |
+961 |
+1,533 |
+1,876 |
|
GHG savings collection (ktons CO2eq.)
温室气体减排收集（千吨 CO 2当量） |
27,850 |
+353 |
+1,513 |
+3,222 |
+5,218 |
+6,350 |
|
GHG savings refrigerants (ktons CO2eq)
温室气体减排制冷剂（千吨 CO 2当量） |
969 |
+30 |
+113 |
+207 |
+408 |
+464 |
Table 8.13 Summary environmental impacts for the collection policy options 4 in 2040
表 8.13 2040年收集政策选项 4 的环境影响摘要
|
Environmental impacts 环境影响
(2030, compared to baseline)
（2030 年，与基线相比） |
Baseline 基线 |
PO4A |
PO4B |
PO4C |
Preferred PO4D 优选 PO4D |
Preferred 首选
(combined) + PO5 EPR （组合）+ PO5 EPR |
|
Collection stage (values in kton)
收集阶段（以千吨为单位的值） |
(values in addition to baseline)
（除基线之外的值） |
|
ELVs treated EU (legal & illegal)
经欧盟处理的 ELV （合法和非法） |
10,324,577 |
+234,068 |
+729,742 |
+1,418,179 |
+1,968,928 |
+2,313,146 |
|
to ATFs and CoD reported
向 ATF 和 CoD 报告 |
8,205,505 |
+454,368 |
+1,170,342 |
+1,721,091 |
+3,511,025 |
+3,924,087 |
|
treated in the EU (non-reported)
在欧盟接受治疗（未报告） |
2,119,072 |
-220,300 |
-440,600 |
-302,912 |
-1,542,097 |
-1,610,941 |
|
Export of used vehicles 二手车出口 |
3,444,148 |
-234,068 |
-729,742 |
-1,418,179 |
-1,968,928 |
-2,313,146 |
|
Used vehicles export reduction
二手车出口减少 |
|
6.8% |
21% |
41% |
57% |
67% |
|
Steel/ cast iron (ktons) 钢/铸铁（千吨） |
7,387 |
+167 |
+522 |
+1,015 |
+1,409 |
+1,655 |
|
Aluminium (ktons) 铝（千吨） |
1,304 |
+30 |
+92 |
+179 |
+249 |
+292 |
|
Copper/Brass (ktons) 铜/黄铜（千吨） |
196 |
+4 |
+14 |
+27 |
+37 |
+44 |
|
Average Plastic (ktons) 平均塑料（千吨） |
287 |
+7 |
+20 |
+39 |
+55 |
+64 |
|
Platinum (tons) 铂（吨） |
27 |
+1 |
+2 |
+4 |
+5 |
+6 |
|
Materials recovered (ktons)
回收材料（千吨） |
9,175 |
+208 |
+648 |
+1,260 |
+1,750 |
+2,055 |
|
GHG savings collection (ktons CO2eq.)
温室气体减排收集（千吨 CO 2当量） |
0 |
+329 |
+1,427 |
+3,072 |
+4,867 |
+6,164 |
|
GHG savings refrigerants (ktons CO2eq)
温室气体减排制冷剂（千吨 CO 2当量） |
0 |
+6 |
+27 |
+57 |
+57 |
+278 |
7.3.108.1.5 Improve governance and economic conditions
8.1.5 改善治理和经济条件
PO5: The assessment of the EPR and economic incentives related measures is assessed as based on their amplifying effect on the measures under PO3 for recycling and PO4 on collection.
PO5：对EPR和经济激励相关措施的评估是根据其对PO3回收和PO4收集措施的放大效果进行评估。
Extended Producer Responsibility Schemes are not an objective by itself compared to the reduction of “missing vehicles” or the more advanced “circularity”. Instead, EPR is developed to ensure that producers become both financially and organisationally responsible for the end-of-life management of their products. This affects the compliance level for the end-of-life management. Therefore, the economic, environmental and social impacts are not elaborated in the same methodology as for the other sectors as these impact relay more on the defined level of compliance under “circularity” and “missing vehicles” and less on the structure of the EPR.
与减少“失踪车辆”或更先进的“循环”相比，生产者延伸责任计划本身并不是一个目标。相反，EPR 的开发是为了确保生产商在财务和组织上对其产品的报废管理负责。这会影响报废管理的合规水平。因此，经济、环境和社会影响并未采用与其他部门相同的方法来阐述，因为这些影响更多地取决于“循环”和“失踪车辆”下规定的合规水平，而不是 EPR 的结构。
Therefore, the effect of EPR on the collection volume is calculated in particular in above Tables 8.11 to 8.13 for 2035 and shows an additional 6% reduction, or 385,000 vehicles exported less plus an extra 320,000 units brought to ATFs for intra-EU. The combined effect is an additional 340 ktons of materials and 1,2 million tonnes of CO2 savings.
因此，EPR 对收集量的影响特别在上表 8.11 至 8.13 中计算，到 2035 年，结果显示额外减少了 6%，即减少出口 385,000 辆汽车，加上额外 320,000 辆汽车被带到 ATF 供欧盟内部使用。综合效应是额外减少 340 吨材料并减少 120 万吨二氧化碳排放。
Table 8.14 Summary amplification of environmental impacts for collection in 2030,2035 and 2040
表 8.14 2030 年、2035 年和 2040 年收集的环境影响汇总放大
|
Environmental impacts 环境影响
(Amplification of EPR compared to baseline)
（ EPR 与基线相比的放大） |
2030 |
2035 |
2040 |
|
At the waste stage -collection +EPR
废物阶段-收集+EPR |
(values in addition to baseline)
（除基线之外的值） |
|
ELVs treated in the EU (legal & illegal)
在欧盟处理的 ELV （合法和非法） |
+496,513 |
+385,413 |
344,218 |
|
to ATFs and CoD reported
向 ATF 和 CoD 报告 |
+248,257 |
+321,177 |
413,062 |
|
treated in the EU (non-reported)
在欧盟接受治疗（未报告） |
-422,036 |
-359,719 |
-234,068 |
|
Export of used vehicles 二手车出口 |
-496,513 |
-385,413 |
-344,218 |
|
Steel/ cast iron (ktons) 钢/铸铁（千吨） |
+52 |
+43 |
+43 |
|
Aluminium (ktons) 铝（千吨） |
+7 |
+6 |
+7 |
|
Copper/Brass (ktons) 铜/黄铜（千吨） |
+14 |
+11 |
+9 |
|
Average Plastic (ktons) 平均塑料（千吨） |
+2 |
+1 |
+1 |
|
Platinum (tons) 铂（吨） |
+0.4 |
+0.3 |
+0.3 |
|
Materials recovered (ktons)
回收材料（千吨） |
+442 |
+343 |
+305 |
|
GHG savings collection (ktons CO2eq.)
温室气体减排收集（千吨 CO 2当量） |
+1,076 |
+1,132 |
+1,297 |
|
GHG savings refrigerants (ktons CO2eq.)
温室气体减排制冷剂（千吨 CO 2当量） |
+56 |
+56 |
+56 |
7.3.118.1.6 Extend the vehicle category scope
8.1.6 扩大车辆类别范围
PO6: The level of confidence in the assessment of quantitative impacts for the measures related to the scope extension is based on assumptions as lack of comprehensive data for vehicles remained a persistent problem in the impact assessment. However, the setting of basic measures to improve the information availability and to ensure minimum treatment performance enabling a later phased-in approach are well justified.
PO6：对范围扩展相关措施的定量影响评估的置信度是基于假设，因为缺乏车辆的全面数据仍然是影响评估中的一个长期问题。然而，制定基本措施来提高信息可用性并确保最低限度的治疗效果，从而实现以后分阶段实施的方法是完全合理的。
Table 8.15 Summary environmental impacts for the scope extension, 2030
表 8.15 2030 年范围扩展的环境影响摘要
|
Environmental impacts 环境影响
(2030, compared to baseline)
（2030 年，与基线相比） |
Baseline 基线 |
PO6A |
PO6B |
PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
|
Scope extension (values in million units)
范围扩展（以百万为单位的值） |
|
(values in addition to baseline)
（除基线之外的值） |
|
ELVs (motorcycles, L3e-L7e)
ELV （摩托车，L3e-L7e） |
1,557,104 |
|
|
|
|
|
|
ELVs (buses, M2,M3)
ELV （巴士、M2、M3） |
31,359 |
|
|
|
|
|
|
ELVs (lorries and trailers, N2,N3,O)
ELV （卡车和拖车、N2、N3、O） |
264,382 |
|
|
|
|
|
|
ELVs to ATFs (L3e-L7e)
ELV 至 ATF (L3e-L7e) |
0 |
|
+233,566 |
+326,992 |
+233,566 |
+233,566 |
|
ELVs to ATFs (M2,M3)
ELV 至 ATF (M2,M3) |
20,697 |
|
+1,008 |
+1,411 |
+1,008 |
+1,008 |
|
ELVs to ATFs (N2,N3,O)
ELV 至 ATF (N2,N3,O) |
68,739 |
|
+16,141 |
+22,597 |
+16,141 |
+16,141 |
|
ELVs non-reported to ATFs (L3e-L7e)
未向 ATF 报告的 ELV (L3e-L7e) |
0 |
|
+0 |
+0 |
+0 |
+0 |
|
ELV+ used export reduction (M2,M3) |
10,662 |
|
+0 |
+0 |
+0 |
+0 |
|
ELV+ used export reduction (N2,N3,O) |
195,643 |
|
+0 |
+0 |
+0 |
+0 |
|
Materials recovered (ktons of materials) |
|
(values in addition to baseline) |
|
Additional reuse (L3e-L7e, ktons) |
288 |
|
+0 |
+0 |
+0 |
+0 |
|
Additional reuse (M2,M3, ktons) |
89 |
|
+13 |
+19 |
+13 |
+13 |
|
Additional reuse (N2,N3,O, ktons)
额外再利用（N2、N3、O、千吨） |
504 |
|
+76 |
+106 |
+76 |
+76 |
|
Additional recycling (L3e-L7e, ktons)
额外回收（L3e-L7e，千吨） |
183 |
|
+27 |
+38 |
+27 |
+27 |
|
Additional recycling (M2,M3, ktons)
额外回收（M2、M3、千吨） |
109 |
|
+16 |
+23 |
+16 |
+16 |
|
Additional recycling (N2,N3,O, ktons)
额外回收（N2、N3、O、千吨） |
657 |
|
+99 |
+138 |
+99 |
+99 |
|
Total materials recovered (ktons)
回收材料总量（千吨） |
1,830 |
|
+231 |
+324 |
+231 |
+231 |
|
GHG savings (ktons of CO2eq.)
温室气体减排量（千吨二氧化碳当量） |
|
(values in addition to baseline)
（除基线之外的值） |
|
GHG savings (L3e-L7e, ktons CO2eq.)
温室气体减排量（L3e-L7e，千吨二氧化碳当量） |
2,529 |
|
+61 |
+85 |
+61 |
+61 |
|
GHG savings (M2,M3, ktons CO2eq.)
温室气体减排（M2、M3、千吨二氧化碳当量） |
1,060 |
|
+65 |
+80 |
+65 |
+65 |
|
GHG savings (N2,N3,O, ktons CO2eq.)
温室气体减排（N2、N3、O、千吨二氧化碳当量） |
1,874 |
|
+384 |
+537 |
+384 |
+384 |
|
Total GHG savings (ktons of CO2eq.)
温室气体减排总量（千吨二氧化碳当量） |
5,463 |
|
+510 |
+702 |
+510 |
+510 |
Table 8.16 Summary environmental impacts for the scope extension, 2035
表 8.16 范围扩展的环境影响摘要，2035 年
|
Environmental impacts 环境影响
(2035, compared to baseline)
（2035 年，与基线相比） |
Baseline 基线 |
PO6A |
PO6B |
PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
|
Scope extension (values in million units)
范围扩展（以百万为单位的值） |
|
(values in addition to baseline)
（除基线之外的值） |
|
ELVs (motorcycles, L3e-L7e)
ELV （摩托车，L3e-L7e） |
1,624,242 |
|
|
|
|
|
|
ELVs (buses, M2,M3)
ELV （巴士、M2、M3） |
32,972 |
|
|
|
|
|
|
ELVs (lorries and trailers, N2,N3,O)
ELV （卡车和拖车、N2、N3、O） |
289,992 |
|
|
|
|
|
|
ELVs to ATFs (L3e-L7e)
ELV 至 ATF (L3e-L7e) |
0 |
|
+487,273 |
+633,454 |
+487,273 |
+487,273 |
|
ELVs to ATFs (M2,M3)
ELV 至 ATF (M2,M3) |
21,762 |
|
+2,119 |
+2,754 |
+2,119 |
+2,119 |
|
ELVs to ATFs (N2,N3,O)
ELV 至 ATF (N2,N3,O) |
75,398 |
|
+35,408 |
+46,030 |
+35,408 |
+35,408 |
|
ELVs non-reported to ATFs (L3e-L7e)
未向 ATF 报告的 ELV (L3e-L7e) |
0 |
|
+0 |
+0 |
+0 |
+0 |
|
ELV+ used export reduction (M2,M3)
ELV+使用出口减少（M2，M3） |
11,211 |
|
+0 |
+0 |
+0 |
+0 |
|
ELV+ used export reduction (N2,N3,O)
ELV+使用出口减少量（N2、N3、O） |
214,594 |
|
+0 |
+0 |
+0 |
+0 |
|
Materials recovered (ktons of materials)
回收材料（千吨材料） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Additional reuse (L3e-L7e, ktons)
额外再利用（L3e-L7e，ktons） |
301 |
|
+0 |
+0 |
+0 |
+0 |
|
Additional reuse (M2,M3, ktons)
额外再利用（M2、M3、千吨） |
104 |
|
+31 |
+40 |
+31 |
+31 |
|
Additional reuse (N2,N3,O, ktons)
额外再利用（N2、N3、O、千吨） |
553 |
|
+166 |
+216 |
+166 |
+166 |
|
Additional recycling (L3e-L7e, ktons) |
191 |
|
+57 |
+75 |
+57 |
+57 |
|
Additional recycling (M2,M3, ktons) |
127 |
|
+38 |
+49 |
+38 |
+38 |
|
Additional recycling (N2,N3,O, ktons) |
720 |
|
+216 |
+281 |
+216 |
+216 |
|
Total materials recovered (ktons) |
1,995 |
|
+508 |
+661 |
+508 |
+508 |
|
GHG savings (ktons of CO2eq.) |
|
(values in addition to baseline) |
|
GHG savings (L3e-L7e, ktons CO2eq.) |
2,639 |
|
+126 |
+164 |
+126 |
+126 |
|
GHG savings (M2,M3, ktons CO2eq.) |
1,235 |
|
+152 |
+178 |
+152 |
+152 |
|
GHG savings (N2,N3,O, ktons CO2eq.) |
2,055 |
|
+841 |
+1,094 |
+841 |
+841 |
|
Total GHG savings (ktons of CO2eq.) |
5,929 |
|
+1,120 |
+1,436 |
+1,120 |
+1,120 |
Table 8.17 Summary environmental impacts for the scope extension, 2040
表 8.17 2040 年范围扩展的环境影响摘要
|
Environmental impacts 环境影响
(2040, compared to baseline)
（2040 年，与基线相比） |
Baseline 基线 |
PO6A |
PO6B |
PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
|
Scope extension (values in million units)
范围扩展（以百万为单位的值） |
|
(values in addition to baseline)
（除基线之外的值） |
|
ELVs (motorcycles, L3e-L7e)
ELV （摩托车，L3e-L7e） |
1,701,058 |
|
|
|
|
|
|
ELVs (buses, M2,M3)
ELV （巴士、M2、M3） |
35,057 |
|
|
|
|
|
|
ELVs (lorries and trailers, N2,N3,O)
ELV （卡车和拖车、N2、N3、O） |
310,292 |
|
|
|
|
|
|
ELVs to ATFs (L3e-L7e)
ELV 至 ATF (L3e-L7e) |
0 |
|
+637,897 |
+663,413 |
+637,897 |
+637,897 |
|
ELVs to ATFs (M2,M3)
ELV 至 ATF (M2,M3) |
23,138 |
|
+2,816 |
+3,492 |
+2,816 |
+2,816 |
|
ELVs to ATFs (N2,N3,O)
ELV 至 ATF (N2,N3,O) |
80,676 |
|
+58,724 |
+58,724 |
+58,724 |
+58,724 |
|
ELVs non-reported to ATFs (L3e-L7e)
未向 ATF 报告的 ELV (L3e-L7e) |
0 |
|
+0 |
+0 |
+0 |
+0 |
|
ELV+ used export reduction (M2,M3)
ELV+使用出口减少（M2，M3） |
11,919 |
|
+0 |
+0 |
+0 |
+0 |
|
ELV+ used export reduction (N2,N3,O)
ELV+使用出口减少量（N2、N3、O） |
229,616 |
|
+0 |
+0 |
+0 |
+0 |
|
Materials recovered (ktons of materials)
回收材料（千吨材料） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Additional reuse (L3e-L7e, ktons)
额外再利用（L3e-L7e，ktons） |
315 |
|
+0 |
+0 |
+0 |
+0 |
|
Additional reuse (M2,M3, ktons)
额外再利用（M2、M3、千吨） |
104 |
|
+39 |
+48 |
+39 |
+39 |
|
Additional reuse (N2,N3,O, ktons)
额外再利用（N2、N3、O、千吨） |
591 |
|
+222 |
+275 |
+222 |
+222 |
|
Additional recycling (L3e-L7e, ktons)
额外回收（L3e-L7e，千吨） |
200 |
|
+75 |
+93 |
+75 |
+75 |
|
Additional recycling (M2,M3, ktons)
额外回收（M2、M3、千吨） |
127 |
|
+48 |
+59 |
+48 |
+48 |
|
Additional recycling (N2,N3,O, ktons)
额外回收（N2、N3、O、千吨） |
771 |
|
+289 |
+358 |
+289 |
+289 |
|
Total materials recovered (ktons)
回收材料总量（千吨） |
2,108 |
|
+672 |
+834 |
+672 |
+672 |
|
GHG savings (ktons of CO2eq.)
温室气体减排量（千吨二氧化碳当量） |
|
(values in addition to baseline)
（除基线之外的值） |
|
GHG savings (L3e-L7e, ktons CO2eq.)
温室气体减排量（L3e-L7e，千吨二氧化碳当量） |
2,763 |
|
+426 |
+528 |
+426 |
+426 |
|
GHG savings (M2,M3, ktons CO2eq.)
温室气体减排（M2、M3、千吨二氧化碳当量） |
1,235 |
|
+190 |
+216 |
+190 |
+190 |
|
GHG savings (N2,N3,O, ktons CO2eq.)
温室气体减排（N2、N3、O、千吨二氧化碳当量） |
2,199 |
|
+1,125 |
+1,396 |
+1,125 |
+1,125 |
|
Total GHG savings (ktons of CO2eq.)
温室气体减排总量（千吨二氧化碳当量） |
6,197 |
|
+1,742 |
+2,139 |
+1,742 |
+1,742 |
Currently, negative impacts on the environment are associated with some of the identified problems: Because the potential to contribute to the circular economy of a large share of vehicles is not exploited yet, because there is no incentive to design for circularity. Because of the expected increase of the total amount of vehicles, vehicles designed and treated currently may cause environmental harm. Due to the lack of information, the calculated environmental benefits of PO6C covering the export and EPR effects but not a full scope extension might thus be even underestimated. The available information suggests also clear environmental benefits for PO6B with its mandatory treatment by ATFs as well as export restrictions of HDVs and buses which are not roadworthy..
目前，对环境的负面影响与一些已发现的问题有关：因为大部分车辆对循环经济做出贡献的潜力尚未得到开发，因为没有动力进行循环设计。由于车辆总量的预期增加，目前设计和处理的车辆可能会造成环境危害。由于缺乏信息，计算出的PO6C环境效益（涵盖出口和 EPR 影响，但不是全面范围扩展）甚至可能被低估。现有信息还表明， PO6B通过 ATF 的强制处理以及不适合道路行驶的 HDV 和公共汽车的出口限制，具有明显的环境效益。 。
8.2Economic impacts
经济影响
7.3.128.2.1 Design Circular: Improve reusability, recyclability and recoverability at design
8.2.1 设计通告：提高设计的可重复使用性、可回收性和可回收性
The estimated operational costs for modernising the 3R type-approval framework of PO1A, excluding administrative costs, are rather limited and assessed qualitatively. The revisions to the 3R-type-approval calculation will make the process somewhat more complex for OEMs and type-approval authorities. Possible sanctions for non-compliance are not included in these estimates. The expected increase in the rate of reuse of certain components means suppliers of new replacement parts see a loss of business, while ATFs and remanufacturers will see an increase. Vehicle owners shall benefit from increased supply of spare parts from improved digital marketplaces and less digital keys hampering repair. With a large number of different parts and values, these revenues are not quantified.
PO1A 3R 型式认证框架现代化的估计运营成本（不包括管理成本）相当有限，并且是定性评估的。 3R 型式认证计算的修订将使 OEM 和型式认证机构的流程变得更加复杂。这些估计中不包括对违规行为可能实施的制裁。某些组件的重复使用率预计会增加，这意味着新更换零件的供应商会出现业务损失，而 ATF 和再制造商的业务将会增加。车主将受益于改善的数字市场增加的备件供应以及更少的阻碍维修的数字钥匙。由于有大量不同的零件和价值，这些收入 没有被量化。
The costs of improving recyclability of difficult-to-recycle materials and R&D related to the circularity strategies in PO1B are not assessed in detail, but the envisaged cooperation between recyclers and manufacturers is an important improvement, frequently mentioned by a range of stakeholders.
PO1B中提高难回收材料的可回收性以及与循环策略相关的研发成本并未详细评估，但回收商和制造商之间设想的合作是一项重要的改进，经常被一系列利益相关者提及。
The introduction of a digital Circularity Vehicle Passport as a single entry for treatment operators under PO1C is consistent with the corresponding provisions in the proposal for Battery Regulation, the ESPR proposal and the proposal for the Euro 7 standard (Environmental Vehicle Passport), where the digital implementation of a Circularity Vehicle Passport acts as a data carrier for environmentally relevant information pertaining to the vehicle. As dismantling and recycling information is already being shared between vehicle manufacturers and recyclers via industry-supported databases (like IDIS (dismantling) and GADLS, IMDS (chemical content)). The Circularity Vehicle Passport would act as a ‘data carrier’ that would make access to such information easier. The Circularity Vehicle Passport could fulfil that role by providing a permanent link to the relevant documents hosted outside of the vehicle (e.g., in a dedicated website). This would make it unnecessary to reserve costly data storage space in the vehicle and enable updates to the documents as necessary. The additional costs per vehicle associated to extending the Circularity Vehicle Passport to end-of-life information would be negligible. It overlaps with existing and new digital platforms that manufacturers are further expanding. Thus, development costs are already assumed for the baseline.
引入数字化循环车辆护照作为PO1C 下治疗操作者的单一条目 与电池法规提案、ESPR提案和欧7标准提案（环保车辆护照）中的相应规定一致，其中循环车辆护照的数字化实施充当与环境相关的信息的数据载体车辆。由于拆解和回收信息已经通过行业支持的数据库（如 IDIS（拆解）和 GADLS、IMDS（化学成分） ）在汽车制造商和回收商之间共享。循环车辆护照将充当“数据载体”，使访问此类信息变得更加容易。循环车辆护照可以通过提供到车辆外部（例如，在专用网站中）托管的相关文件的永久链接来履行该角色。这将使得无需在车辆中预留昂贵的数据存储空间并能够根据需要更新文档。将循环车辆护照扩展到报废信息相关的每辆车的额外成本可以忽略不计。 它与制造商进一步扩展的现有和新数字平台重叠。因此，开发成本已被假定为基线。
For substances of concern, the suboptions ‘restriction under REACH and other existing legislation’ and the ‘hybrid approach’ will have overall similar impacts, with a slightly higher impact in terms of administrative burden given the need for automotive operators to familiarise with REACH and its restriction procedures. They hybrid approach is assessed to be that resulting in the highest ease of implementation. Detailed administrative costs are presented in Annex 8.3.
对于关注物质，子选项“REACH 和其他现有立法的限制”和“混合方法”将产生总体相似的影响，考虑到汽车运营商需要熟悉 REACH 及其规定，在行政负担方面的影响略高。限制程序。他们的混合方法被评估为最容易实施的方法。详细的行政费用见附件 8.3。
More information can be found in Annex 9. Member States will have lower administrative burden by dealing with the technical and socio-economic assessment of the proposals under one single common assessment framework, provided by ECHA according to the methodologies developed for chemical risk management under REACH. This is consistent with the “one-substance, one assessment” approach put forward in the upcoming Chemical Strategy for Sustainability. Industry may benefit from the high standards and procedural guarantees in carrying-out chemical risk assessments as defined under REACH managed by ECHA. The preferred option 5c provides the best balance in terms of ease of implementation, administrative burden, legal coherence and efficiency given it relies on ECHA support for all assessment but allows for simple implementation by maintaining existing restrictions and their exemptions under the ELV legislation and clarifies that all new substance restrictions, for reasons concerning primarily of chemical risk, will carried out under REACH, or as applicable under the new Batteries Regulation (as lex specialis) or for Persistent Organic Pollutants, covered under the POPs Regulation.
更多信息请参见附件 9。 ECHA 根据 REACH 下化学品风险管理开发的方法提供单一共同评估框架，通过处理提案的技术和社会经济评估，成员国将减轻行政负担。 。这与即将出台的可持续化学战略中提出的“一种物质、一种评估”方法是一致的。行业可受益于执行 ECHA 管理的 REACH 规定的化学品风险评估的高标准和程序保证。首选方案 5c 在易于实施、管理负担、法律一致性和效率方面提供了最佳平衡，因为它依赖 ECHA 对所有评估的支持，但允许通过维持 ELV 立法下的现有限制及其豁免来简单实施，并澄清：所有新物质限制，主要出于与化学风险有关的原因，将根据 REACH 执行，或根据新电池法规（特别法）适用，或针对 POP 法规涵盖的持久性有机污染物。
Table 8.18 Summary qualitative assessment of the economic impacts for policy options 1.
表 8.18 政策选择 1 的经济影响的定性评估摘要。
|
Economic impacts 经济影响
(2035, compared to baseline,
（2035 年，与基线相比，
excl. admin costs) 不包括。管理费用） |
PO1A |
PO1B |
PO1C |
|
Vehicles placed on market (million units)
投放市场的车辆 （百万单位） |
15,025,000 |
|
Design stage 设计阶段 |
(values in addition to baseline)
（除基线之外的值） |
|
Operational costs 3R type-approval (qualitative)
运营成本 3R 型式认证（定性） |
(-) |
(--) |
(--) |
|
Hazardous substance declaration (qualitative)
有害物质声明 （定性） |
(o) |
(o) |
(+) |
7.3.138.2.2 Increase the use of recycled content - plastics
8.2.2 增加回收材料的使用——塑料
The costs for the options for plastics recycled content are provided in the Annex 4 of the JRC study . The presented economic impact assessment is based on the assumption that the produced recyclates are of high quality and comply with the technical specifications, as required by manufacturers. This would require a range of investments though. the additional costs range approximately from 15 to 49 �/vehicle in 2035 and will be relatively high in the short term as manufacturers and suppliers will adapt manufacturing lines, carry out the necessary R&D, testing and validation of the new blends and secure supplies with recyclers. For the high targets of PO2B and the very high targets of PO2C , in 2035, the measures would cost 740 respectively 1,170 million EUR but generate a net profit for recyclers of 600 resp. 735 million EUR at the same time and thus an important incentive for secondary markets for raw materials. The quantities for 2040 are assumed to be similar to 2035, however, the investment costs are mainly transitional until 2035 to scale-up and are assumed to become negligible and are thus excluded from the costs after 2035.
JRC 研究的附件 4 中提供了塑料回收成分选项的成本 。所提出的经济影响评估基于这样的假设：所生产的回收物质量高且符合制造商要求的技术规范。但这需要一系列的投资。到 2035 年，额外成本约为每辆车 15 至 49 欧元，短期内将相对较高，因为制造商和供应商将调整生产线，对新混合物进行必要的研发、测试和验证，并确保回收商的供应。为了PO2B 的高目标 以及PO2C 的极高目标，到 2035 年，这些措施将分别花费 740 欧元和 11.7 亿欧元，但将为回收商带来 600 欧元和 600 欧元的净利润。同时达到 7.35 亿欧元，这对原材料二级市场来说是一个重要的激励。假设 2040 年的数量与 2035 年类似，但投资成本主要是到 2035 年扩大规模的过渡，并且假设变得可以忽略不计，因此不包括在 2035 年之后的成本中。
Table 8.19 Summary economic impacts for the plastic recycled content targets, 2030, 2035 and 2040
表 8.19 2030 年、2035 年和 2040 年塑料回收含量目标的经济影响摘要
|
Economic impacts 经济影响
(Compared to baseline, excl. admin costs)
（与基线相比，不包括管理成本） |
PO2 |
PO2A |
PO2B |
PO2C |
Preferred (individually)
优选（个人） |
|
Vehicles placed on market (million units)
投放市场的车辆 （百万单位） |
Baseline 基线 |
15,025,000 |
|
|
Recycled content plastics
再生塑料
(JRC study) （日本研究委员会研究） |
PO2 |
10% in 'fleet' 2035 2035 年“舰队”中的 10% |
25% of newly TA from 2030
2030 年新助教的 25% |
30% of newly TA from 2030
2030 年新助教的 30% |
25% of newly TA from 2030
2030 年新助教的 25% |
|
2030 |
|
|
|
|
|
|
Recycled content plastics (kton)
回收塑料含量（千吨） |
92 |
+111 |
+505 |
+608 |
+505 |
|
Manufacturer and supplier costs
制造商和供应商成本 |
0 |
-135 |
-360 |
-511 |
-360 |
|
Recycler investments 回收商投资 |
-2 |
-14 |
-49 |
-57 |
-49 |
|
Plastics (processing costs)
塑料（加工成本） |
-34 |
-47 |
-203 |
-244 |
-203 |
|
Plastics (revenues recyclers)
塑料（收入回收商） |
83 |
+112 |
+491 |
+590 |
+491 |
|
Total costs/ revenues (M EUR)
总成本/收入（百万欧元） |
47 |
-84 |
-120 |
-222 |
-120 |
|
2035 |
|
|
|
|
|
|
Recycled content plastics (kton)
回收塑料含量（千吨） |
123 |
+240 |
+713 |
+873 |
+713 |
|
Manufacturer and supplier costs
制造商和供应商成本 |
0 |
-204 |
-389 |
-735 |
-389 |
|
Recycler investments 回收商投资 |
-4 |
-20 |
-69 |
-83 |
-69 |
|
Plastics (processing costs)
塑料（加工成本） |
-53 |
-101 |
-284 |
-349 |
-284 |
|
Plastics (revenues recyclers)
塑料（收入回收商） |
112 |
+215 |
+599 |
+735 |
+599 |
|
Total costs/ revenues (M EUR)
总成本/收入 （百万欧元） |
54 |
-109 |
-144 |
-432 |
-144 |
|
2040 |
|
|
|
|
|
|
Recycled content plastics (kton)
回收塑料含量（千吨） |
123 |
+713 |
+873 |
+713 |
+240 |
|
Manufacturer and supplier costs
制造商和供应商成本 |
-204 |
-389 |
-735 |
-389 |
-204 |
|
Recycler investments 回收商投资 |
+0 |
+0 |
+0 |
+0 |
+0 |
|
Plastics (processing costs)
塑料（加工成本） |
-101 |
-284 |
-349 |
-284 |
-101 |
|
Plastics (revenues recyclers)
塑料（收入回收商） |
+215 |
+599 |
+735 |
+599 |
+215 |
|
Total costs/ revenues (M EUR)
总成本/收入 （百万欧元） |
54 |
-89 |
-75 |
-348 |
-75 |
For the recycled content target for steel, the necessary shredder costs for improving ELV steel scrap sampling to ensure quality requirements are estimated at 7 million EUR for PO2B and 16 million EUR for PO2C. Further costs for improving quality of treatment, including a ban on mixed treatment and the removal obligations of components are allocated to PO3. On the revenues side, the revenue potential is estimated at 66 million EUR, assumed to be split equally between the steel industry and automotive manufacturers. These revenues do present an increasing purchasing cost for steel producers, which could be covered by lower ETS costs, estimated conservatively at 132 EUR resp. 156 EUR/ton CO2eq according to the low scenario of the DG MOVE handbook . For 2040 the avoided carbon costs would increase towards 132 million EUR for PO2B and 316 million EUR for PO2C.
对于钢材的回收含量目标，改进ELV废钢取样以确保质量要求所需的破碎机成本为 PO2B预计为 700 万欧元， PO2C预计为 1600 万欧元。 提高处理质量的进一步成本，包括禁止混合处理和去除成分的义务，均分配给PO3 。在收入方面，收入潜力估计为 6600 万欧元，假设由钢铁行业和汽车制造商平分。这些收入确实增加了钢铁生产商的采购成本，这可以通过较低的 ETS 成本来弥补，保守估计为 132 欧元。根据 DG MOVE 手册的低情景， 156 欧元/吨CO 2eq 。到 2040 年，避免的碳成本将增加到PO2B的 1.32 亿欧元和PO2C的 3.16 亿欧元。
Table 8.20 Summary economic impacts for the steel recycled content targets
表 8.20 钢铁回收含量目标的经济影响汇总
|
Economic impacts 经济影响
(2035, compared to baseline,
（2035 年，与基线相比，
excl. admin costs) 不包括。管理费用） |
PO2 |
PO2A |
PO2B |
PO2C |
Preferred (individually)
优选（个人） |
|
Vehicles placed on market (million units)
投放市场的车辆 （百万单位） |
Baseline 基线 |
15,025,000 |
|
Production - Recycled content steel
生产 - 再生钢 |
|
|
|
|
|
|
2035 |
|
|
|
|
|
|
Recycled content quality steel (kton)
优质钢材回收含量（千吨） |
1,515 |
+0 |
+505 |
+1,212 |
+0 |
|
Shredder and sampling costs (HQ steel, excl PO3)
破碎机和取样成本（HQ 钢，不包括 PO3） |
|
+0 |
-4 |
-10 |
+0 |
|
Steel industry (cost HQ scrap)
钢铁行业（总部废钢成本） |
|
0 |
-33 |
-80 |
0 |
|
Manufacturers (premium RC steel)
制造商（优质 RC 钢） |
|
+0 |
-33 |
-80 |
+0 |
|
Shredders (revenues HQ scrap)
碎纸机（收入总部废料） |
|
+0 |
+33 |
+80 |
+0 |
|
Steel industry (reduced processing costs)
钢铁行业（降低加工成本） |
|
+0 |
+33 |
+80 |
+0 |
|
2040 |
|
|
|
|
|
|
Recycled content quality steel (kton)
优质钢材回收含量（千吨） |
1,515 |
+0 |
+841 |
+2,019 |
+0 |
|
Shredder and sampling costs (HQ steel, excl PO3)
破碎机和取样成本（HQ 钢，不包括 PO3） |
|
+0 |
-7 |
-16 |
+0 |
|
Steel industry (cost HQ scrap)
钢铁行业（总部废钢成本） |
|
0 |
-66 |
-158 |
0 |
|
Manufacturers (premium RC steel)
制造商（优质 RC 钢） |
|
+0 |
-66 |
-158 |
+0 |
|
Shredders (revenues HQ scrap)
碎纸机（收入总部废料） |
|
+0 |
+66 |
+158 |
+0 |
|
Steel industry (reduced processing costs)
钢铁行业（降低加工成本） |
|
+0 |
+66 |
+158 |
+0 |
7.3.148.2.3 Improve treatment quality and quantity
8.2.3 提高治疗质量和数量
The results of the impact assessment for PO3 are displayed below. The majority of the costs are for the dismantlers and linked to the requirements on removal of parts prior to shredding in PO3A and PO3B (around 350 million EUR), partially compensated by additional revenues from removed materials. Similarly, the recycling definition improvement and ban on the landfilling of the residues from shredding operations of PO3A come with a cost. The cost-effectiveness of dismantling smaller components under PO3C is much lower compared to PO3A and PO3B. The ban on mixed treatment of ELV with other scrap types (PO3B) at the same time reduces shredder capacity flexibility leading to extra costs, at the same time, it improves quality of recycling and noticeably the value of ELV steel and aluminium fractions in return. Since this is difficult to quantify and very shredder and Member State specific, the net result is assumed to be cost neutral. It should be noted that the modelling approach focused on manual dismantling does not allow to quantitatively assess the less costly mechanical recycling scenario, for the PO3B and PO3C in those countries that have sufficient PST capacity. The PO3C costs in particular are to be regarded ‘worst-case’.
PO3 的影响评估结果如下所示。大部分成本由拆解商承担，并与PO3A和PO3B粉碎前去除零件的要求相关（约 3.5 亿欧元）， 部分由移除材料带来的额外收入补偿。同样，回收定义的改进和禁止对PO3A粉碎操作残留物进行填埋也是有代价的。与PO3A和PO3B相比，在PO3C下拆卸较小部件的成本效益要低得多。禁止将 ELV 与其他类型的废料 ( PO3B ) 混合处理，同时降低了破碎机容量的灵活性，导致额外成本，同时，它提高了回收质量，并显着提高了 ELV 钢和铝碎片的价值。由于这很难量化，并且非常具体且针对成员国，因此假设最终结果是成本中性的。应该指出的是，建模方法侧重于手动拆卸 对于那些拥有足够 PST 能力的国家的PO3B和PO3C，不允许定量评估成本较低的机械回收方案。 PO3C成本尤其被视为“最坏情况”。
There is a substantial shift in costs and revenues between stakeholders for all three policy options. The value of removed materials minus dismantling costs will not be a direct net profit to the ATFs, as shredder companies will pay less for dismantled hulks where significant material value is already removed and subsequent lower treatment costs due to for instance the prior removal of glass. In Section 8.2 and in Annex 8.3, these ‘propagations’ of reduced costs and revenues are made explicit for each stakeholder, material, component and for other years.
对于所有三种政策选择，利益相关者之间的成本和收入都发生了重大变化。拆除材料的价值减去拆除成本不会成为 ATF 的直接净利润，因为破碎机公司将为拆除的船体支付更少的费用，其中大量材料价值已经被拆除，并且由于事先拆除玻璃等原因，随后的处理成本也会降低。在第 8.2 节和附件 8.3 中，对于每个利益相关者、材料、组件和其他年份，这些成本和收入减少的“传播”是明确的。
Table 8.21 Summary economic impacts for the recycling and reuse policy options 3 in 2030
表 8.21 2030 年回收和再利用政策选项 3 的经济影响摘要
|
Economic impacts 经济影响
(2030, compared to baseline)
（2030 年，与基线相比） |
PO3 |
PO3A |
PO3B |
PO3C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
|
Recycling stage (values in million EUR, + = revenue, - = cost)
回收阶段（价值单位：百万欧元，+ = 收入，- = 成本） |
|
ATFs ATF |
Baseline 基线 |
(values in addition to baseline)
（除基线之外的值） |
|
Steel (dismantling+other costs)
钢材（拆解+其他费用） |
18 |
+55 |
+120 |
+166 |
+120 |
+150 |
|
Steel (additional revenues)
钢铁（额外收入） |
-21 |
-7.0 |
-42.0 |
-25.0 |
-42.0 |
-52.5 |
|
Aluminium (dismantling+other costs)
铝（拆解+其他费用） |
8 |
+33 |
+237 |
+94 |
+237 |
+296 |
|
Aluminium (additional revenues)
铝（额外收入） |
-9 |
0 |
-94 |
-88 |
-94 |
-118 |
|
Copper (dismantling+other costs)
铜（拆解+其他费用） |
44 |
+82 |
+334 |
+208 |
+334 |
+418 |
|
Copper (additional revenues)
铜（额外收入） |
-14 |
-1 |
-21 |
-21 |
-21 |
-26 |
|
Glass (dismantling+other costs)
玻璃（拆解+其他费用） |
0 |
+0 |
+1 |
+1 |
+1 |
+2 |
|
Glass (additional revenues)
玻璃（额外收入） |
-1 |
0.0 |
-4.0 |
-5.0 |
-4.0 |
-5.0 |
|
Plastics (dismantling+other costs)
塑料（拆解+其他费用） |
18 |
+55 |
+120 |
+166 |
+120 |
+150 |
|
Plastics (additional revenues)
塑料（额外收入） |
|
Cannot be quantified 无法量化 |
|
EEE (invertor only, dismantling+other costs)
EEE（仅逆变器，拆卸+其他费用） |
|
-23 |
-30 |
-37 |
-30 |
-38 |
|
EEE (additional revenues)
EEE（额外收入） |
|
+23 |
+23 |
+23 |
+23 |
+29 |
|
CRMs (dismantling costs) CRM（拆除成本） |
0 |
-26 |
-26 |
-26 |
-26 |
-26 |
|
CRMs (additional revenues)
CRM（额外收入） |
22 |
22 |
22 |
22 |
22 |
22 |
|
Total dismantling costs selected
选定的总拆除费用 |
-73 |
-64 |
-233 |
-201 |
-233 |
-291 |
|
Reduced revenues dismantled hulks
收入减少拆除了废船 |
933 |
-194 |
-644 |
-443 |
-644 |
-805 |
|
Total additional revenues
额外收入总额 |
96 |
22 |
72 |
49 |
72 |
89 |
|
Shredders/PST (excl plastics RC)
碎纸机/PST （不包括塑料 RC） |
|
|
|
|
|
|
|
Steel (change in revenues)
钢铁（收入变化） |
802 |
-128 |
-191 |
-237 |
-191 |
-239 |
|
Aluminium (change in revenues)
铝（收入变化） |
731 |
-64 |
-234 |
-132 |
-234 |
-293 |
|
Copper (change in revenues)
铜（收入变化） |
494 |
-102 |
-322 |
-198 |
-322 |
-403 |
|
Glass (change in revenue)
玻璃（收入变化） |
1.2 |
0.3 |
-0.9 |
-0.9 |
-0.9 |
-1.1 |
|
Plastics (additional revenues)
塑料（额外收入） |
11 |
0 |
-+8 |
-+9 |
-+8 |
-+10 |
|
Total costs 总成本 |
0 |
-294 |
-756 |
-577 |
-756 |
-945 |
|
Reduced costs for dismantled hulks
降低拆除船体的成本 |
|
177 |
644 |
443 |
644 |
805 |
|
Total additional revenues
额外收入总额 |
2,039 |
177 |
644 |
443 |
644 |
805 |
|
Recycling/ End-processing
回收/最终加工 |
|
(+) |
(+) |
(++) |
|
|
|
Steel (change in revenues)
钢铁（收入变化） |
820 |
-72 |
-72 |
-71 |
-72 |
-90 |
|
Aluminium (change in revenues)
铝（收入变化） |
739 |
-31 |
+4 |
-38 |
+4 |
+5 |
|
Copper (change in revenues)
铜（收入变化） |
538 |
-20 |
+13 |
+10 |
+13 |
+16 |
|
Glass (change in revenues)
玻璃（收入变化） |
0.4 |
0.1 |
2.2 |
2.2 |
2.2 |
+3 |
|
Plastics (compounding costs)
塑料（复合成本） |
-33 |
+0 |
-3 |
-11 |
-3 |
-4 |
|
Plastics (change in revenues)
塑料（收入变化） |
44 |
+0 |
+48 |
+59 |
+48 |
+60 |
|
CRMs (additional revenues)
CRM（额外收入） |
26 |
+67 |
+67 |
+67 |
+67 |
+67 |
|
Total costs 总成本 |
-33 |
-123 |
-75 |
-120 |
-75 |
-94 |
|
Total additional revenues
额外收入总额 |
2,151 |
+19 |
+87 |
+91 |
+87 |
+103 |
|
Total costs (all stakeholders)
总成本（所有利益相关者） |
-106 |
-481 |
-1,064 |
-899 |
-1,064 |
-1,330 |
|
Total revenues (all stakeholders)
总收入（所有利益相关者） |
4,286 |
235 |
802 |
583 |
802 |
997 |
Table 8.22 Summary economic impacts for the recycling and reuse policy options 3 in 2035
表 8.22 2035年回收和再利用政策选项 3 的经济影响摘要
|
Economic impacts 经济影响
(2035, compared to baseline)
（2035 年，与基线相比） |
PO3 |
PO3A |
PO3B |
PO3C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
|
Recycling stage (values in million EUR, + = revenue, - = cost)
回收阶段（价值单位：百万欧元，+ = 收入，- = 成本） |
|
ATFs ATF |
Baseline 基线 |
(values in addition to baseline)
（除基线之外的值） |
|
Steel (dismantling+other costs)
钢材（拆解+其他费用） |
-21 |
-7.1 |
-48 |
-31 |
-48 |
-58 |
|
Steel (additional revenues)
钢铁（额外收入） |
20 |
+60 |
+131 |
+181 |
+131 |
+161 |
|
Aluminium (dismantling+other costs)
铝（拆解+其他费用） |
-21 |
-7.0 |
-48 |
-31 |
-48 |
-59 |
|
Aluminium (additional revenues)
铝（额外收入） |
11 |
+43 |
+309 |
+122 |
+309 |
+380 |
|
Copper (dismantling+other costs)
铜（拆解+其他费用） |
-9 |
0 |
-104 |
-98 |
-104 |
-128 |
|
Copper (additional revenues)
铜（额外收入） |
56 |
+104 |
+424 |
+264 |
+424 |
+522 |
|
Glass (dismantling+other costs)
玻璃（拆解+其他费用） |
-15 |
-1 |
-23 |
-23 |
-23 |
-28 |
|
Glass (additional revenues)
玻璃（额外收入） |
+0 |
+0 |
+1 |
+1 |
+1 |
+2 |
|
Plastics (dismantling+other costs)
塑料（拆解+其他费用） |
-1 |
0.0 |
-4.3 |
-5.4 |
-4.3 |
-5.3 |
|
Plastics (additional revenues)
塑料（额外收入） |
|
Cannot be quantified 无法量化 |
|
EEE (invertor only, dismantling+other costs)
EEE（仅逆变器，拆卸+其他费用） |
|
-93 |
-120 |
-147 |
-120 |
-148 |
|
EEE (additional revenues)
EEE（额外收入） |
|
+38 |
+38 |
+38 |
+38 |
+47 |
|
CRMs (dismantling costs) CRM（拆除成本） |
0 |
-65 |
-65 |
-65 |
-65 |
-65 |
|
CRMs (additional revenues)
CRM（额外收入） |
61 |
+98 |
+98 |
+98 |
+98 |
+98 |
|
Total dismantling costs selected
选定的总拆除费用 |
-67 |
-173 |
-412 |
-401 |
-412 |
-491 |
|
Reduced revenues dismantled hulks
收入减少拆除了废船 |
840 |
-309 |
-902 |
-634 |
-902 |
-1,089 |
|
Total additional revenues
额外收入总额 |
113 |
+34 |
+100 |
+70 |
+100 |
+121 |
|
Shredders/PST (excl plastics rec.)
碎纸机/PST （不包括塑料回收） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Steel (change in revenues)
钢铁（收入变化） |
877 |
-140 |
-209 |
-259 |
-209 |
-257 |
|
Aluminium (change in revenues)
铝（收入变化） |
860 |
-78 |
-296 |
-164 |
-296 |
-364 |
|
Copper (change in revenues)
铜（收入变化） |
625 |
-129 |
-408 |
-252 |
-408 |
-502 |
|
Glass (change in revenue)
玻璃（收入变化） |
1 |
0 |
-1 |
-1 |
-1 |
-1 |
|
Plastics (additional revenues)
塑料（额外收入） |
12 |
+0 |
-84 |
-10 |
-84 |
-103 |
|
Total costs 总成本 |
0 |
-347 |
-998 |
-686 |
-998 |
-1,228 |
|
Reduced costs for dismantled hulks
降低拆除船体的成本 |
-840 |
309 |
902 |
634 |
902 |
1,089 |
|
Total additional revenues
额外收入总额 |
2,375 |
309 |
902 |
634 |
902 |
1,089 |
|
Recycling/ End-processing
回收/最终加工 |
|
(values in addition to baseline)
（除基线之外的值） |
|
Steel (change in revenues)
钢铁（收入变化） |
897 |
-79 |
-79 |
-79 |
-79 |
-79 |
|
Aluminium (change in revenues)
铝（收入变化） |
870 |
-36 |
+13 |
-41 |
+13 |
+16 |
|
Copper (change in revenues)
铜（收入变化） |
681 |
-25 |
+16 |
+12 |
+16 |
+20 |
|
Glass (change in revenues)
玻璃（收入变化） |
0 |
+0 |
+2 |
+2 |
+2 |
+3 |
|
Plastics (compounding costs)
塑料（复合成本） |
-36 |
+0 |
-3 |
-12 |
-3 |
-4 |
|
Plastics (change in revenues)
塑料（收入变化） |
48 |
+0 |
+52 |
+64 |
+52 |
+64 |
|
CRMs (additional revenues)
CRM（额外收入） |
26 |
68 |
68 |
68 |
68 |
68 |
|
Total costs 总成本 |
-36 |
-140 |
-82 |
-132 |
-82 |
-83 |
|
Total additional revenues
额外收入总额 |
2,522 |
68 |
152 |
146 |
152 |
171 |
|
Total costs (all stakeholders)
总成本（所有利益相关者） |
-103 |
-660 |
-1,492 |
-1,219 |
-1,492 |
-1,802 |
|
Total revenues (all stakeholders)
总收入（所有利益相关者） |
5,010 |
412 |
1,153 |
851 |
1,153 |
1,380 |
Table 8.23 Summary economic impacts for the recycling and reuse policy options 3 in 2040
表 8.23 2040 年回收和再利用政策选项 3 的经济影响摘要
|
Economic impacts 经济影响
(2040, compared to baseline)
（2040 年，与基线相比） |
PO3 |
PO3A |
PO3B |
PO3C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
|
Recycling stage (values in million EUR, + = revenue, - = cost)
回收阶段（价值单位：百万欧元，+ = 收入，- = 成本） |
|
ATFs ATF |
Baseline 基线 |
(values in addition to baseline)
（除基线之外的值） |
|
Steel (dismantling+other costs)
钢材（拆解+其他费用） |
-21 |
-7.1 |
-48 |
-31 |
-48 |
-56 |
|
Steel (additional revenues)
钢铁（额外收入） |
20 |
+60 |
+131 |
+181 |
+131 |
+153 |
|
Aluminium (dismantling+other costs)
铝（拆解+其他费用） |
-21 |
-7.0 |
-48 |
-31 |
-48 |
-56 |
|
Aluminium (additional revenues)
铝（额外收入） |
11 |
+43 |
+309 |
+122 |
+309 |
+362 |
|
Copper (dismantling+other costs)
铜（拆解+其他费用） |
-9 |
0 |
-104 |
-98 |
-104 |
-122 |
|
Copper (additional revenues)
铜（额外收入） |
56 |
+104 |
+424 |
+264 |
+424 |
+496 |
|
Glass (dismantling+other costs)
玻璃（拆解+其他费用） |
-15 |
-0.76 |
23 |
23 |
23 |
27 |
|
Glass (additional revenues)
玻璃（额外收入） |
0 |
+0.04 |
+1.3 |
+1.3 |
+1.3 |
+1.5 |
|
Plastics (dismantling+other costs)
塑料（拆解+其他费用） |
-1 |
0.0 |
-4.3 |
-5.4 |
-4.3 |
-5.0 |
|
Plastics (additional revenues)
塑料（额外收入） |
|
Cannot be quantified 无法量化 |
|
EEE (invertor only, dismantling+other costs)
EEE（仅逆变器，拆卸+其他费用） |
-78 |
-279 |
-362 |
-444 |
-362 |
-423 |
|
EEE (additional revenues)
EEE（额外收入） |
78 |
+279 |
+279 |
+279 |
+279 |
+326 |
|
CRMs (dismantling costs) CRM（拆除成本） |
0 |
-125 |
-125 |
-125 |
-125 |
-125 |
|
CRMs (additional revenues)
CRM（额外收入） |
136 |
214 |
214 |
214 |
214 |
214 |
|
Total dismantling costs selected
选定的总拆除费用 |
-145 |
-294 |
-542 |
-587 |
-542 |
-634 |
|
Reduced revenues dismantled hulks
收入减少拆除了废船 |
840 |
-630 |
-1,223 |
-956 |
-1,223 |
-1,398 |
|
Total additional revenues
额外收入总额 |
113 |
70 |
136 |
106 |
136 |
155 |
|
Shredders/PST (excl plastics rec.)
碎纸机/PST （不包括塑料回收） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Steel (change in revenues)
钢铁（收入变化） |
1,008 |
-160 |
-241 |
-298 |
-241 |
-282 |
|
Aluminium (change in revenues)
铝（收入变化） |
1,155 |
-114 |
-463 |
-246 |
-463 |
-542 |
|
Copper (change in revenues)
铜（收入变化） |
1,051 |
-217 |
-686 |
-503 |
-686 |
-803 |
|
Glass (change in revenue)
玻璃（收入变化） |
1.5 |
0.3 |
-1.1 |
-1.1 |
-1.1 |
-1.3 |
|
Plastics (additional revenues)
塑料（额外收入） |
13 |
0 |
-97 |
-12 |
-97 |
-113 |
|
Total costs 总成本 |
0 |
-491 |
-1,488 |
-1,060 |
-1,488 |
-1,741 |
|
Reduced costs for dismantled hulks
降低拆除船体的成本 |
|
630 |
1,223 |
956 |
1,223 |
1,398 |
|
Total additional revenues
额外收入总额 |
3,229 |
631 |
1,223 |
956 |
1,223 |
1,398 |
|
Recycling/ End-processing
回收/最终加工 |
|
(values in addition to baseline)
（除基线之外的值） |
|
Steel (change in revenues)
钢铁（收入变化） |
1,031 |
-91 |
-90 |
-90 |
-90 |
-105 |
|
Aluminium (change in revenues)
铝（收入变化） |
1,172 |
-44 |
+44 |
-45 |
+44 |
+51 |
|
Copper (change in revenues)
铜（收入变化） |
1,145 |
-42 |
+27 |
-59 |
+27 |
+32 |
|
Glass (change in revenues)
玻璃（收入变化） |
0.5 |
0.1 |
2.8 |
2.8 |
2.8 |
+3 |
|
Plastics (compounding costs)
塑料（复合成本） |
-41 |
+0 |
-4 |
-14 |
-4 |
-5 |
|
Plastics (change in revenues)
塑料（收入变化） |
55 |
+0 |
+60 |
+74 |
+60 |
+71 |
|
CRMs (additional revenues)
CRM（额外收入） |
57 |
+181 |
+181 |
+181 |
+181 |
+181 |
|
Total costs 总成本 |
-41 |
-177 |
-94 |
-208 |
-94 |
-110 |
|
Total additional revenues
额外收入总额 |
3,461 |
+181 |
+315 |
+258 |
+315 |
+338 |
|
Total costs (all stakeholders)
总成本（所有利益相关者） |
-186 |
-962 |
-2,124 |
-1,855 |
-2,124 |
-2,485 |
|
Total revenues (all stakeholders)
总收入（所有利益相关者） |
6,802 |
882 |
1,674 |
1,320 |
1,674 |
1,892 |
Above tables should be treated with caution, as the calculation does not include all revenues from components sold for reuse/remanufacturing, since they vary significantly among the components and their age. The introduced calculation is based on the materials recovered and not on the wide range of all possible individual components. Moreover, not all the benefits of higher quality of scrap from PO3C is taken into account as these prices vary significantly over time and depend on the specific qualities and alloy types for aluminium for example.
应谨慎对待上表，因为计算不包括出售用于再利用/再制造的组件的所有收入，因为它们在组件及其寿命之间存在显着差异。所引入的计算基于回收的材料，而不是基于所有可能的单个成分的广泛范围。此外，并未考虑 PO3C 废钢更高质量的所有好处，因为这些价格随时间变化很大，并且取决于铝的具体质量和合金类型。
7.3.158.2.4 Improve collection quality and quantity
8.2.4 提高馆藏质量和数量
ATFs will be affected under PO4 by more ELVs directed to ATFs and also by new restrictions regards the export of (old) used vehicles. ATFs and specialised dealers selling/ exporting such (old) used vehicles would incur losses in turnover. At the same time, it is expected that ATFs as a whole would benefit from more ELVs directed to ATFs. In 2035, for PO4A - enhanced reporting, ATFs would net benefit for 24 million EUR more profits , increasing to 82 million EUR for PO4B – interoperable registers and 125 million EUR when PO4C - export measures would be implemented. For PO4D, the combination of the before mentioned policy options, the additional profits for ATFs is estimated to 308 million EUR. Shredders will also have additional turnovers and profits if more ELVs are treated in Europe. Shredder plants and recycling industry will experience an increase in turnover, however as the profit per tonne depolluted and dismantled vehicle is limited, the total effects are close to marginal at EU level.
根据 PO4，ATF 将受到更多针对 ATF 的 ELV 以及有关（旧）二手车出口的新限制的影响。销售/出口此类（旧）二手车的 ATF 和专业经销商将遭受营业额损失。与此同时，预计 ATF 作为一个整体将受益于更多针对 ATF 的 ELV。到 2035 年，对于PO4A - 增强报告， ATF 的净收益将增加 2400 万欧元，对于PO4B - 可互操作寄存器增加到 8200 万欧元，在实施PO4C - 出口措施时增加到1.25 亿欧元。对于PO4D ，结合前面提到的政策选项，ATF 的额外利润预计为 3.08 亿欧元。如果更多的报废车辆在欧洲得到处理，碎纸机也将获得额外的营业额和利润。破碎厂和回收行业的营业额将有所增加，但由于每吨无污染和拆解车辆的利润有限，因此总体影响在欧盟水平上接近边际。
Used car dealer with a focus on extra EU export (and not involved in the ELV management) will experience losses of profits due to the limitations of the exports of between 27 to 414 million Euro per year in 2035 for the PO4A to PO4D. Most of this loss in revenues will lead to lower compensation for vehicle owners when selling/ turning in their old vehicles.
由于 2035 年PO4A至PO4D每年出口额限制在 27 至 4.14 亿欧元之间，专注于欧盟额外出口（且不参与 ELV 管理）的二手车经销商将遭受利润损失。大部分收入损失将导致车主在出售/上交旧车时得到的补偿较低。
Table 8.24 Summary economic impacts for the collection policy options 4 in 2030, 2035 and 2040
表 8.24 2030 年、2035 年和 2040 年征收政策方案 4 的经济影响摘要
|
Economic impacts 经济影响
(2035, compared to baseline)
（2035 年，与基线相比） |
Baseline 基线 |
PO4A |
PO4B |
PO4C |
PO4D Preferred (individually)
PO4D 首选（单独） |
Preferred 首选
(combined) （合并） |
|
Collection stage (values in million EUR,
征集阶段 （价值以百万欧元为单位，
+ = revenue, - = cost)
+ = 收入，- = 成本） |
(values in addition to baseline)
（除基线之外的值） |
|
2030 |
Baseline 基线 |
|
|
Consumers 消费者 |
0 |
+0 |
+0 |
-134 |
-134 |
-134 |
|
Car dealers (export requirements)
汽车经销商（出口要求） |
939 |
-15 |
-77 |
-213 |
-312 |
-461 |
|
ATF profits ATF利润 |
1,783 |
+12 |
+49 |
+87 |
+236 |
+236 |
|
Shredder profits 粉碎机利润 |
130 |
+1 |
+4 |
+11 |
+18 |
+25 |
|
Total costs 总成本 |
0 |
-19 |
-93 |
-376 |
-525 |
-674 |
|
Total additional revenues
额外收入总额 |
2,851 |
+17 |
+70 |
+127 |
+332 |
+339 |
|
Total 全部的 |
2,851 |
-2 |
-23 |
-249 |
-193 |
-335 |
|
2035 |
Baseline 基线 |
|
|
Consumers 消费者 |
0 |
+0 |
+0 |
-134 |
-142 |
-151 |
|
Car dealers (export requirements)
汽车经销商（出口要求） |
968 |
-27 |
-123 |
-282 |
-414 |
-523 |
|
ATF profits ATF利润 |
1,849 |
+24 |
+82 |
+125 |
+308 |
+328 |
|
Shredder profits 粉碎机利润 |
135 |
+2 |
+7 |
+15 |
+24 |
+29 |
|
Total costs 总成本 |
|
-27 |
-123 |
-416 |
-556 |
-673 |
|
Total additional revenues
额外收入总额 |
2,952 |
+26 |
+89 |
+140 |
+332 |
+357 |
|
Total 全部的 |
2,952 |
-1 |
-34 |
-276 |
-223 |
-316 |
|
2040 |
Baseline 基线 |
|
|
Consumers 消费者 |
0 |
+0 |
+0 |
-134 |
-134 |
-134 |
|
Car dealers (export requirements)
汽车经销商（出口要求） |
1,033 |
-53 |
-179 |
-375 |
-464 |
-556 |
|
ATF profits ATF利润 |
1,986 |
+51 |
+121 |
+152 |
+379 |
+415 |
|
Shredder profits 粉碎机利润 |
145 |
+3 |
+10 |
+20 |
+28 |
+32 |
|
Total costs 总成本 |
0 |
-70 |
-219 |
-559 |
-725 |
-828 |
|
Total additional revenues
额外收入总额 |
3,163 |
+77 |
+171 |
+222 |
+533 |
+586 |
|
Total 全部的 |
3,163 |
+1 |
-48 |
-337 |
-192 |
-242 |
7.3.168.2.5 Improve governance and economic conditions
8.2.5 改善治理和经济条件
PO5: The assessment of the EPR and economic incentives related measures is assessed as based on their amplifying effect on the measures under PO1, PO3 and PO4.
PO5 ：EPR和经济激励相关措施的评估是根据其对PO1、PO3和PO4措施的放大效果进行评估。
The economic and governance elements of PO5A – ELV specific EPR will particularly support more advanced designs for recycling of PO1 in the long term and reduce costs for obligatory dismantling. The positive impacts are difficult to quantify due to the long time before a new vehicle turns into an ELV.
PO5A – ELV 特定 EPR的经济和治理要素将特别支持长期PO1回收的更先进设计，并降低强制拆除的成本。由于新车转变为 ELV 需要很长的时间，因此其积极影响难以量化。
In the mid- to long-term, the data provided by manufacturers to ATFs could become more fit-for-purpose through its harmonisation and tests. This will reduce costs for obligatory dismantling and in turn lead to a decline in dismantling costs under PO3, in particular when harmonised EPR fee modulation under PO5B – Harmonised EPR requirements would be implemented.
从中长期来看，制造商向 ATF 提供的数据可以通过协调和测试变得更加适合目的。这将降低强制拆除的成本，进而导致PO3下拆除成本的下降，特别是在PO5B（统一 EPR要求）下实施统一 EPR 费用调制时。
Depending on the level of EPR requirements ensuring high-quality recycling, but which are not economical for dismantlers and shredders, EPR schemes and producers (and subsequently consumers) will be exposed to higher cost compliance compensation levels to materialise the environmental benefits of PO3 improving treatment. The reduced export of old vehicles under PO4 will increase the demand for compliance cost to be compensated by producers. The 385,000 vehicles exported less are leading to an addition 200 million EUR in revenues for ATFs and 14 million EUR for shredders. Vice-versa, the value of vehicles exported less for car dealers is expected to be reduced with 95 million EUR.
根据确保高质量回收的 EPR 要求水平，但对于拆解商和粉碎商来说并不经济，EPR 计划和生产商（以及随后的消费者）将面临更高的成本合规补偿水平，以实现PO3改善处理的环境效益。 PO4下旧车出口的减少将增加生产商补偿合规成本的需求。出口量减少 385,000 辆，导致 ATF 收入增加 2 亿欧元，碎纸机收入增加 1,400 万欧元。反之亦然，汽车经销商出口的车辆价值预计将减少 9500 万欧元。
The implementation of measures envisaged in this revision, aimed at improving high quality recycling and a higher recovery of CRMs, is likely to increase the operating and investment costs of dismantlers and shredding operators. When these costs offset the revenues for these operators, EPR schemes would require that vehicle manufacturers compensate them via appropriate financial support. These calculations would have to be done at regular intervals to adjust the contributions required by the manufacturers, as is already common practice in sectors already covered by EPR schemes. The costs are estimated at EU level. Setting a fixed amount of EPR fees or a threshold for such fees at EU level is not feasible for the scope of this impact assessment, as the costs of these operations:
本次修订中设想的旨在提高再循环质量和更高回收率的措施的实施可能会增加拆解商和破碎商的运营和投资成本。当这些成本抵消了这些运营商的收入时，EPR 计划将要求汽车制造商通过适当的财务支持对其进行补偿。这些计算必须定期进行，以调整制造商所需的缴款，这在 EPR 计划已涵盖的行业中已经是常见做法。成本是按照欧盟水平估算的。在欧盟层面设定固定金额的 EPR 费用或此类费用的阈值对于本次影响评估的范围来说是不可行的，因为这些操作的成本：
–Differ between Member States, notably those which have already advanced EPR schemes (like the Netherlands, where producers paid a fee of 22.5�/vehicle in 2023 and 30� in 2022 to the competent PRO) and those for which have not set up any particular EPR mechanism, and
成员国之间存在差异，特别是那些已经推进 EPR 计划的国家（例如荷兰，生产商在 2023 年向主管 PRO 支付了 22.5 欧元/辆汽车的费用，在 2022 年向主管 PRO 支付了 30 欧元）和尚未制定任何特定计划的国家EPR 机制，以及
–Depend on market conditions (notably the prices of secondary materials, the availability post-shredder technology and labour costs) which change over time.
取决于随时间变化的市场状况（尤其是二次材料的价格、破碎机后技术的可用性和劳动力成本）。
Based on the study accompanying the impact assessment, projections have been made in this impact assessment that the additional costs for manufacturers generated by the “EPR-related” measure. The costs would depend on the evolution of prices of components and spare parts removed by ATFs for re-use or recycling, the evolution of prices of recyclates (notably compared to virgin products), the value of the remaining hulk of ELVs sent by ATFs to shredders, as well as economies of scale realised by ATFs, shredders and recyclers. Based on these projections, the assessment is that the costs linked to EPR for manufacturers would be in a range of 5 to 41�/vehicle (see table below). These costs are additional to the baseline scenario. They are of course accounted for when all costs for operators are calculated with regard to all measures contained in the preferred option.
根据影响评估附带的研究，本次影响评估预测“EPR 相关”措施会给制造商带来额外成本。成本将取决于 ATF 为再利用或回收而移除的零部件和备件的价格变化、回收物价格的变化（特别是与原始产品相比）、ATF 发送到的剩余 ELV 的价值。碎纸机，以及 ATF、碎纸机和回收商实现的规模经济。根据这些预测，评估结果是制造商与 EPR 相关的成本将在每辆车 5 至 41 欧元之间（见下表）。这些成本是基准情景之外的额外成本。当根据首选选项中包含的所有措施计算运营商的所有成本时，它们当然会被考虑在内。
Table 8.25 Sensitivity analysis compliance cost offsetting levels for policy option 5 in 2035 for the EU
表 8.25 2035年欧盟政策选项 5 的敏感性分析合规成本抵消水平
|
Scenarios compliance cost offsetting for treatment operators
治疗运营商的场景合规成本抵消 |
|
Highest EPR fee scenario, extra collection value 0% for ATFs, revenues of plastics and steel RC not to treatment operators
最高 EPR 费用情景，ATF 额外征收价值 0%，塑料和钢铁 RC 的收入不归处理运营商 |
-� 33.36 - 33.36 欧元 |
|
High EPR fee scenario, extra collection value 0% to ATFs, default allocation of treatment costs
高EPR费用场景，ATF额外收藏价值0%，治疗费用默认分配 |
-� 21.37 -21.37欧元 |
|
Default scenario 默认场景 |
-�13.74 -13.74欧元 |
|
Low EPR fee scenario, extra collection value 100% for ATFs, default treatment costs
低 EPR 费用场景，ATF 额外收藏价值 100%，默认处理费用 |
-�12.23 -12.23欧元 |
|
Lowest case EPR fee scenario, collection value 100% for ATFs, all removal revenues to treatment operators
最低 EPR 费用方案，ATF 征收价值 100%，所有清除收入归处理运营商 |
-�2.71 -2.71欧元 |
7.3.178.2.6 Extend the vehicle category scope
8.2.6 扩大车辆类别范围
Lack of comprehensive data for vehicles remained a persistent problem in the impact assessment. As a result, the economic impacts of the measures can only be qualified as illustrated below for PO6A – Information requirements and PO6B – Mandatory treatment. For PO6C – Full scope extension, a qualitative assessment is incomplete, but expected to be significantly more costly compared to PO6B. For PO6A – Information requirements it is assumed that the required provision of dismantling information will not change the current market structure of ATFs and recyclers; it might result in a minor reduction of dismantling times due to better information, however, this is not calculated separately.
缺乏全面的车辆数据仍然是影响评估中的一个长期问题。因此，这些措施的经济影响只能按如下所示的PO6A – 信息要求和PO6B – 强制处理进行限定。对于PO6C – 全范围扩展，定性评估并不完整，但预计与 PO6B 相比成本要高得多。对于PO6A – 信息要求，假设所需提供的拆解信息不会改变 ATF 和回收商当前的市场结构；由于更好的信息，这可能会导致拆除时间略有减少，但是，这不是单独计算的。
Table 8.26 Summary economic impacts for the scope extension PO 6 in 2030
表 8.26 2030年 PO 6 范围扩展的经济影响摘要
|
Economic impacts 经济影响
(2030, compared to baseline)
（2030 年，与基线相比） |
Baseline 基线 |
PO6A |
PO6B |
PO6C |
Preferred 首选
(individually) （个别） |
Preferred (combined)
首选（组合） |
|
Scope extension (million units)
范围扩展（百万单位） |
|
(qualitative assessment only)
（仅限定性评估） |
|
ELVs (motorcycles, L3e-L7e)
ELV （摩托车，L3e-L7e） |
1,557,104 |
|
|
|
|
|
|
ELVs (buses, M2,M3)
ELV （巴士、M2、M3） |
31,359 |
|
|
|
|
|
|
ELVs (lorries and trailers, N2,N3,O)
ELV （卡车和拖车、N2、N3、O） |
264,382 |
|
|
|
|
|
|
ELVs non-reported to ATFs (L3e-L7e)
未向 ATF 报告的 ELV (L3e-L7e) |
0 |
not assessed 未评估 |
15% |
15% |
15% |
15% |
|
ELV+ used export reduction (M2,M3)
ELV+使用出口减少（M2，M3） |
10,662 |
|
9% |
9% |
9% |
9% |
|
ELV+ used export reduction (N2,N3,O)
ELV+使用出口减少量（N2、N3、O） |
195,643 |
|
8% |
8% |
8% |
8% |
|
Lost revenues exporters (M EUR)
出口商收入损失（百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Costs (lost revenue L3e-L7e; M EUR)
成本（收入损失 L3e-L7e；M 欧元） |
|
|
|
|
|
|
|
Costs (lost revenue M2,M3; M EUR)
成本（收入损失 M2、M3；M 欧元） |
|
|
-2.5 |
-4.4 |
-2.5 |
-3 |
|
Costs (lost revenue N2,N3,O; M EUR)
成本（收入损失 N2,N3,O；M 欧元） |
|
|
-48 |
-84 |
-48.3 |
-48 |
|
Total costs 总成本 |
|
|
-51 |
-88 |
-51 |
-51 |
|
ATFs (M EUR)
ATF （百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Costs (L3e-L7e; M EUR)
成本（L3e-L7e；M 欧元） |
|
not assessed 未评估 |
-8 |
-11 |
-8 |
-8 |
|
Costs (M2,M3; M EUR)
成本（M2、M3；M 欧元） |
|
|
-1 |
-2 |
-1 |
-1 |
|
Costs (N2,N3,O; M EUR)
成本（N2、N3、O；M 欧元） |
|
|
-9 |
-13 |
-9 |
-9 |
|
Revenues (L3e-L7e; M EUR)
收入（L3e-L7e；M 欧元） |
|
|
+0 |
+0 |
+0 |
+0 |
|
Revenues (M2,M3; M EUR)
收入（M2、M3；M 欧元） |
|
|
+2 |
+3 |
+2 |
+2 |
|
Revenues (N2,N3,O; M EUR)
收入（N2、N3、O；M 欧元） |
|
|
+17 |
+24 |
+17 |
+17 |
|
Costs ATFs ATF 成本 |
|
|
-18 |
-27 |
-18 |
-18 |
|
Revenues ATFs 收入 ATF |
|
|
+19 |
+27 |
+19 |
+19 |
|
Recyclers (M EUR)
回收商（百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Costs (L3e-L7e; M EUR)
成本（L3e-L7e；M 欧元） |
|
not assessed 未评估 |
|
|
|
|
|
Costs (M2,M3; M EUR)
成本（M2、M3；M 欧元） |
|
|
|
|
|
|
|
Costs (N2,N3,O; M EUR)
成本（N2、N3、O；M 欧元） |
|
|
|
|
|
|
|
Revenues (L3e-L7e; M EUR)
收入（L3e-L7e；M 欧元） |
|
|
|
|
|
|
|
Revenues (M2,M3; M EUR)
收入（M2、M3；M 欧元） |
|
|
+2 |
+3 |
+2 |
+2 |
|
Revenues (N2,N3,O; M EUR)
收入（N2、N3、O；M 欧元） |
|
|
+15 |
+22 |
+15 |
+15 |
|
Revenues recyclers 收入回收商 |
|
|
+18 |
+25 |
+18 |
+18 |
|
Total costs (scope extension, M EUR)
总成本（范围扩展，M 欧元） |
|
|
-69 |
-115 |
-69 |
-69 |
|
Total revenues (scope extension, M EUR)
总收入（范围扩展，M 欧元） |
|
|
+37 |
+51 |
+37 |
+37 |
|
Cost - revenues scope extension
成本-收入范围扩展 |
|
|
-32 |
-63 |
-32 |
-32 |
|
Monetised GHG savings (M EUR)
货币化温室气体减排量（百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Monetised GHG savings (L3e-L7e)
货币化温室气体减排(L3e-L7e) |
467 |
not assessed 未评估 |
+11 |
+11 |
+11 |
+11 |
|
Monetised GHG savings (M2,M3)
货币化温室气体减排（M2、M3） |
196 |
|
+12 |
+12 |
+12 |
+12 |
|
Monetised GHG savings (N2,N3,O)
货币化温室气体减排（N2、N3、O） |
346 |
|
+71 |
+71 |
+71 |
+71 |
|
Monetised GHG savings (M EUR)
货币化温室气体减排量（百万欧元） |
+1,008 |
|
+94 |
+94 |
+94 |
+94 |
Table 8.27 Summary economic impacts for the scope extension PO 6 in 2035
表 8.27 2035年 PO 6 范围扩展的经济影响摘要
|
Economic impacts 经济影响
(2035, compared to baseline)
（2035 年，与基线相比） |
Baseline 基线 |
PO6A |
PO6B |
PO6C |
Preferred 首选
(individually) （个别） |
Preferred (combined)
首选（组合） |
|
Scope extension (million units)
范围扩展（百万单位） |
|
(qualitative assessment only)
（仅限定性评估） |
|
ELVs (motorcycles, L3e-L7e)
ELV （摩托车，L3e-L7e） |
1,624,242 |
|
|
|
|
|
|
ELVs (buses, M2,M3)
ELV （巴士、M2、M3） |
32,972 |
|
|
|
|
|
|
ELVs (lorries and trailers, N2,N3,O)
ELV （卡车和拖车、N2、N3、O） |
289,992 |
|
|
|
|
|
|
ELVs non-reported to ATFs (L3e-L7e)
未向 ATF 报告的 ELV (L3e-L7e) |
0 |
not assessed 未评估 |
30% |
39% |
30% |
30% |
|
ELV+ used export reduction (M2,M3)
ELV+使用出口减少（M2，M3） |
11,211 |
|
19% |
25% |
19% |
19% |
|
ELV+ used export reduction (N2,N3,O)
ELV+使用出口减少量（N2、N3、O） |
214,594 |
|
17% |
21% |
17% |
17% |
|
Lost revenues exporters (M EUR)
出口商收入损失（百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Costs (lost revenue L3e-L7e; M EUR)
成本（收入损失 L3e-L7e；M 欧元） |
|
|
|
|
|
|
|
Costs (lost revenue M2,M3; M EUR)
成本（收入损失 M2、M3；M 欧元） |
|
|
-2.5 |
-4.4 |
-2.5 |
-3 |
|
Costs (lost revenue N2,N3,O; M EUR)
成本（收入损失 N2,N3,O；M 欧元） |
|
|
-48 |
-84 |
-48.3 |
-48 |
|
Total costs 总成本 |
|
|
-51 |
-88 |
-51 |
-51 |
|
ATFs (M EUR)
ATF （百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Costs (L3e-L7e; M EUR)
成本（L3e-L7e；M 欧元） |
|
not assessed 未评估 |
-17 |
-22 |
-17 |
-17 |
|
Costs (M2,M3; M EUR)
成本（M2、M3；M 欧元） |
|
|
-2 |
-4 |
-2 |
-2 |
|
Costs (N2,N3,O; M EUR)
成本（N2、N3、O；M 欧元） |
|
|
-20 |
-27 |
-20 |
-20 |
|
Revenues (L3e-L7e; M EUR)
收入（L3e-L7e；M 欧元） |
|
|
+0 |
+0 |
+0 |
+0 |
|
Revenues (M2,M3; M EUR)
收入（M2、M3；M 欧元） |
|
|
+5 |
+6 |
+5 |
+5 |
|
Revenues (N2,N3,O; M EUR)
收入（N2、N3、O；M 欧元） |
|
|
+38 |
+49 |
+38 |
+38 |
|
Costs ATFs ATF 成本 |
|
|
-39 |
-53 |
-39 |
-39 |
|
Revenues ATFs 收入 ATF |
|
|
+42 |
+55 |
+42 |
+42 |
|
Recyclers (M EUR)
回收商（百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Costs (L3e-L7e; M EUR)
成本（L3e-L7e；M 欧元） |
|
not assessed 未评估 |
|
|
|
|
|
Costs (M2,M3; M EUR)
成本（M2、M3；M 欧元） |
|
|
|
|
|
|
|
Costs (N2,N3,O; M EUR)
成本（N2、N3、O；M 欧元） |
|
|
|
|
|
|
|
Revenues (L3e-L7e; M EUR)
收入（L3e-L7e；M 欧元） |
|
|
+5 |
+7 |
+5 |
+5 |
|
Revenues (M2,M3; M EUR)
收入（M2、M3；M 欧元） |
|
|
+34 |
+44 |
+34 |
+34 |
|
Revenues (N2,N3,O; M EUR)
收入（N2、N3、O；M 欧元） |
|
|
+39 |
+50 |
+39 |
+39 |
|
Revenues recyclers 收入回收商 |
|
|
+39 |
+50 |
+39 |
+39 |
|
Total costs (scope extension, M EUR)
总成本（范围扩展，M 欧元） |
|
|
-90 |
-141 |
-90 |
-90 |
|
Total revenues (scope extension, M EUR)
总收入（范围扩展，M 欧元） |
|
|
+81 |
+105 |
+81 |
+81 |
|
Cost - revenues scope extension
成本-收入范围扩展 |
|
|
-9 |
-36 |
-9 |
-9 |
|
Monetised GHG savings (M EUR)
货币化温室气体减排量（百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Monetised GHG savings (L3e-L7e)
货币化温室气体减排(L3e-L7e) |
598 |
not assessed 未评估 |
+17 |
+37 |
+29 |
+29 |
|
Monetised GHG savings (M2,M3)
货币化温室气体减排（M2、M3） |
280 |
|
+35 |
+40 |
+35 |
+35 |
|
Monetised GHG savings (N2,N3,O)
货币化温室气体减排（N2、N3、O） |
466 |
|
+191 |
+248 |
+191 |
+191 |
|
Monetised GHG savings (M EUR)
货币化温室气体减排量（百万欧元） |
+1,344 |
|
+242 |
+326 |
+254 |
+254 |
Table 8.28 Summary economic impacts for the scope extension PO 6 in 2040
表 8.28 2040年 PO 6 范围扩展的经济影响摘要
|
Economic impacts 经济影响
(2040, compared to baseline)
（20 40 ，与基线相比） |
Baseline 基线 |
PO6A |
PO6B |
PO6C |
Preferred 首选
(individually) （个别） |
Preferred (combined)
首选（组合） |
|
Scope extension (million units)
范围扩展（百万单位） |
|
(qualitative assessment only)
（仅限定性评估） |
|
ELVs (motorcycles, L3e-L7e)
ELV （摩托车，L3e-L7e） |
1,701,058 |
|
|
|
|
|
|
ELVs (buses, M2,M3)
ELV （巴士、M2、M3） |
35,057 |
|
|
|
|
|
|
ELVs (lorries and trailers, N2,N3,O)
ELV （卡车和拖车、N2、N3、O） |
310,292 |
|
|
|
|
|
|
ELVs non-reported to ATFs (L3e-L7e)
未向 ATF 报告的 ELV (L3e-L7e) |
0 |
not assessed 未评估 |
38% |
39% |
38% |
38% |
|
ELV+ used export reduction (M2,M3)
ELV+使用出口减少（M2，M3） |
11,211 |
|
24% |
24% |
24% |
24% |
|
ELV+ used export reduction (N2,N3,O)
ELV+使用出口减少量（N2、N3、O） |
214,594 |
|
26% |
26% |
26% |
26% |
|
Lost revenues exporters (M EUR)
出口商收入损失（百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Costs (lost revenue L3e-L7e; M EUR)
成本（收入损失 L3e-L7e；M 欧元） |
|
|
|
|
|
|
|
Costs (lost revenue M2,M3; M EUR)
成本（收入损失 M2、M3；M 欧元） |
|
|
-2.5 |
-4.4 |
-2.5 |
-3 |
|
Costs (lost revenue N2,N3,O; M EUR)
成本（收入损失 N2,N3,O；M 欧元） |
|
|
-48 |
-84 |
-48.3 |
-48 |
|
Total costs 总成本 |
|
|
-51 |
-88 |
-51 |
-51 |
|
ATFs (M EUR)
ATF （百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Costs (L3e-L7e; M EUR)
成本（L3e-L7e；M 欧元） |
|
not assessed 未评估 |
-17 |
-22 |
-17 |
-17 |
|
Costs (M2,M3; M EUR)
成本（M2、M3；M 欧元） |
|
|
-2 |
-4 |
-2 |
-2 |
|
Costs (N2,N3,O; M EUR)
成本（N2、N3、O；M 欧元） |
|
|
-20 |
-27 |
-20 |
-20 |
|
Revenues (L3e-L7e; M EUR)
收入（L3e-L7e；M 欧元） |
|
|
+0 |
+0 |
+0 |
+0 |
|
Revenues (M2,M3; M EUR)
收入（M2、M3；M 欧元） |
|
|
+5 |
+6 |
+5 |
+5 |
|
Revenues (N2,N3,O; M EUR)
收入（N2、N3、O；M 欧元） |
|
|
+38 |
+49 |
+38 |
+38 |
|
Costs ATFs ATF 成本 |
|
|
-39 |
-53 |
-39 |
-39 |
|
Revenues ATFs 收入 ATF |
|
|
+42 |
+55 |
+42 |
+42 |
|
Recyclers (M EUR)
回收商（百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Costs (L3e-L7e; M EUR)
成本（L3e-L7e；M 欧元） |
|
not assessed 未评估 |
|
|
|
|
|
Costs (M2,M3; M EUR)
成本（M2、M3；M 欧元） |
|
|
|
|
|
|
|
Costs (N2,N3,O; M EUR)
成本（N2、N3、O；M 欧元） |
|
|
|
|
|
|
|
Revenues (L3e-L7e; M EUR)
收入（L3e-L7e；M 欧元） |
|
|
+5 |
+7 |
+5 |
+5 |
|
Revenues (M2,M3; M EUR)
收入（M2、M3；M 欧元） |
|
|
+34 |
+44 |
+34 |
+34 |
|
Revenues (N2,N3,O; M EUR)
收入（N2、N3、O；M 欧元） |
|
|
+39 |
+50 |
+39 |
+39 |
|
Revenues recyclers 收入回收商 |
|
|
+39 |
+50 |
+39 |
+39 |
|
Total costs (scope extension, M EUR)
总成本（范围扩展，M 欧元） |
|
|
-90 |
-141 |
-90 |
-90 |
|
Total revenues (scope extension, M EUR)
总收入（范围扩展，M 欧元） |
|
|
+81 |
+105 |
+81 |
+81 |
|
Cost - revenues scope extension
成本-收入范围扩展 |
|
|
-9 |
-36 |
-9 |
-9 |
|
Monetised GHG savings (M EUR)
货币化温室气体减排量（百万欧元） |
|
(values in addition to baseline)
（除基线之外的值） |
|
Monetised GHG savings (L3e-L7e)
货币化温室气体减排(L3e-L7e) |
743 |
not assessed 未评估 |
+115 |
+142 |
+115 |
+115 |
|
Monetised GHG savings (M2,M3)
货币化温室气体减排（M2、M3） |
332 |
|
+51 |
+58 |
+51 |
+51 |
|
Monetised GHG savings (N2,N3,O)
货币化温室气体减排（N2、N3、O） |
592 |
|
+303 |
+375 |
+303 |
+303 |
|
Monetised GHG savings (M EUR)
货币化温室气体减排量（百万欧元） |
+1,667 |
|
+468 |
+575 |
+468 |
+468 |
In PO6B – Mandatory treatment, the additional numbers of HDVs and buses to be treated in ATFs due to the proposed requirement on export restriction of unroadworthy vehicles will cause lost revenues for exporters and additional dismantling costs at ATFs. However, it is expected that there will also be additional revenues for ATFs from removed materials which will compensate their costs. For the situation of shredders, no information was available to calculate their additional costs or revenues.
在PO6B – 强制处理中，由于拟议的不适合上路车辆出口限制的要求，需要在 ATF 中处理的 HDV 和公共汽车数量增加，这将导致出口商的收入损失和 ATF 的额外拆解成本。然而，预计 ATF 还将从移除的材料中获得额外收入，以补偿其成本。对于碎纸机的情况，没有可用信息来计算其额外成本或收入。
For the recyclers, no information was available on the costs of the measures, however, due to the additional material of the new vehicle types of the extended scope, the revenues of the recyclers will increase accordingly.
对于回收商来说，目前还没有关于这些措施的成本信息，但由于扩大范围的新车型的材料增加，回收商的收入将相应增加。
For PO6C – Full scope extension, the quantitative assessment is not complete with the impacts of Measure 33 omitting. Nevertheless, the export reduction impacts are presented. As a result, the entirety of the PO6C impacts are underestimated and expected to be significantly more costly compared to PO6B when the costs for a full regulatory scope would be determined.
对于PO6C – 全面扩展，定量评估并不完整，忽略了 33 号措施的影响。尽管如此，还是提出了出口减少的影响。因此，当确定整个监管范围的成本时，PO6C 的整体影响被低估，并且与PO6B相比，预计其成本要高得多。
8.3Administrative burden 行政负担
Data for the administrative costs are derived from the Oeko-Institut support study , the JRC study on plastics recycled content and preliminary measures for CRMs . The data is fully aligned with the EU Standard Cost Model and presented in detail in the following Tables 8.29 – 8.33. The administrative burden for the policy options 1 and 2 relate to vehicles placed-on-the-market as new ones. The costs for the policy options 3-6 are related to ELVs (with varying collection numbers). In below summary statements in Table 8.34 and further, for comparison the costs per vehicles, the latter absolute costs for collection and treatment are divided by the total number of vehicles placed on the market which is lower than the collection volumes.
管理成本数据来自 Oeko-Institut 支持研究 、JRC 关于塑料回收成分的研究以及 CRM 的初步措施 。该数据完全符合欧盟标准成本模型193 ，并详细列于下表 – 8.33 。政策选项 1 和 2 的行政负担与作为新车投放市场的车辆有关。政策选项 3-6 的成本与 ELV（具有不同的收集数量）相关。在下面表 8.34 及进一步的汇总报表中，为了比较每辆车的成本，收集和处理的绝对成本除以市场上低于收集量的车辆总数。
Table 8.29 Detailed recurrent administrative costs, businesses (PO1-PO3) under the OIOO approach
表 8.29 OIOO 方法下详细的经常性行政成本、业务（PO1-PO3）
|
No. 不。 |
Comments 评论 |
|
2 |
Once the format for the digital Circularity Vehicle Passport (digital CVP) is established, the OEMs have to fill and maintain the database with existing information to support the CVP. Total effort requires 1 person-year (equivalent to 125,000 �) per OEM plus 50,000 � in overhead costs.
一旦建立了数字循环车辆护照（数字 CVP）的格式，OEM 必须使用现有信息填充和维护数据库以支持 CVP。每个 OEM 的总工作量需要 1 人年（相当于 125,000 欧元）加上 50,000 欧元的管理费用。 |
|
3 |
Under the current EPR obligations OEMs must inter alia provide easy access to harmonised information, The current cost (e.g. for IDIS) are estimated by ACEA at 3 M�/yr. The effort for additional support in monitoring and reporting on compliance (currently a shared responsibility of ATFs and public authorities) and the task to provide easier accessible information in a harmonised manner (e.g. via photo of VIN number, directly digitally accessible) and more information (not obligatory dismantling only, but on valuable components for reuse, remanufacturing, recycling as well) will possibly double the effort might double. Similar tasks are provided by ARN in the NL and cost can be derived from this example too.
根据当前的 EPR 义务，OEM 必须提供对统一信息的便捷访问。ACEA 估计当前成本（例如 IDIS）为 300 万欧元/年。在合规性监测和报告方面提供额外支持的努力（目前是 ATF 和公共当局的共同责任），以及以统一方式提供更容易获取的信息（例如，通过 VIN 号码的照片，可直接数字访问）的任务以及更多信息（不仅仅是强制拆除，还包括用于再利用、再制造、回收的有价值的部件）可能会加倍努力。 NL 中的 ARN 提供了类似的任务，成本也可以从此示例中得出。 |
|
4 |
Source: JRC plastics recycling report, certification costs, Figure 42, sum for all manufacturers.
资料来源：JRC 塑料回收报告，认证成本，图 42，所有制造商的总和。 |
|
5 |
Assumed to be similar to plastics recycling costs, JRC study page 42, sum for all manufacturers.
假设与塑料回收成本类似，JRC 研究第 42 页，所有制造商的总和。 |
|
7 |
ATFs need to spend more effort to assess the effective recycling rate “at the point of calculation” when the recycling definition is aligned with the WFD. As ATFs have a reporting obligation under the current legislation too. The effort shall not change significantly, but more documentation will need to be provide evidence.
当回收定义与 WFD 一致时，ATF 需要花费更多精力来“在计算时”评估有效回收率。根据现行法律，ATF 也有报告义务。这项工作不会发生重大变化，但需要更多文件来提供证据。 |
|
8 |
ATFs shall monitor and report on reuse in more details as currently.
目前，ATF 应更详细地监控和报告再利用情况。 |
|
9 |
Not to be included: Considered to be part of the baseline as operational costs as the revenues that are not precisely quantified certainly will outweigh the reporting costs.
不包括在内：被视为运营成本基准的一部分，因为未精确量化的收入肯定会超过报告成本。
Support reuse market, Repair shops. We know that in some cases repair shops already apply reused parts, anyway the obligation could lead to an increase in such activities.
支持再利用市场、维修店。我们知道，在某些情况下，维修店已经使用了重复使用的零件，无论如何，这一义务可能会导致此类活动的增加。 |
|
10 |
Obligatory dismantling, ATF Reporting to MS authority on mandatory dismantled parts/components either for reuse/remanufacturing or for recycling, ATFs already today report but will have additional effort to provide data on weight and kind of dismantled components for reuse/remanufacturing and recycling. It is assumed that ATFs will dismantle more, thus higher effort.
强制拆卸，ATF 向 MS 当局报告强制拆卸零件/组件以进行再利用/再制造或回收，ATF 今天已经报告，但将进一步努力提供有关再利用/再制造和回收的已拆卸组件的重量和种类的数据。据推测，ATF 会拆除更多，因此需要付出更大的努力。 |
|
11 |
We assume that the OEMs will report on post shredder treatment (PST) capacities via (collective / multiple competitive / individual) PROs.
我们假设 OEM 将通过（集体/多个竞争/个人）PRO 报告破碎机后处理 (PST) 能力。 |
|
13 |
Disposal ban (PST plastic), Reporting obligation on the quality of residues (POP content), We assume that the OEMs will report on post shredder treatment (PST) activities via (collective / multiple competitive / individual) PROs. The aspect is currently not reported
处置禁令（PST 塑料）、残留物质量报告义务（POP 含量），我们假设 OEM 将通过（集体/多个竞争/个人）PRO 报告破碎机后处理 (PST) 活动。目前该方面尚未报道 |
|
14 |
Mutual RRR targets, Waste operators/PROs to report on treated ELVs to MS authorities considering the "calculation point", The effort of waste operators will depend on how the reporting is determined. The calculation assumes involvement of all parties in the value chain (conservative). The assessment also covers any burden for reporting related to material specific targets
共同的 RRR 目标，考虑到“计算点”，废物运营商/PRO 向 MS 当局报告处理后的 ELV，废物运营商的努力将取决于如何确定报告。计算假设价值链中所有各方都参与（保守）。该评估还涵盖与重大具体目标相关的任何报告负担 |
|
15 |
Monitoring of material flows and compliance with RRR targets. Based on indication from Belgium (Febelauto), Netherlands (ARN) and Ireland (ELVES) we conclude that the effort for this task is between less than 1 � and in maximum 5 � per new and used car first registered; here considered the share of the ATFs
监控物料流和 RRR 目标的遵守情况。根据比利时 (Febelauto)、荷兰 (ARN) 和爱尔兰 (ELVES) 的指示，我们得出结论，每辆首次注册的新车和二手车的成本在 1 欧元到最多 5 欧元之间；这里考虑的是 ATF 的份额 |
|
16 |
Monitoring of material flows and compliance with RRR targets. Based on indication from Belgium (Febelauto), Netherlands (ARN) and Ireland (ELVES) we conclude that the effort for this task is between less than 1 � and in maximum 5 � per new and used car first registered; here considered the share for the shredders
监控物料流和 RRR 目标的遵守情况。根据比利时 (Febelauto)、荷兰 (ARN) 和爱尔兰 (ELVES) 的指示，我们得出结论，每辆首次注册的新车和二手车的成本在 1 欧元到最多 5 欧元之间；这里考虑的是碎纸机的份额 |
|
17 |
Monitoring of material flows and compliance with 3R targets, based on indication from Belgium (Febelauto), Netherlands (ARN), Ireland (ELVES): the effort for this task is between < 1 � and maximum 5 � per new or used car first registered; reflects share of recyclers/ end-processors.
根据比利时 (Febelauto)、荷兰 (ARN)、爱尔兰 (ELVES) 的指示，监控物料流和遵守 3R 目标：此任务的工作量为每辆新车或二手车 < 1 欧元至最高 5 欧元挂号的;反映回收商/最终加工商的份额。 |
Table 8.30 Detailed recurrent administrative costs, businesses, continued and citizens (PO4-PO6) under the OIOO approach
表 8.30 OIOO 方法下详细的经常性行政成本、企业、持续和公民 (PO4-PO6)
|
No. 不。 |
Comments 评论 |
|
18 |
Monitoring and reporting on illegal activities in the sector: As the PRO / producer must activate notifications, forwarding the information to the responsible authorities only, the effort to establish and maintain this functionality is marginal.
监控和报告该行业的非法活动：由于 PRO/生产商必须激活通知，仅将信息转发给主管当局，因此建立和维护此功能的努力是微乎其微的。 |
|
19 |
Obligation for all MS to establish national EPR schemes: Administrative effort of OEMs to demonstrate a “zero cost network” is (as demonstrated for existing PROs) about 1 to 3 � per new vehicle placed on the market (see section 6.7.2 in Annex I in the support study). Calculation with the number of new registrations for passenger cars in 2019 (Eurostat). While not all countries require a formal implementation of EPR schemes and PRO(s), almost all MS consider the current obligation to demonstrate the take back at zero cost with a sufficient take back network as an EPR obligation and OEMs spent already today effort to demonstrate this towards the authorities.
所有 MS 有义务建立国家 EPR 计划：OEM 为证明“零成本网络”而付出的行政努力（如现有 PRO 所证明的那样）每辆投放市场的新车大约需要 1 至 3 欧元（参见附件中的第 6.7.2 节）我在支持研究）。 2019 年乘用车新注册数量计算（欧盟统计局）。虽然并非所有国家都要求正式实施 EPR 计划和 PRO，但几乎所有 MS 都认为目前有义务证明以零成本回收并拥有足够的回收网络作为 EPR 义务，并且 OEM 厂商今天已经努力证明这对当局来说。 |
|
20 |
Awareness raising of last holder to deliver ELVs to ATFs, In Ireland the PRO conducted comprehensive effort for awareness raising. Annual report 2021 ELVES: total expenditures 1.9 M�; 11% on advertising, marketing, PR = 0.2 M�, Considering 250,000 new and used cars registered for the first time in Ireland around 0.8 � per new and used car first registered; Calculation with new registrations for passenger cars in 2019 (Eurostat) + 5% import of used vehicles.
提高最后持有者向 ATF 交付 ELV 的意识，在爱尔兰，PRO 开展了全面的提高意识工作。 2021 年 ELVES 年度报告：总支出 190 万欧元； 11% 用于广告、营销，PR = 020 万欧元，考虑到在爱尔兰首次注册的 250,000 辆新车和二手车，每辆首次注册的新车和二手车约为 0.8 欧元；按 2019 年乘用车新注册量计算（欧盟统计局）+ 5% 二手车进口。 |
|
21 |
Training for staff of ATFs (and shredders) in particular for the for the handling of (traction) batteries: Considering that each of the 12,000 ATFs will sooner or later need training in handling of high-voltage batteries, such training, including missed work time, easily costs ATFs more than �5,000, which would add up to � 60 million for the entire EU. Considering that such training needs to be completed in a period of 5 years and taking into account 63 million new passenger cars registered in the previous 5-year period (2017 – 2021) this would account for around 1 � per each new vehicle in that period. Other trainings to be added.
对 ATF（和粉碎机）工作人员进行培训，特别是处理（牵引）电池的培训：考虑到 12,000 个 ATF 迟早需要接受处理高压电池的培训，此类培训包括缺勤时间，ATF 的成本轻松超过 5,000 欧元，整个欧盟的总成本将达到 6,000 万欧元。考虑到此类培训需要在 5 年内完成，并考虑到前 5 年期间（2017 年至 2021 年）注册的 6300 万辆新乘用车，这将占该时期每辆新车约 1 欧元。其他培训待补充。 |
|
22 |
EPR Fee modulation: The effort for the stakeholders (producers, dismantlers, shredders) associated with the fee adjustment is the negotiation process to adjust the modulation (including studies to prove one's own position) and the effort for the (public) clearinghouse to moderate this process. The fee modulation will not change the total fee.
EPR 费用调制：与费用调整相关的利益相关者（生产商、拆解商、粉碎商）的努力是调整调制的谈判过程（包括证明自己立场的研究）以及（公共）清算所调节这一过程的努力过程。费用调整不会改变总费用。 |
|
24 |
Information to waste operators, 16 L3e-L7e manufacturers according to ACEM interview.
据ACEM采访，垃圾运营商信息显示，16家L3e-L7e制造商。 |
|
25 |
Reporting on treated ELVs to MS authority: Taking into account that 15% (per unit) of vehicles are not in scope today and assuming the identical additional share for ATFs might be required for the dismantling of PTW, lorries, buses and (semi-)trailers, this results in a number 4.500 ATFs being required for vehicles other than M1 and N1 (~ 30,000)
向 MS 当局报告经处理的 ELV：考虑到 15%（每辆）的车辆不在今天的范围内，并假设拆除 PTW、卡车、公共汽车和（半）车辆可能需要相同的 ATF 额外份额拖车，这导致 M1 和 N1 以外的车辆需要 4,500 个 ATF（约 30,000 个） |
|
26 |
Contribution to the development of vehicle specific Annex II of ELVD
为 ELVD 车辆专用附件 II 的开发做出贡献 |
|
27 |
Contribution to the development of vehicle specific Annex II of ELVD
为 ELVD 车辆专用附件 II 的开发做出贡献 |
|
28 |
Authorisation process; for nr of ATFs, see no. 25
授权流程；有关 ATF 的编号，请参见编号。 25 |
|
29 |
Vehicle owners to receive and store CoD documents, 0,4 Mio = sum of expected waste lorries, buses and trailers; Business owners assuming that in 1/3 of the EU MS CoD requirements exist in the national legislation
车主接收和存储 CoD 文件，0,4 Mio = 预期废物卡车、公共汽车和拖车的总和；企业主假设 1/3 的欧盟 MS CoD 要求存在于国家立法中 |
|
30 |
ATFs to print and provide CoD to vehicle owners & notify vehicle registers; for nr of ATFs, see no. 25
ATF 打印并向车主提供 CoD 并通知车辆登记处；有关 ATF 的编号，请参见编号。 25 |
|
|
Costs for citizens 公民的费用 |
|
31 |
Vehicle owners to receive and store CoD documents, 1.62 Mio = sum of expected waste L-cat; Citizen ownerships assuming in 1/3 of the EU MS CoD requirements exist in national legislation
车主接收并存储 CoD 文件，1.62 Mio = 预期废物 L-cat 之和；国家立法中存在 1/3 的欧盟 MS CoD 要求中假定的公民所有权 |
9
Table 8.31 Detailed recurrent administrative costs, authorities (PO1-PO4, top), (PO5-PO6, middle) and non-preferred options (bottom)
表 8.31 详细的经常性管理成本、权限（PO1-PO4，顶部）、（PO5-PO6，中间）和非首选选项（底部）
continued, PO5-PO6, non-preferred options and costs not falling under the OIOO approach
续，PO5-PO6，非首选方案和成本不属于 OIOO 方法 
|
No. 不。 |
Comments 评论 |
|
|
Costs for authorities, not in OIOO scope
当局的费用，不属于 IOOO 范围 |
|
32 |
3R Type approval submissions: Assumed to only affect some MS
3R 型式批准提交：假设仅影响某些 MS |
|
33 |
3R Type approval market surveillance: Represents market surveillance costs for MS performing surveillance at vehicle level
3R 型式批准市场监督：代表 MS 在车辆级别执行监督的市场监督成本 |
|
34 |
3R Type approval market surveillance: Represents market surveillance costs for MS performing surveillance at component level
3R 型式核准市场监督：代表 MS 在组件级别执行监督的市场监督成本 |
|
35 |
3R dismantling tests: Represents dismantling costs for 5 vehicles
3R拆解测试：代表5辆车的拆解成本 |
|
36 |
Aligning recycling definition with WFD, MS Reporting on treated ELVs to Eurostat, MS already report on M1 and N1 ELVs, the format will not change from the baseline but only what values are reported under which part, all costs occur in the baseline.
使回收定义与 WFD 保持一致，MS 向欧盟统计局报告已处理的 ELV，MS 已报告 M1 和 N1 ELV，格式不会从基线发生变化，而只会在哪个部分报告哪些值，所有成本都发生在基线中。 |
|
37 |
Monitoring reuse, MS Reporting on treated ELVs to Eurostat, MS already report on M1 and N1 ELVs, the format will change from the baseline but still MS just need to compile the data they get from ATFs and validate it.
监测再利用，MS 向欧盟统计局报告已处理的 ELV，MS 已经报告了 M1 和 N1 ELV，格式将相对于基线发生变化，但 MS 仍然只需要编译从 ATF 获得的数据并进行验证。 |
|
38 |
Support reuse market, MS Reporting on treated ELVs to Eurostat. To implement enforcement against illegal sales of reused components, MS would need to inspect online sale platforms to ensure no illegal activities.
支持再利用市场，MS 向欧盟统计局报告处理过的 ELV。为了对重复使用部件的非法销售实施执法，微软需要检查在线销售平台，以确保没有非法活动。 |
|
39 |
Obligatory dismantling, MS Reporting on treated ELVs to Eurostat, MSs already report and will use same format, however those not yet reporting. It is assumed that ATFs will dismantle more, thus higher effort.
强制拆除，MS 向欧盟统计局报告已处理的 ELV，MS 已报告并将使用相同的格式，但尚未报告的除外。据推测，ATF 会拆除更多，因此需要付出更大的努力。 |
|
40 |
PST - general, MS Reporting on treated ELVs to Eurostat. There is currently no reporting on PST capacities
PST - 一般，MS 向欧盟统计局报告已处理的 ELV。目前没有关于 PST 容量的报告 |
|
43 |
Mutual RRR targets, MS Reporting on treated ELVS to Eurostat ("calculation point"), MS will have higher costs as the reporting format will need to be updated based on the calculation point principal and is expected to be slightly more specific.
共同 RRR 目标，MS 向欧盟统计局报告处理后的 ELVS（“计算点”），MS 将具有更高的成本，因为报告格式需要根据计算点原理进行更新，并且预计会稍微更加具体。 |
|
44 |
Considering 12,000 ATFs in the EU and taking into account that not only ATFs shall be included in the inspection we consider a total of 36,000 installations / sites targeted for inspections, thereof 10% shall be physically assessed each year. We assume an average effort of 24 hours for each visit / report per site.
考虑到欧盟有 12,000 个 ATF，并考虑到检查中不仅包括 ATF，我们考虑总共 36,000 个设施/场所进行检查，其中 10% 每年应进行实物评估。我们假设每个站点的每次访问/报告平均需要 24 小时。 |
|
45 |
As a first indication the envisaged budget on interconnection with the EU central information system (e.g.. Move-Hub) for national vehicle registration and roadworthiness authorities for the year 2022 might serve as a first proxy which is around 1.6 million � for all the different services provided to its members. The cost is charged separately for different services to the individual vehicle registration authorities. Considering these cost and the cost at national level and considering full digitalisation we take 0.5 minutes into consideration and that around 50% of the used vehicles cross borders during their life. in result the admin burden is around 0.1 Euro per new vehicle. The detailed impact would be assessed as part of the impact assessment for the “roadworthiness package” which is under preparation by the European Commission , as one aim of this package is to move to a full digitalisation of the registration documents and improve the exchange of information between Member States on their registers.
作为第一个迹象，2022 年国家车辆登记和道路适航机构与欧盟中央信息系统（例如 Move-Hub）互连的设想预算可能会作为第一个代理，该预算约为 160 万欧元，用于所有不同的服务提供给其成员。各车辆登记机构针对不同的服务分别收取费用。考虑到这些成本和国家层面的成本，并考虑全面数字化，我们考虑了 0.5 分钟，大约 50% 的二手车在其生命周期内会跨境。结果，每辆新车的管理负担约为 0.1 欧元。详细影响将作为欧盟委员会正在准备的“适航性一揽子计划”影响评估的一部分进行评估，因为该一揽子计划的目标之一是实现注册文件的全面数字化并改善信息交换成员国之间在其登记册上。 |
|
46 |
Obligation for all MS to establish national EPR schemes. While currently not all MS require a formal implementation of EPR schemes and PRO(s), all MS task OEMs to demonstrate the take back at zero cost with a sufficient take back network and must establish some evaluation means effort. Insofar 100% is covered with BAU.
所有成员国都有义务建立国家 EPR 计划。虽然目前并非所有 MS 都要求正式实施 EPR 计划和 PRO，但所有 MS 的任务 OEM 都需要通过足够的回收网络来证明零成本回收，并且必须建立一些评估手段。到目前为止，BAU 已覆盖 100%。 |
|
47 |
MS to establish an independent competent authority (clearing house)
MS建立独立的主管机构（信息交换所）
Advanced MS and also smaller MS establish “cover authorities” for more than on EPR only. Under such roof the effort should be limited to 1/2 FTE per MS. Additional one-off cost occur during negotiation of compliance cost compensation or fee modulation.
高级 MS 和小型 MS 建立的“掩护权限”不仅仅限于 EPR。在这样的范围内，每个 MS 的工作量应限制在 1/2 FTE。在合规成本补偿或费用调整的谈判过程中会产生额外的一次性成本。 |
|
48 |
Establishment of a notification system for ELV, CoD and final cancellation.
建立 ELV、CoD 和最终取消的通知系统。
Registration authorities must establish adjusted procedures. Based on indication from Belgium (Febelauto), Netherlands (ARN) and Ireland (ELVES) the effort for this task is less than 1 � per new and used car first registered.
登记机构必须制定调整后的程序。根据比利时 (Febelauto)、荷兰 (ARN) 和爱尔兰 (ELVES) 的指示，每辆首次注册的新车和二手车完成这项任务的费用不到 1 欧元。 |
|
49 |
EPR Fee modulation. The effort for the stakeholders (producers, dismantlers, shredders) associated with the fee adjustment is the negotiation process to adjust the modulation (including studies to prove one's own position) and the effort for the (public) clearinghouse to moderate this process. The fee modulation will not change the total fee.
EPR 费用调制。与费用调整相关的利益相关者（生产商、拆解商、粉碎商）的努力是调整调制的谈判过程（包括证明自己立场的研究）以及（公共）票据交换所调节这一过程的努力。费用调整不会改变总费用。 |
|
50 |
EPR schemes for intra EU trade (delegated / implementing act). So far cost for EC occur for staff and support study for (if any) delegated / implementing act (~ � 350,000) in total.
欧盟内部贸易的 EPR 计划（授权/实施法案）。到目前为止，EC 的人员费用和支持研究（如果有）授权/实施法案的费用总计（约 350,000 欧元）。 |
|
53 |
Reporting on treated ELVS to Eurostat, MS already report on M1 and N1 ELVs, the format can be the same for other vehicles, thus, 75% of the costs occur in the baseline
向欧盟统计局报告经过处理的 ELVS，MS 已经报告了 M1 和 N1 ELV，其他车辆的格式可以相同，因此，75% 的成本发生在基线中 |
|
54 |
Authorisation of dismantling facilities, assuming 10% of the ATFs being checked per year for number of ATFs, see above.
拆除设施的授权，假设每年检查 10% 的 ATF 数量，请参见上文。 |
|
|
Costs for businesses, preferred option, not in OIOO scope
企业成本，首选方案，不在 IOOO 范围内 |
|
1 |
The cost for the OEMs are to carry out 3R dismantling tests. Estimation represents costs for the OEM when the tests are carried out by third companies. Testing costs not in OIOO scope.
整车厂的成本就是进行3R拆解测试。估算代表由第三方公司进行测试时 OEM 的成本。测试费用不在 OOO 范围内。 |
|
|
Costs for businesses, non-preferred options
企业成本，非首选选择 |
|
6 |
These costs are about declaration costs for other materials, sum for all manufacturers
这些费用是关于其他材料的申报费用，所有制造商的总和 |
|
12 |
Recyclers to monitor and report on PST - copper level. Recyclers reporting on quality of smelted steel batches. Assumingly recyclers will report over time about the changing level of copper in steel smelted batches. Cost reflect the need to compile and submit the data.
回收商监控并报告 PST - 铜含量。回收商报告冶炼钢批次的质量。假设回收商将随着时间的推移报告钢冶炼批次中铜含量的变化。成本反映了编译和提交数据的需要。 |
|
|
Costs for authorities, non-preferred options
当局的成本，非首选方案 |
|
41 |
PST - copper level and quality of steel fractions, MS Reporting quality of steel recyclates to MS. Newly introduced reporting based on recycler submitted data
PST - 钢碎片的铜含量和质量，MS 向 MS 报告回收钢的质量。新推出的基于回收商提交的数据的报告 |
|
42 |
Disposal ban (PST plastic). MS Reporting on treated ELVs to Eurostat. There is currently no reporting on the quality of PST residues
废弃处置禁令（PST 塑料）。 MS 向欧盟统计局报告经处理的 ELV。目前尚无关于 PST 残留质量的报告 |
|
51 |
European EPR for the EU market/ cross border EPR implementation (support study). Cost for EC for staff and support study to prepare the feasibility study (~� 250,000) in total.
欧盟市场的欧洲 EPR/跨境 EPR 实施（支持研究）。准备可行性研究的 EC 人员费用和支持研究费用总计（约 250,000 欧元）。 |
|
52 |
Green Public Procurement. Estimated cost for EC occur for staff and study occur to prepare the feasibility study (~ 250,000) in total.
绿色公共采购。预计 EC 人员成本和准备可行性研究的研究成本总计（约 250,000）。 |
Table 8.32 Detailed one-off administrative costs for businesses (PO1-PO6)
表 8.32 企业一次性管理成本详细情况（PO1-PO6）
|
No. 不。 |
Comments 评论 |
|
55 |
3 person years for developing the structure and requirements of the digital product passport / Circularity Vehicle Passport (DPP/CVP), total for all OEMS for preparation and discussion
3 人年用于开发数字产品护照/循环车辆护照 (DPP/CVP) 的结构和要求，所有 OEM 的准备和讨论总计 |
|
56 |
Adaptation of existing industry databases to digital product passport / Circularity Vehicle Passport (DPP/CVP) requirements
使现有行业数据库适应数字产品护照/循环车辆护照 (DPP/CVP) 要求 |
|
57 |
Maintenance of online platform for information sharing, one-off development costs; assumption that no additional costs will arise for HDV manufacturers as the documents will probably be provided on their current websites
在线信息共享平台维护，一次性开发费用；假设 HDV 制造商不会产生额外费用，因为这些文件可能会在其当前网站上提供 |
|
58 |
Provision of substances information, one-off costs; 3x 1440 mins, frequency =3,
提供物质信息、一次性费用； 3x 1440 分钟，频率=3，
a reporting format for lorries, trailers, one for buses; 8 lorry manufacturers + 6 “others” (assumed for trailers and buses)
卡车、拖车的报告格式，公共汽车的报告格式； 8 家卡车制造商 + 6 家“其他”（假设用于拖车和公共汽车） |
|
59 |
Provision of substances information, one-off costs; 3x 1440 mins, frequency = 3;
提供物质信息、一次性费用； 3x 1440 分钟，频率 = 3；
a reporting format for L-cat vehicles; 16 L-cat manufacturers
L-cat 车辆的报告格式； 16家L-cat制造商 |
Table 8.33 Detailed one-off administrative costs for authorities (PO1-PO6), not in OIOO scope
表 8.33 当局 (PO1-PO6) 的详细一次性管理费用，不属于 OIOO 范围
|
No. 不。 |
Comments 评论 |
|
60 |
European Commission: management of the discussion to establish the requirements (content) and the format for the digital product passport / Circularity Vehicle Passport (DPP/CVP). Support study: 100,000 �; plus one person year (+100,000 EUR)
欧盟委员会：管理讨论确定数字产品护照/循环车辆护照（DPP/CVP）的要求（内容）和格式。支持研究：100,000 欧元；加一人一年（+100,000 欧元） |
|
61 |
Obligation for all MS to establish national EPR schemes, changes for national legislation
所有成员国有义务建立国家 EPR 计划、修改国家立法 |
|
62 |
MS to report on implementation and enforcement regards EPR: Two reports in year + 3 and +5 required. Limited one-off effort demonstrating implementation. No explicit data collection but focussing on legal implementation.
MS 报告 EPR 的实施和执行情况：需要在+3 和+5 年提交两份报告。展示实施情况的一次性有限努力。没有明确的数据收集，但注重法律实施。 |
Administrative burden per policy option is included in Section 7.1 in the comparison of options in Tables 9 to 13. An overview of the administrative burden for 2035 per economic operator are provided in Annex 3 per stakeholder affected and here in much more detail for each operator per policy option. For PO1A, the 3R calculation and required declaration generally follows existing procedures, with some one-off transition costs. For plastics recycled content, the certification costs are estimated to be limited to 0.35 million EUR in 2035 for PO2C and relatively marginal compared to processing costs. A similar value is expected for the steel recycled content target, following the same approach. The highest costs related to for PO3B and PO3C where ATFs are required to improve reporting over depollution and mandatory removal (roughly 3 EUR/vehicle). The costs related to EPR in setting up PROs PO5 are around 32 million EUR and 56 million EUR in total for PO4 and PO5 combined (6 EUR/ vehicle); the costs for competent authorities for waste and for adapting the vehicle registration systems are 22 million EUR (less than 2 EUR/vehicle). In total, including some administrative costs for the scope extension of PO6, the total administrative costs range between 7 and 11 EUR per vehicle. Below Tables 8.34 and 8.35 provide an overview of the administrative burden for all policy options for 2035.
每个政策选项的行政负担包含在第 7.1 节中，用于比较表 9 至 13 中的选项。附件 3 中提供了每个受影响的利益相关者到 2035 年每个经济运营商的行政负担概述，这里更详细地介绍了每个运营商的行政负担。政策选择。对于PO1A而言，3R 计算和所需申报通常遵循现有程序，并有一些一次性过渡成本。对于塑料回收成分，到 2035 年， PO2C 的认证成本预计将限制在 35 万欧元，与加工成本相比相对较低。按照相同的方法，预计钢铁回收含量目标也会有类似的值。最高的成本与PO3B和PO3C相关，其中需要 ATF 改进去污染和强制清除的报告（大约 3 欧元/车辆）。设立 PRO PO5 时与 EPR 相关的成本约为 3200 万欧元，PO4 和 PO5 总计 5600 万欧元（6 欧元/辆车）；主管当局处理废物和调整车辆登记系统的费用为 2200 万欧元（每辆车少于 2 欧元）。总的来说，包括 PO6 范围扩展的一些管理费用，每辆车的总管理费用在 7 至 11 欧元之间。下表 8.34 和 8.35 概述了 2035 年所有政策选项的行政负担。
Table 8.34 Administrative burden per economic operator in detail, in 2035
表 8.34 2035年每个经济主体的行政负担详情
|
Administrative burden 行政负担
(2035, compared to baseline)
（2035 年，与基线相比） |
|
PO1A-PO6A |
PO1B-PO6B |
PO1C-PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
|
At the production stage (3R type-approval), in Million EUR (+ = revenue, - = cost) (PO1)
在生产阶段（3R 型式认证），单位：百万欧元（+ = 收入，- = 成本） (PO1) |
|
Manufacturers M1,N1 (to service provider)
制造商 M1、N1 （至服务提供商） |
|
-0.454 |
-3.454 |
-5.204 |
-5.204 |
-5.204 |
|
Type approval authorities
型式核准机构 |
|
-0.014 |
-0.014 |
-0.014 |
-0.014 |
-0.014 |
|
Market surveillance authorities
市场监管机构 |
|
-0.191 |
-0.191 |
-0.191 |
-0.191 |
-0.191 |
|
SMEs: ATFs 中小企业：ATF |
|
-0.160 |
-0.160 |
-0.160 |
-0.160 |
-0.160 |
|
EC/ ECHA - (one off)
EC/ ECHA - （一次性） |
|
0.000 |
0.000 |
-0.200 |
-0.200 |
-0.200 |
|
Manufacturers M1,N1 (one-off)
制造商 M1,N1 （一次性） |
|
0.000 |
0.000 |
-2.370 |
-2.370 |
-2.370 |
|
Subtotal (recurring) 小计（经常性） |
|
-0.82 |
-3.82 |
-5.57 |
-5.57 |
-5.57 |
|
Subtotal (one-off) 小计（一次性） |
|
0.00 |
0.00 |
-2.57 |
-2.57 |
-2.57 |
|
Total (annualised) 总计（年化） |
|
-0.82 |
-3.82 |
-5.87 |
-5.87 |
-5.87 |
|
At the production stage (steel+plastics RC), in Million EUR (+ = revenue, - = cost) (PO2)
在生产阶段（钢+塑料 RC），单位：百万欧元（+ = 收入，- = 成本） (PO2) |
|
Manufacturers (certification costs)
制造商（认证费用） |
|
-0.240 |
-0.240 |
-0.330 |
-0.240 |
-0.240 |
|
Type approval authorities
型式核准机构 |
|
0.000 |
0.000 |
0.000 |
0.000 |
0.000 |
|
Market surveillance authorities
市场监管机构 |
|
0.000 |
0.000 |
0.000 |
0.000 |
0.000 |
|
Subtotal (recurring) 小计（经常性） |
|
-0.24 |
-0.24 |
-0.33 |
-0.24 |
-0.24 |
|
At the production stage (hazardous substances), in Million EUR (+ = revenue, - = cost) (PO1)
生产阶段（有害物质），单位：百万欧元（+ = 收入，- = 成本） (PO1) |
|
|
Manufacturers (hazardous substances)
制造商（有害物质） |
(o) |
(o) |
(+) |
(+) |
(+) |
|
EC/ECHA/MS (hazardous substances)
EC/ECHA/MS （有害物质） |
(-) |
(-) |
(++) |
(++) |
(++) |
|
Recycling, in Million EUR (+ = revenue, - = cost) (PO3)
回收，单位：百万欧元（+ = 收入，- = 成本） (PO3) |
|
|
SME - ATFs 中小企业 - ATF |
|
-16.198 |
-16.198 |
-16.198 |
-16.198 |
-16.198 |
|
SME - Shredders/PST operators
中小企业 - 碎纸机/PST 操作员 |
|
-12.921 |
-12.921 |
-12.921 |
-12.921 |
-12.921 |
|
Recyclers 回收商 |
|
-2.524 |
-2.524 |
-2.648 |
-2.524 |
-2.524 |
|
MS competent authorities waste
MS主管当局废物 |
|
-0.007 |
-0.043 |
-0.063 |
-0.043 |
-0.043 |
|
Subtotal (recurring) 小计（经常性） |
|
-31.65 |
-31.69 |
-31.83 |
-31.69 |
-31.69 |
|
Collection + EPR, in Million EUR (+ = revenue, - = cost) (PO4+PO5)
收款 + EPR ，单位：百万欧元（+ = 收入，- = 成本） (PO4+PO5) |
|
ATFs and shredders ATF 和碎纸机 |
|
0.000 |
0.000 |
0.000 |
0.000 |
0.000 |
|
MS competent authorities waste
MS主管当局废物 |
|
-3.713 |
-4.874 |
-4.874 |
-4.874 |
-4.874 |
|
MS national vehicle registration
MS 国家车辆登记 |
|
0.000 |
-16.634 |
-16.634 |
-16.634 |
-16.634 |
|
Manufacturer/ PRO 制造商/ PRO |
|
-30.900 |
-32.061 |
-32.061 |
-32.061 |
-32.061 |
|
European Commission/ ECHA
欧盟委员会/ECHA |
|
0.000 |
-0.350 |
-0.850 |
-0.850 |
-0.850 |
|
MS authorities waste (one-off)
MS 当局浪费（一次性） |
|
-1.35 |
-1.35 |
-1.35 |
-1.35 |
-1.35 |
|
Subtotal (recurring) 小计（经常性） |
|
-34.61 |
-53.92 |
-54.42 |
-54.42 |
-54.42 |
|
Subtotal (one-off) 小计（一次性） |
|
-1.35 |
-1.35 |
-1.35 |
-1.35 |
-1.35 |
|
Total (annualised) 总计（年化） |
|
-34.77 |
-54.08 |
-54.58 |
-54.58 |
-54.58 |
|
Scope extension, in Million EUR (+ = revenue, - = cost) (PO6)
范围扩展，单位：百万欧元（+ = 收入，- = 成本） (PO6) |
|
Manufacturers (L-cat, recurrent)
制造商（L-cat，经常性） |
|
-0.013 |
-0.013 |
-0.013 |
-0.013 |
-0.013 |
|
Manufacturers (HDV, recurrent)
制造商（HDV，经常性） |
|
-0.003 |
-0.003 |
-0.029 |
-0.003 |
-0.003 |
|
ATFs ATF |
|
-4.626 |
-10.435 |
-10.435 |
-10.435 |
-10.435 |
|
MS waste authorities MS 废物管理机构 |
|
-0.003 |
-0.280 |
-0.280 |
-0.280 |
-0.280 |
|
Professional vehicle owners
专业车主 |
|
0.000 |
-0.574 |
-0.574 |
-0.574 |
-0.574 |
|
Private vehicle owners 私家车主 |
|
0.000 |
-2.331 |
-2.331 |
-2.331 |
-2.331 |
|
Manufacturers (L-cat, one-off)
制造商（L-cat，一次性） |
|
-0.056 |
-0.056 |
-0.056 |
-0.056 |
-0.056 |
|
Manufacturers (HDV, one-off)
制造商（HDV、一次性） |
|
-0.026 |
-0.026 |
-0.026 |
-0.026 |
-0.026 |
|
Subtotal (recurrent)
小计（经常性） |
|
-4.64 |
-13.64 |
-13.66 |
-13.64 |
-13.64 |
|
Subtotal (one-off)
小计（一次性） |
|
-0.08 |
-0.08 |
-0.08 |
-0.08 |
-0.08 |
|
Total (annualised)
总计（年化） |
|
-4.65 |
-13.65 |
-13.67 |
-13.65 |
-13.65 |
|
Total (PO1-PO6, recurrent)
总计（PO1-PO6，经常性） |
|
-71.97 |
-103.30 |
-105.81 |
-105.55 |
-105.55 |
|
Total (PO1-PO6, one-off - annualised)
总计（PO1-PO6，一次性 - 年化） |
|
-0.17 |
-0.17 |
-0.47 |
-0.47 |
-0.47 |
|
Total (PO1-PO6, recurrent+annualised)
总计（PO1-PO6，经常性+年化） |
|
-72.14 |
-103.47 |
-106.28 |
-106.02 |
-106.02 |
Table 8.35 Administrative burden summarised per economic operator and policy option, in 2035
表 8.35 2035年按经济运营者和政策选项总结的行政负担
|
Administrative burden 行政负担
(2035, compared to baseline)
（2035 年，与基线相比） |
PO1A-PO6A |
PO1B-PO6B |
PO1C-PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
Preferred 首选
(N1,M1 only)
（仅限N1、M1 ） |
|
Summary of administrative burden per economic operator, in Million EUR (+ = revenue, - = cost)
每个经济运营商的行政负担摘要，单位：百万欧元（+ = 收入，- = 成本） |
|
Consumers/ vehicle owners
消费者/车主 |
+0.000 |
-2.905 |
-2.905 |
-2.905 |
-2.905 |
-2.331 |
|
Manufacturers/ PROs 制造商/专业人士 |
-31.610 |
-35.771 |
-37.637 |
-37.521 |
-37.521 |
-37.424 |
|
ATFs ATF |
-20.985 |
-26.794 |
-26.794 |
-26.794 |
-26.794 |
-16.359 |
|
Shredder/PST operators 碎纸机/PST 操作员 |
-12.921 |
-12.921 |
-12.921 |
-12.921 |
-12.921 |
-12.921 |
|
Recyclers 回收商 |
-2.524 |
-2.524 |
-2.648 |
-2.524 |
-2.524 |
-2.524 |
|
MS type approval authorities
MS型式批准机构 |
-0.014 |
-0.014 |
-0.014 |
-0.014 |
-0.014 |
-0.014 |
|
MS market surveillance MS 市场监控 |
-0.191 |
-0.191 |
-0.191 |
-0.191 |
-0.191 |
-0.191 |
|
MS competent authorities waste
MS主管当局废物 |
-3.723 |
-5.197 |
-5.217 |
-5.197 |
-5.197 |
-4.917 |
|
MS national vehicle registration
MS 国家车辆登记 |
+0.000 |
-16.634 |
-16.634 |
-16.634 |
-16.634 |
-16.634 |
|
European Commission/ ECHA
欧盟委员会/ECHA |
+0.000 |
-0.350 |
-0.850 |
-0.850 |
-0.850 |
-0.850 |
|
Subtotal (recurrent) 小计（经常性） |
-71.97 |
-103.30 |
-105.81 |
-105.55 |
-105.55 |
-91.92 |
|
Summary of administrative burden per policy option, in Million EUR (+ = revenue, - = cost)
每个保单选项的行政负担摘要，单位：百万欧元（+ = 收入，- = 成本） |
|
|
3R type-approval (PO1)
3R 型式认证(PO1) |
-0.820 |
-3.820 |
-5.570 |
-5.570 |
-5.570 |
-5.570 |
|
Recycled content (PO2)
回收内容 （氧分压） |
-0.240 |
-0.240 |
-0.330 |
-0.240 |
-0.240 |
-0.240 |
|
Reuse and recycling (PO3)
再利用和回收（PO3） |
-31.651 |
-31.687 |
-31.829 |
-31.687 |
-31.687 |
-31.687 |
|
Collection and EPR (PO4+PO5)
收集和 EPR (PO4+PO5) |
-34.613 |
-53.919 |
-54.419 |
-54.419 |
-54.419 |
-54.419 |
|
Scope extension (PO6)
范围扩展(PO6) |
-4.645 |
-13.636 |
-13.662 |
-13.636 |
-13.636 |
+0.000 |
|
Subtotal (recurring) 小计（经常性） |
-71.97 |
-103.30 |
-105.81 |
-105.55 |
-105.55 |
-91.92 |
|
plus one-off costs: 加上一次性成本： |
|
|
|
|
|
|
|
EC/ ECHA - (one off)
EC/ ECHA - （一次性） |
0.000 |
0.000 |
-0.200 |
-0.200 |
-0.200 |
-0.200 |
|
Manufacturers M1,N1 (one-off)
制造商 M1,N1 （一次性） |
0.000 |
0.000 |
-2.370 |
-2.370 |
-2.370 |
-2.370 |
|
MS authorities waste (one-off)
MS 当局浪费（一次性） |
-1.350 |
-1.350 |
-1.350 |
-1.350 |
-1.350 |
-1.350 |
|
Manufacturers (L-cat, one-off)
制造商（L-cat，一次性） |
-0.056 |
-0.056 |
-0.056 |
-0.056 |
-0.056 |
|
|
Manufacturers (HDV, one-off)
制造商（HDV、一次性） |
-0.026 |
-0.026 |
-0.026 |
-0.026 |
-0.026 |
|
|
Subtotal (one-off)
小计（一次性） |
-1.432 |
-1.432 |
-4.002 |
-4.002 |
-4.002 |
-3.920 |
|
Subtotal (one-off annualised)
小计（一次性年化） |
-0.168 |
-0.168 |
-0.469 |
-0.469 |
-0.469 |
-0.460 |
|
Total (PO1-PO6, recurrent+annualised)
总计（PO1-PO6，经常性+年化） |
-72.14 |
-103.47 |
-106.28 |
-106.02 |
-106.02 |
-92.37 |
8
8.1
8.2
8.3
8.4Social impacts (job creation)
社会影响（创造就业机会）
An overview of the social impacts is provided in Table 8.36. The highest contribution to the creation of total jobs relates to the plastics recycled content option with respectively 1,600, 3,200 and 6,500 jobs for the options PO2A-PO2C for both manufacturers and shredder/PST operators. Second in contribution are the additional jobs related to mandatory removal of components, ranging for 930 jobs for PO3A to over 6,500 jobs for PO3C due to high dismantling times of smaller components.
表 8.36 概述了社会影响。对创造总就业岗位贡献最大的是塑料回收成分选项，PO2A-PO2C 选项分别为制造商和碎纸机/PST 运营商创造了 1,600、3,200 和 6,500 个就业岗位。第二个贡献是与强制拆卸组件相关的额外工作，由于较小组件的拆卸时间较长，PO3A 的工作岗位为 930 个，PO3C 的工作岗位数量超过 6,500 个。
Table 8.36 Social impacts – job creation per economic operator and policy option, in 2035
表 8.36 社会影响——2035 年每个经济运营商和政策选择创造的就业机会
|
Social impacts 社会影响
(2035, compared to baseline)
（2035 年，与基线相比） |
PO1A-PO6A |
PO1B-PO6B |
PO1C-PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined) （合并） |
|
Social impacts, job creation (in FTE)
社会影响、创造就业机会（FTE） |
(Values in addition to baseline)
（除基线之外的值） |
|
Manufacturers 3R type-approval (PO1)
制造商 3R 型式认证 (PO1) |
+5 |
+5 |
+5 |
+5 |
+5 |
|
Manufacturers (Plastics RC, PO2)
制造商（塑料 RC、PO2） |
+1,642 |
+3,264 |
+6,529 |
+6,529 |
+6,529 |
|
Manufacturers (PO1,2)
制造商(PO1,2) |
+1,647 |
+3,269 |
+6,534 |
+6,534 |
+6,534 |
|
SMEs: ATFs, shredders (PO2)
中小企业：ATF、碎纸机(PO2) |
+598 |
+1,196 |
+1,794 |
+1,794 |
+1,794 |
|
ATFs (PO3)
ATF (PO3) |
+934 |
+6,224 |
+6,504 |
+6,224 |
+7,593 |
|
Steel 钢 |
+86 |
+582 |
+383 |
+582 |
+716 |
|
Copper 铜 |
+0 |
+1,196 |
+1,196 |
+1,196 |
+1,471 |
|
Aluminium 铝 |
+86 |
+582 |
+383 |
+582 |
+716 |
|
Glass 玻璃 |
+19 |
+644 |
+644 |
+644 |
+792 |
|
Plastics (dismantling/recycling)
塑料（拆解/回收） |
+0 |
+1,795 |
+1,795 |
+1,795 |
+2,208 |
|
Plastics (recycled content)
塑料（回收成分） |
+7 |
+18 |
+29 |
+18 |
+22 |
|
EEC - invertor EEC-逆变器 |
+466 |
+1,134 |
+1,801 |
+1,134 |
+1,394 |
|
Hazardous substances 有害物质 |
+0 |
+3 |
+3 |
+3 |
+4 |
|
CRMs 客户关系管理系统 |
+270 |
+270 |
+270 |
+270 |
+270 |
|
SMEs: ATFs, shredders, (PO4)
中小企业：ATF、碎纸机、 (PO4) |
+328 |
+1,195 |
+2,062 |
+4,374 |
+4,856 |
|
Manufacturers/ PROs (PO5)
制造商/专业人士(PO5) |
+512 |
+512 |
+512 |
+512 |
+630 |
|
Scope extension (PO6)
范围扩展(PO6) |
+0 |
+701 |
+829 |
+701 |
+701 |
|
Total job creation (in FTE), of which:
创造的就业岗位总数（以 FTE 为单位），其中： |
+4,019 |
+13,097 |
+18,235 |
+20,139 |
+22,108 |
|
Manufacturers 制造商 |
+2,159 |
+3,781 |
+7,046 |
+7,046 |
+7,164 |
|
SME's: ATFs and shredders
中小企业：ATF 和碎纸机 |
+1,860 |
+8,615 |
+10,360 |
+12,392 |
+14,243 |
8.5How do the options compare?
选项比较如何？
8
8.1
8.2
8.3
8.4
8.5
8.5.18.5.1 Summary of impacts and costs/ benefits
8.5.1 影响和成本/效益摘要
Below tables provide an overview of the main costs and benefits, with the CO2 savings monetised as displayed in Table 8.37 based on the DG MOVE handbook monetising these external costs. For the avoided ETS compliance costs for the recycled content targets for steel which will fully reside under ETS by 2035, the ‘Low Scenario’ is used as a conservative estimate of the ‘revenue’ potential of higher quality scrap. Note that the current ETS price is 94 EUR/ton of CO2 (per 31.01.2023). Other environmental impacts as fossil fuel savings, reduced decease incidences and other emissions are not monetised.
下表概述了主要成本和效益，根据 DG MOVE 手册将这些外部成本货币化，二氧化碳减排量如表 8.37 所示货币化。为了避免钢铁回收含量目标的 ETS 合规成本（到 2035 年将完全纳入 ETS），“低情景”被用作对较高质量废钢“收入”潜力的保守估计。请注意，当前 ETS 价格为 94 欧元/吨 CO 2 （根据 2023 年 1 月 31 日）。其他环境影响，例如节省化石燃料、减少死亡发生率和其他排放，都没有货币化。
Table 8.37 External costs of CO2 emissions used for the cost-benefit analysis
表 8.37用于成本效益分析的CO 2排放外部成本
|
External costs of CO2 emissions (EUR/ton)
CO 2排放的外部成本（欧元/吨） |
2025 |
2030 |
2035 |
2040 |
|
Low 低的 |
84 |
108 |
132 |
156 |
|
Medium (default for cost/ benefit analysis)
中（成本/效益分析的默认值） |
142 |
185 |
227* |
269 |
|
High 高的 |
266 |
344 |
421 |
498 |
|
Source: 来源： |
European Commission, Directorate-General for Mobility and Transport, H. Essen, D., Fiorello, K. El Beyrouty, et al., Handbook on the external costs of transport: version 2019 – 1.1, Publications Office, 2020, https://data.europa.eu/doi/10.2832/51388
欧盟委员会，交通运输总司，H. Essen, D., Fiorello, K. El Beyrouty, et al.，《交通外部成本手册：2019 – 1.1 版》，出版办公室，2020 年，https:/ /data.europa.eu/doi/10.2832/51388 |
Table 8.38 Comparison of options, environmental impacts per PO, 2030
表 8.38 方案比较，每个 PO 的环境影响，2030 年
|
PO |
Environmental impacts 环境影响
(2030, compared to baseline)
（203 0 ，与基线相比） |
PO1A-PO6A |
PO1B-PO6B |
PO1C-PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined + EPR PO5) （合并 + EPR PO5） |
|
All life-cycle stages (in kton of materials)
所有生命周期阶段（以千吨材料计） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Steel recycled content 钢材回收含量 |
+0 |
+0 |
+0 |
+0 |
+0 |
|
2 |
Plastics recycled content
塑料回收含量 |
+111 |
+505 |
+505 |
+505 |
+505 |
|
3 |
Materials at higher quality (recycling)
更高质量的材料（回收） |
+848 |
+1,674 |
+1,789 |
+1,674 |
+2,093 |
|
4 |
Materials recovered (collection + export)
回收材料（收集+出口） |
+55 |
+276 |
+718 |
+1,160 |
+1,602 |
|
6 |
Materials arriving at EoL (scope extension)
材料到达 EoL （范围扩展） |
n.a 娜 |
+231 |
n.a 娜 |
+231 |
+231 |
|
PO1-6 |
Total materials recycled at HQ (kton)
总部回收材料总量（千吨） |
+1,014 |
+2,686 |
+3,012 |
+3,570 |
+4,431 |
|
1-6 |
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
GHG savings steel recycled content
温室气体减排 钢铁回收成分 |
+0 |
+0 |
+0 |
+0 |
+0 |
|
2 |
GHG savings plastics recycled content
温室气体减排塑料回收成分 |
+48 |
+250 |
+295 |
+250 |
+250 |
|
3 |
GHG savings recycling 温室气体减排回收 |
+1,155 |
+3,104 |
+2,444 |
+3,104 |
+3,879 |
|
4 |
GHG savings collection + export
温室气体减排收集+导出 |
+329 |
+1,427 |
+3,072 |
+4,867 |
+6,164 |
|
6 |
GHG savings scope extension
温室气体减排范围扩大 |
n.a 娜 |
+510 |
n.a 娜 |
+510 |
+510 |
|
PO1-6 |
Total GHG savings (kton CO2 eq)
温室气体减排总量 （千吨二氧化碳当量） |
+1,531 |
+5,290 |
+5,811 |
+8,730 |
+10,803 |
Table 8.39 Comparison of options, economic impacts per PO, 2030
表 8.39 方案比较，每个 PO 的经济影响，2030 年
|
PO |
Economic impacts 经济影响
(2030, compared to baseline, excl. admin)
（203 0 ，与基线相比，不包括管理） |
PO1A-PO6A |
PO1B-PO6B |
PO1C-PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined + EPR PO5) （合并 + EPR PO5） |
|
All life-cycle stages (M EUR, + = revenue, - = cost)
所有生命周期阶段 （M 欧元，+ = 收入，- = 成本） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Costs steel recycled content
钢铁回收成分成本 |
+0 |
+0 |
+0 |
+0 |
+0 |
|
2 |
Costs plastics recycled content
塑料回收成分成本 |
-197 |
-614 |
-815 |
-614 |
-614 |
|
3 |
Costs recycling 成本回收 |
-481 |
-1,064 |
-899 |
-1,064 |
-1,330 |
|
4 |
Costs collection + export
费用收取+导出 |
-19 |
-93 |
-376 |
-525 |
-674 |
|
6 |
Costs scope extension 费用范围扩大 |
+0 |
-69 |
-115 |
-69 |
-69 |
|
PO1-6 |
Total costs (M EUR)
总成本（百万欧元） |
-696 |
-1,840 |
-2,204 |
-2,272 |
-2,687 |
|
PO1-6 |
Total administrative burden
总行政负担 |
-72 |
-103 |
-106 |
-106 |
-106 |
|
PO1-6 |
Total costs + admin burden
总成本+管理负担 |
-768 |
-1,943 |
-2,311 |
-2,378 |
-2,793 |
|
2 |
Revenues steel recycled content
收入 钢铁回收含量 |
n.a 娜 |
+0 |
n.a 娜 |
+0 |
+0 |
|
2 |
Revenues plastics recycled content
收入塑料回收成分 |
+113 |
+494 |
+593 |
+494 |
+494 |
|
3 |
Revenues higher quality (recycling)
收入更高质量（回收） |
+235 |
+802 |
+583 |
+802 |
+997 |
|
4 |
Revenues collected + export
征收收入+出口 |
+17 |
+70 |
+127 |
+332 |
+339 |
|
6 |
Revenues scope extension 收入范围扩大 |
n.a 娜 |
+37 |
n.a 娜 |
+37 |
+37 |
|
PO1-6 |
Total revenues (million EUR)
总收入（百万欧元） |
+365 |
+1,403 |
+1,303 |
+1,665 |
+1,867 |
|
PO1-6 |
Total costs - revenues (excl admin)
总成本 - 收入（不包括管理费用） |
-332 |
-437 |
-902 |
-607 |
-819 |
|
PO1-6 |
Total costs - revenues (incl. admin)
总成本 - 收入（包括管理） |
-404 |
-541 |
-1,008 |
-713 |
-925 |
|
2 |
CO2 credits steel recycled content
二氧化碳计入钢铁回收含量 |
+0 |
+0 |
+0 |
+0 |
+0 |
|
2 |
CO2 credits plastics recycled content
二氧化碳归功于塑料回收成分 |
+9 |
+46 |
+54 |
+46 |
+46 |
|
3 |
CO2 credits at higher quality recycling
更高质量回收的二氧化碳积分 |
+213 |
+573 |
+451 |
+573 |
+716 |
|
4 |
CO2 credits collected + export
收集的二氧化碳信用额 + 导出 |
+61 |
+263 |
+567 |
+898 |
+1,137 |
|
6 |
CO2 credits scope extension
二氧化碳积分范围扩大 |
n.a 娜 |
+94 |
n.a 娜 |
+94 |
+94 |
|
PO1-6 |
Total CO2 credits (M EUR)
二氧化碳排放总量（百万欧元） |
+283 |
+976 |
+1,072 |
+1,611 |
+1,993 |
|
PO1-6 |
Total costs - revenues (+CO2 credits)
总成本 - 收入（+二氧化碳信用额） |
-121 |
+435 |
+64 |
+898 |
+1,068 |
Table 8.40 Comparison of options, environmental impacts per PO, 2035
表 8.40 方案比较，每个 PO 的环境影响，2035 年
|
PO |
Environmental impacts 环境影响
(2035, compared to baseline)
（2035 年，与基线相比） |
PO1A-PO6A |
PO1B-PO6B |
PO1C-PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined + ERP PO5) （合并 + ERP PO5） |
|
All life-cycle stages (in kton of materials)
所有生命周期阶段（以千吨材料计） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Steel recycled content 钢材回收含量 |
+0 |
+505 |
+1,212 |
+0 |
+0 |
|
2 |
Plastics recycled content
塑料回收含量 |
+240 |
+713 |
+873 |
+713 |
+713 |
|
3 |
Materials at higher quality (recycling)
更高质量的材料（回收） |
+942 |
+1,888 |
+1,984 |
+1,888 |
+2,322 |
|
4 |
Materials recovered (collection + export)
回收材料（收集+出口） |
+103 |
+446 |
+961 |
+1,533 |
+1,876 |
|
6 |
Materials arriving at EoL (scope extension)
材料到达 EoL （范围扩展） |
n.a 娜 |
+508 |
n.a 娜 |
+508 |
+508 |
|
PO1-6 |
Total materials recycled at HQ (kton)
总部回收材料总量（千吨） |
+1,285 |
+4,060 |
+5,030 |
+4,642 |
+5,420 |
|
1-6 |
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
GHG savings steel recycled content
温室气体减排 钢铁回收成分 |
+0 |
+585 |
+1,404 |
+0 |
+0 |
|
2 |
GHG savings plastics recycled content
温室气体减排塑料回收成分 |
+90 |
+314 |
+376 |
+314 |
+314 |
|
3 |
GHG savings recycling 温室气体减排回收 |
+1,378 |
+3,688 |
+2,880 |
+3,688 |
+4,536 |
|
4 |
GHG savings collection + export
温室气体减排收集+导出 |
+353 |
+1,513 |
+3,222 |
+5,218 |
+6,350 |
|
6 |
GHG savings scope extension
温室气体减排范围扩大 |
n.a 娜 |
+1,120 |
n.a 娜 |
+1,120 |
+1,120 |
|
PO1-6 |
Total GHG savings (kton CO2 eq)
温室气体减排总量 （千吨二氧化碳当量） |
+1,821 |
+7,220 |
+7,881 |
+10,340 |
+12,320 |
Table 8.41 Comparison of options, economic impacts per PO, 2035
表 8.41 方案比较，每个 PO 的经济影响，2035 年
|
PO |
Economic impacts 经济影响
(2035, compared to baseline, excl. admin)
（2035 年，与基线相比，不包括管理员） |
PO1A-PO6A |
PO1B-PO6B |
PO1C-PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined +EPR PO5) （组合+EPR PO5） |
|
All life-cycle stages (M EUR, + = revenue, - = cost)
所有生命周期阶段 （M 欧元，+ = 收入，- = 成本） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Costs steel recycled content
钢铁回收成分成本 |
+0 |
-71 |
-170 |
+0 |
+0 |
|
2 |
Costs plastics recycled content
塑料回收成分成本 |
-326 |
-745 |
-1,171 |
-745 |
-745 |
|
3 |
Costs recycling 成本回收 |
-660 |
-1,492 |
-1,219 |
-1,492 |
-1,802 |
|
4 |
Costs collection + export
费用收取+导出 |
-27 |
-123 |
-416 |
-556 |
-673 |
|
6 |
Costs scope extension 费用范围扩大 |
n.a 娜 |
-90 |
n.a 娜 |
-90 |
-90 |
|
PO1-6 |
Total costs (M EUR,+=revenue, -=cost)
总成本（M 欧元，+=收入，-=成本） |
-1,012 |
-2,521 |
-2,975 |
-2,883 |
-3,311 |
|
PO1-6 |
Total administrative burden
总行政负担 |
-72 |
-103 |
-106 |
-106 |
-106 |
|
PO1-6 |
Total costs + admin burden
总成本+管理负担 |
-1,084 |
-2,625 |
-3,082 |
-2,989 |
-3,417 |
|
2 |
Revenues steel recycled content
收入 钢铁回收含量 |
+0 |
+67 |
+160 |
+0 |
+0 |
|
2 |
Revenues plastics recycled content
收入塑料回收成分 |
+216 |
+602 |
+739 |
+602 |
+602 |
|
3 |
Revenues higher quality recycling
收入更高质量的回收 |
+412 |
+1,153 |
+851 |
+1,153 |
+1,380 |
|
4 |
Revenues collected + export
征收收入+出口 |
+26 |
+89 |
+140 |
+332 |
+357 |
|
6 |
Revenues scope extension 收入范围扩大 |
n.a 娜 |
+81 |
n.a 娜 |
+81 |
+81 |
|
PO1-6 |
Total revenues (million EUR)
总收入（百万欧元） |
+654 |
+1,991 |
+1,890 |
+2,168 |
+2,420 |
|
PO1-6 |
Total costs - revenues (excl admin)
总成本 - 收入（不包括管理费用） |
-358 |
-530 |
-1,085 |
-715 |
-891 |
|
PO1-6 |
Total costs - revenues (incl. admin)
总成本 - 收入（包括管理） |
-430 |
-633 |
-1,191 |
-821 |
-997 |
|
2 |
CO2 credits steel recycled content
二氧化碳计入钢铁回收含量 |
+0 |
+133 |
+318 |
+0 |
+0 |
|
2 |
CO2 credits plastics recycled content
二氧化碳归功于塑料回收成分 |
+20 |
+71 |
+85 |
+71 |
+71 |
|
3 |
CO2 credits at higher quality recycling
更高质量回收的二氧化碳积分 |
+312 |
+836 |
+653 |
+836 |
+1,028 |
|
4 |
CO2 credits collected + export
收集的二氧化碳信用额 + 导出 |
+80 |
+343 |
+731 |
+1,183 |
+1,440 |
|
6 |
CO2 credits scope extension
二氧化碳积分范围扩大 |
n.a 娜 |
+254 |
n.a 娜 |
+254 |
+254 |
|
PO1-6 |
Total CO2 credits (M EUR)
二氧化碳排放总量（百万欧元） |
+413 |
+1,637 |
+1,787 |
+2,345 |
+2,793 |
|
PO1-6 |
Total costs - revenues (+CO2 credits)
总成本 - 收入（+二氧化碳信用额） |
-18 |
+1,004 |
+596 |
+1,524 |
+1,796 |
Table 8.42 Comparison of options, environmental impacts per PO, 2040
表 8.42 方案比较，每个 PO 的环境影响，2040 年
|
PO |
Environmental impacts 环境影响
(2040, compared to baseline)
（20 40 ，与基线相比） |
PO1A-PO6A |
PO1B-PO6B |
PO1C-PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined + ERP PO5) （合并 + ERP PO5） |
|
All life-cycle stages (in kton of materials)
所有生命周期阶段（以千吨材料计） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Steel recycled content 钢材回收含量 |
+0 |
+841 |
+2,019 |
+0 |
+0 |
|
2 |
Plastics recycled content
塑料回收含量 |
+240 |
+713 |
+873 |
+713 |
+713 |
|
3 |
Materials at higher quality (recycling)
更高质量的材料（回收） |
+1,126 |
+2,367 |
+2,386 |
+2,367 |
+2,769 |
|
4 |
Materials recovered (collection + export)
回收材料（收集+出口） |
+208 |
+648 |
+1,260 |
+1,750 |
+2,055 |
|
6 |
Materials arriving at EoL (scope extension)
材料到达 EoL （范围扩展） |
n.a 娜 |
+672 |
n.a 娜 |
+672 |
+672 |
|
PO1-6 |
Total materials recycled at HQ (kton)
总部回收材料总量（千吨） |
+1,574 |
+5,241 |
+6,539 |
+5,502 |
+6,209 |
|
1-6 |
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
GHG savings steel recycled content
温室气体减排 钢铁回收成分 |
+0 |
+891 |
+2,138 |
+0 |
+0 |
|
2 |
GHG savings plastics recycled content
温室气体减排塑料回收成分 |
+90 |
+314 |
+376 |
+314 |
+314 |
|
3 |
GHG savings recycling 温室气体减排回收 |
+1,799 |
+4,908 |
+3,647 |
+4,908 |
+5,742 |
|
4 |
GHG savings collection + export
温室气体减排收集+导出 |
+329 |
+1,427 |
+3,072 |
+4,867 |
+6,164 |
|
6 |
GHG savings scope extension
温室气体减排范围扩大 |
n.a 娜 |
+1,742 |
n.a 娜 |
+1,742 |
+1,742 |
|
PO1-6 |
Total GHG savings (kton CO2 eq)
温室气体减排总量 （千吨二氧化碳当量） |
+2,218 |
+9,281 |
+9,233 |
+11,831 |
+13,962 |
Table 8.43 Comparison of options, economic impacts per PO, 2040
表 8.43 方案比较，每个 PO 的经济影响，2040 年
|
PO |
Economic impacts 经济影响
(2040, compared to baseline, excl. admin)
（20 40 ，与基线相比，不包括管理） |
PO1A-PO6A |
PO1B-PO6B |
PO1C-PO6C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined +EPR PO5) （组合+EPR PO5） |
|
All life-cycle stages (M EUR, + = revenue, - = cost)
所有生命周期阶段 （M 欧元，+ = 收入，- = 成本） |
(values in addition to baseline)
（除基线之外的值） |
|
2 |
Costs steel recycled content
钢铁回收成分成本 |
+0 |
-138 |
-331 |
+0 |
+0 |
|
2 |
Costs plastics recycled content
塑料回收成分成本 |
-306 |
-676 |
-1,087 |
-676 |
-676 |
|
3 |
Costs recycling 成本回收 |
-962 |
-2,124 |
-1,855 |
-2,124 |
-2,485 |
|
4 |
Costs collection + export
费用收取+导出 |
-70 |
-219 |
-559 |
-725 |
-828 |
|
6 |
Costs scope extension 费用范围扩大 |
n.a 娜 |
-90 |
n.a 娜 |
-90 |
-90 |
|
PO1-6 |
Total costs (M EUR,+=revenue, -=cost)
总成本（M 欧元，+=收入，-=成本） |
-1,338 |
-3,248 |
-3,833 |
-3,615 |
-4,080 |
|
PO1-6 |
Total administrative burden
总行政负担 |
-72 |
-103 |
-106 |
-106 |
-106 |
|
PO1-6 |
Total costs + admin burden
总成本+管理负担 |
-1,410 |
-3,351 |
-3,939 |
-3,721 |
-4,186 |
|
2 |
Revenues steel recycled content
收入 钢铁回收含量 |
+0 |
+131 |
+315 |
+0 |
+0 |
|
2 |
Revenues plastics recycled content
收入塑料回收成分 |
+216 |
+602 |
+739 |
+602 |
+602 |
|
3 |
Revenues higher quality recycling
收入更高质量的回收 |
+882 |
+1,674 |
+1,320 |
+1,674 |
+1,892 |
|
4 |
Revenues collected + export
征收收入+出口 |
+71 |
+171 |
+222 |
+53 |
+533 |
|
6 |
Revenues scope extension 收入范围扩大 |
n.a 娜 |
+81 |
n.a 娜 |
+81 |
+81 |
|
PO1-6 |
Total revenues (million EUR)
总收入（百万欧元） |
+1,169 |
+2,659 |
+2,596 |
+2,410 |
+3,107 |
|
PO1-6 |
Total costs - revenues (excl admin)
总成本 - 收入（不包括管理费用） |
-169 |
-588 |
-1,236 |
-1,205 |
-973 |
|
PO1-6 |
Total costs - revenues (incl. admin)
总成本 - 收入（包括管理） |
-241 |
-692 |
-1,343 |
-1,311 |
-1,079 |
|
2 |
CO2 credits steel recycled content
二氧化碳计入钢铁回收含量 |
+0 |
+240 |
+575 |
+0 |
+0 |
|
2 |
CO2 credits plastics recycled content
二氧化碳归功于塑料回收成分 |
+24 |
+84 |
+101 |
+84 |
+84 |
|
3 |
CO2 credits at higher quality recycling
更高质量回收的二氧化碳积分 |
+484 |
+1,320 |
+981 |
+1,320 |
+1,545 |
|
4 |
CO2 credits collected + export
收集的二氧化碳信用额 + 导出 |
+89 |
+384 |
+826 |
+1,309 |
+1,658 |
|
6 |
CO2 credits scope extension
二氧化碳积分范围扩大 |
n.a 娜 |
+468 |
n.a 娜 |
+468 |
+468 |
|
PO1-6 |
Total CO2 credits (M EUR)
二氧化碳排放总量（百万欧元） |
+597 |
+2,497 |
+2,484 |
+3,183 |
+3,756 |
|
PO1-6 |
Total costs - revenues (+CO2 credits)
总成本 - 收入（+二氧化碳信用额） |
+356 |
+1,805 |
+1,141 |
+1,871 |
+2,677 |
8.5.28.5.2 Comparison of options
8.5.2 选项比较
Benefit - cost ratios 效益-成本比率
To compare the various costs and benefits, the benefit costs ratios (BCR) are presented in Table 8.44, based on the previous Tables 8.38 – 8.43. A BCR ratio above 1 indicates that the (monetised) benefits basically outweigh the costs. The higher the ratio, the higher the ‘return on investment’. All individual costs for each of the economic operators as well as the revenues from more collection, higher recycling quality are included as well as the monetised GHG savings as displayed in the bottom parts of above tables. Neither other environmental and health benefits as well as reduced raw material dependencies beyond its intrinsic value are included, but the recurring administrative costs are. A quantified and comparable analysis of the benefit/ cost ratios are not provided for PO1 for the 3RTA elements as well as for PO6A and PO6C due to the qualitative nature of the assessment in these cases.
为了比较各种成本和收益，基于之前的表 8.38 – 8.43，表 8.44 列出了收益成本比率 (BCR)。 BCR 比率高于 1 表明（货币化）收益基本上超过成本。该比率越高，“投资回报率”越高。每个经济运营商的所有单独成本以及来自更多收集、更高回收质量的收入以及货币化的温室气体减排量都包括在内，如上表底部所示。不包括其他环境和健康效益以及减少超出其内在价值的原材料依赖，但经常性的管理成本包括在内。由于这些情况下评估的定性性质，没有为 3RTA 要素的PO1以及PO6A和PO6C提供效益/成本比的量化和可比分析。
Assumptions: 假设：
In the case of steel and plastics, the policy options 2 and 3 are obviously closely related as recycling effort is needed to enable the uptake of recycled content. Here, specific allocations are applied for a fair and comparable benchmark of the combined effect for these material specific options. So far, in all of the assessments, the costs and revenues related to obtaining (improved quality) dismantling and shredder fractions are included under PO3, whereas the costs for further upgrading and incorporating plastic and steel fractions into new production are included under PO2. In the case of steel, this leads to a kind of an inflated BCR as the majority of combined costs are made under PO3 and all of the GHG savings are allocated to PO2. Therefore, the removal costs of steel parts that directly contribute to higher quality fractions are allotted to PO2 (48 million EUR for *1 in below table for PO2B for 2035). Costs for additional copper removal could be considered likewise as this is contributing to improved treatment quality as well. In this case however, since it is a different target material and would complicate the revenues allocation to each of the individual materials, this is not applied. In the case of plastics recycling, since the supporting JRC study follows the PEF rules (see Section 2.1 of the JRC plastics recycled content study), the monetised value of avoided GHG emissions from plastics incineration is not included in PO2 but taken into account in the Oeko-Institut IA support study for the entirety of the impacts for plastics send less to landfill and energy recovery. This makes the plastics recycled content BCR difficult to compare with the steel one. Therefore, the actual revenues of plastics recycling realised under PO2 are complemented with the monetised CO2 credits of avoiding incineration for that volume of plastics from PO3 to PO2. The affected volume for 2035 is 240, 713 and 873 ktons of plastics corresponding with 336, 999 and 1,224 ktons of CO2 and 76, 226 and 277 million EUR of credits respectively for PO2A, PO2B and PO2C. This is based on the assumption of 1.73 ton of CO2 per ton of plastics diverted with 81% as the share of incineration with energy recovery for the ELV plastic types involved .
就钢铁和塑料而言，政策选项 2 和 3显然密切相关，因为需要进行回收工作以实现回收内容的吸收。在这里，特定的分配被应用于这些材料特定选项的综合效果的公平且可比较的基准。到目前为止，在所有评估中，与获得（提高质量）拆解和粉碎碎片相关的成本和收入都包含在 PO3 中，而进一步升级以及将塑料和钢碎片纳入新生产的成本则包含在 PO2 中。就钢铁而言，这会导致BCR膨胀，因为大部分综合成本是在 PO3 下产生的，而所有温室气体节省都分配给 PO2。因此，直接有助于提高质量分数的钢部件的去除成本被分配给 PO2（下表中2035 年PO2B 的*1 为4800 万欧元）。同样可以考虑额外去除铜的成本，因为这也有助于提高处理质量。 然而，在这种情况下，由于它是不同的目标材料并且会使对每种单独材料的收入分配复杂化，因此不适用。就塑料回收而言，由于 JRC 的支持研究遵循 PEF 规则 （参见 JRC 塑料回收成分研究的第 2.1 节） ，因此塑料焚烧所避免的温室气体排放的货币化价值不包含在PO2 中，而是考虑在 PO2 中。 Oeko-Institut IA支持对塑料减少填埋和能源回收的整体影响的研究。这使得BCR 的塑料回收含量难以与钢回收含量进行比较。 因此， PO2 下实现的塑料回收的实际收入与避免焚烧从PO3到 PO2 的塑料量的货币化 CO 2信用额相补充。 2035 年受影响的塑料量分别为 240、713 和 873 吨塑料，相当于336、999 和 1,224吨CO 2 PO2A、PO2B 和 PO2C分别获得76、226和2.77 亿欧元的信贷。这是基于每吨塑料1.73 吨 CO 2转化为 81%的假设，作为所涉及的 ELV 塑料类型的焚烧和能量回收的比例 。
With these allocations, all costs and benefits to directly enable the establishment of the recycled content targets are more fairly allocated at the production stage of (PO2) and deducted from the treatment stage (PO3) to make the BCRs for plastics and steel comparable. Note that this does not affect the overall BCR of the package as the sum of costs and revenues are zero.
通过这些分配，直接实现回收含量目标建立的所有成本和收益都可以在生产阶段 (PO2) 更加公平地分配，并从处理阶段 (PO3) 中扣除，从而使塑料和钢铁的 BCR 具有可比性。请注意，这不会影响包的整体 BCR，因为成本和收入之和为零。
Table 8.44 Benefit – costs ratios (BCR) per policy option, 2035
表 8.44 每个政策选项的效益-成本比率 (BCR)，2035 年
|
|
Benefit / Cost ratios 效益/成本比
(2035, compared to baseline, including recurrent administrative burden)
（2035 年，与基线相比，包括经常性的行政负担） |
Policy options 政策选择 |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined （结合
+ EPR) + EPR） |
|
|
Benefit/ Costs ratio including CO2 credits
效益/成本比，包括 CO 2积分 |
(values in addition to baseline)
（除基线之外的值） |
|
|
PO1 3RTA |
PO1A |
PO1B |
PO1C |
|
|
|
|
B/C ratio 3RTA B/C比率3RTA |
Not assessed quantitatively
未进行定量评估 |
|
|
PO2 Steel recycled content
PO2钢回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
|
B/C ratio, steel RC *1
B/C比，钢RC *1 |
N.A. |
1.69 |
2.38 |
N.A. |
N.A. |
|
|
PO2 Plastics recycled content
PO2 塑料回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
|
B/C ratio plastics RC *2
B/C比例塑料RC *2 |
0.96 |
1.21 |
0.94 |
1.21 |
1.21 |
|
|
PO3 Recycling PO3回收 |
PO3A |
PO3B |
PO3C |
|
|
|
|
B/C ratio recycling *3 B/C比例回收*3 |
0.99 |
1.22 |
1.03 |
1.22 |
1.24 |
|
|
PO4 Collection PO4系列 |
PO4A |
PO4B |
PO4C |
PO4D |
|
|
|
B/C ratio collection (incl. export)
B/C比率收集（包括出口） |
3.97 |
3.51 |
2.09 |
2.73 |
2.67 |
|
|
PO6 Scope extension PO6 范围扩展 |
PO6A |
PO6B |
PO6C |
|
|
|
|
B/C ratio scope extension
B/C比率范围扩展 |
n.a. 娜 |
3.72 |
n.a. 娜 |
3.72 |
3.72 |
|
|
Benefit / costs ratio 效益/成本比 |
|
|
|
1.57 |
1.57 |
*1 This includes the costs for removal of steel parts at ATFs originally allocated to PO3
*1 这包括原本分配给 PO3 的 ATF 中钢制部件的拆除费用
*2 This includes the avoided emissions now from plastics incineration originally allocated to PO3
*2 这包括现在从最初分配给 PO3 的塑料焚烧中避免的排放量
*3 This excludes the costs and avoided emissions allocated to PO2
*3 这不包括分配给 PO2 的成本和避免的排放量
For PO2B and PO2B for the steel recycled content, the BCR lies significantly above 1 indicating relevant monetised CO2 savings in comparison to the related expenses for dismantling, sampling and sorting. For plastics, the BCR is lower, with relatively speaking higher investments to realise the monetised CO2 credits in this case. Only PO2B has an acceptable BCR of 1.21. In the case of PO2A, the BCR slightly below 1 is due to relatively high investment costs for a smaller volume of plastics. The opposite counts for the PO2C, where the more constrained supply-demand balances and higher quality constraints to meet the closed loop share, results in higher estimated costs of recyclates compared to the more optimal balance for PO2B.
对于PO2B和钢回收成分的PO2B ，BCR 明显高于 1，表明与拆除、取样和分类的相关费用相比，相关的货币化CO 2节省量。对于塑料，BCR 较低，相对而言，在这种情况下实现货币化 CO 2信用额的投资较高。只有PO2B的可接受 BCR 为 1.21。就PO2A而言，BCR 略低于 1，这是因为较小体积的塑料的投资成本相对较高。 PO2C则相反，与PO2B的更优化平衡相比，更受约束的供需平衡和更高的质量约束以满足闭环份额，导致回收材料的估计成本更高。
For the recycling policy options, PO3B shows the most attractive benefit/ costs ratio where the material revenues from improved separation (1.1 billion EUR) plus monetised CO2 savings (0.8 billion EUR) together outweigh the significant costs (1.5 billion EUR) to achieve the improved treatment quality. Both PO3A as PO3C show a BCR value close or below 1 due to lower monetised CO2 savings (PO3A) and relatively higher dismantling costs for relatively lower material recovery amounts (PO3C).
对于回收政策选项， PO3B显示了最具吸引力的效益/成本比，其中改进分离带来的材料收入（11 亿欧元）加上货币化的 CO 2节省（8 亿欧元）合计超过了实现这一目标所需的重大成本（15 亿欧元）。提高治疗质量。 PO3A和PO3C均显示 BCR 值接近或低于 1，这是由于较低的货币化CO 2节省量 ( PO3A)以及相对较低的材料回收量 ( PO3C )的相对较高的拆解成本。
All three collection options have a high BCR ranging from above 7 for PO4A to above 2 for PO4C. Here, it should be noted that in absolute terms, PO4D is the most effective option with a net monetised result of +1,120 million EUR over +80 million EUR for PO4A.
所有三个收集选项都具有较高的 BCR，范围从PO4A的 7 以上到 PO4C 的 2 以上。在这里，应该指出的是，从绝对值来看， PO4D是最有效的选择，其净货币化结果为 +11.2 亿欧元，超过PO4A的 +8000 万欧元。
PO6B has a comparable BCR to the PO4 options of 3.7, reflecting the relatively high environmental benefits and increased revenues vs limited costs, linked to the additional treatment of lorries, buses and L3e-L7e category vehicles.
PO6B 的 BCR 与 PO4 选项相当，为 3.7，反映了相对较高的环境效益和相对于有限成本的收入增加，这与卡车、公共汽车和 L3e-L7e 类别车辆的额外处理有关。
Cost – efficiency: cost per ton of CO2 avoided
成本 – 效率：每避免一吨 CO 2的成本
To further compare the costs of the reduced GHG savings as the most common benefit of the policy options, in Table 8.45, the costs per ton of CO2eq avoided are presented for the policy options as well as the combined effect for the preferred options. While PO4A has the lowest cost per ton of CO2 avoided, it does not realise the full potential in terms of absolute amounts of CO2 avoided (PO4A: 353 kt CO2 savings; PO4D: 5,218 kt CO2 savings, see Table 8.40 before). PO4D, with a cost of �43 per ton of CO2 avoided, still has a low cost for CO2 savings and at the same time makes the best use of the absolute potential. This is followed by the PO2B recycled steel. Here the assessment is based on the combination of impacts including the costs for the PO3B recycling improvement options. The results for steel are thus indicative as the costs of creating higher purity scrap allocated to PO3B are related to both the removal of steel parts as well as copper parts. To provide an indication of the overall costs/benefits ratio, the costs for removing steel parts are included in the cost comparison for the steel recycled content, but excluding the related costs for removing copper being a different target material. For the steel recycled content, the costs of PO2B and PO2C are respectively 88 EUR and 29 EUR per ton. It has to be noted that there is uncertainty about the future availability of post-consumer steel scrap and the closed-loop percentage for the latter.
为了进一步比较作为政策选项最常见效益的温室气体减排成本，表 8.45 列出了政策选项每吨 CO 2当量避免的成本以及首选选项的综合效应。虽然 PO4A 每避免一吨 CO 2的成本最低，但就避免的 CO 2绝对量而言，它并未发挥全部潜力（PO4A：节省 353 kt CO 2 ；PO4D：节省 5,218 kt CO 2 ，请参阅之前的表 8.40 ）。 PO4D 每避免一吨 CO 2的成本为 43 欧元，但 CO 2减排成本仍然较低，同时充分利用了绝对潜力。其次是PO2B再生钢。这里的评估基于影响的组合，包括PO3B回收改进方案的成本。因此，钢的结果具有指示性，因为分配给PO3B的更高纯度废料的成本与钢部件和铜部件的去除有关。为了表明总体成本/效益比，去除钢部件的成本包含在钢回收含量的成本比较中，但不包括去除作为不同目标材料的铜的相关成本。对于钢铁回收成分， PO2B和PO2C的成本分别为每吨 88 欧元和 29 欧元。 必须指出的是，消费后废钢的未来供应量以及后者的闭环百分比存在不确定性。
Similarly for plastics, the assessment of the policy options for recycled content are production related as again the preceding recycling efforts are quantified under policy options 3. For a fair comparison of the recycled content targets: all material specific costs and benefits to establish the targets are allocated at production stage of (PO2) and deducted from the treatment stage (PO3). Specifically: For plastic recycled content there additional GHG savings from avoiding incineration of non-recycled plastics at the end-of-life stage that are to be accounted for as the combined effort of the production and recycling stage. Without this, the costs per ton of CO2 avoided would be ‘artificially’ made more attractive for the policy option 3 compared to the policy options 2. When applying this, PO2B for plastics, with a costs of 109 EUR per ton of CO2 avoided, is more efficient compared PO2A with relatively high investment costs for a relatively low amount of plastics, resulting in over 200 EUR per ton of CO2eq. For the higher volumes of PO2C, the opposite effect is observed with a cost of 270 EUR per ton of CO2eq: Due to more constrained supply-demand balances and higher quality constraints to meet the closed loop share, the costs of recyclates are much higher compared to PO2B. It should be noted that there are additional environmental benefits like the fossil-fuel savings of 4.5 billion Barrels of Oil equivalent, reduced plastic waste volume and health benefits.
与塑料类似，对回收成分政策选择的评估与生产相关： 再次，前面的回收工作根据政策选项进行量化 3.为了公平比较回收含量目标：建立目标的所有材料特定成本和收益均在生产阶段 (PO2) 进行分配，并从处理阶段 (PO3) 中扣除。具体来说：对于塑料回收成分，避免在报废阶段焚烧非回收塑料可以额外节省温室气体， 均应计入 作为 生产和回收阶段的共同努力。如果没有这一点，与政策选项2相比，每吨CO 2避免的成本将“人为地”变得对政策选项3更具吸引力。 应用此方法时，与 PO2A 相比，用于塑料的PO2B每避免一吨 CO 2的成本为 1 0 9欧元，而PO2A的投资成本相对较高，塑料用量相对较少，每吨CO 2 的成本超过 200 欧元。 CO 2当量对于较高量的PO2C ，每吨 CO 2当量的成本为270欧元，观察到相反的效果： 由于供需平衡受到更多限制，且满足闭环份额的质量限制更高，因此与PO2B相比，回收材料的成本要高得多。 应该指出的是，还有其他环境效益，例如节省45 亿桶石油当量的化石燃料、减少塑料废物量和健康效益。
Table 8.45 Cost per ton of GHG reduction for the various policy options, 2035
表 8.45 2035 年各种政策方案每吨温室气体减排成本
|
Costs per ton of CO2 avoided
每避免一吨二氧化碳的成本
(2035, compared to baseline, including recurring administrative burden)
（2035 年，与基线相比，包括经常性的行政负担） |
Policy options 政策选择 |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined （结合
+ EPR) + EPR） |
|
EUR per ton of CO2 reduction
每减少一吨二氧化碳排放量 欧元 |
(values in addition to baseline)
（除基线之外的值） |
|
PO1 3RTA |
PO1A |
PO1B |
PO1C |
|
|
|
Production (3RTA) 生产（3RTA） |
Not assessed quantitatively
未进行定量评估 |
|
PO2 Steel recycled content
PO2钢回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
Production + recycling (steel RC) *1
生产+回收（钢RC）*1 |
N.A. |
� 88 88 欧元 |
� 29 29 欧元 |
N.A. |
N.A. |
|
PO2 Plastics recycled content
PO2 塑料回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
Production + recycling (plastics RC) *2
生产+回收（塑料RC）*2 |
� 257 257 欧元 |
� 109 109 欧元 |
� 270 270 欧元 |
� 109 109 欧元 |
� 109 109 欧元 |
|
PO3 Recycling PO3回收 |
PO3A |
PO3B |
PO3C |
|
|
|
Recycling (excl. costs plastics/steel) *3
回收（不包括塑料/钢材成本）*3 |
� 231 231 欧元 |
� 108 108 欧元 |
� 203 203 欧元 |
� 108 108 欧元 |
� 103 103 欧元 |
|
PO4 Collection PO4系列 |
PO4A |
PO4B |
PO4C |
PO4D |
|
|
Collection + export 采集+导出 |
< 0 |
� 23 23 欧元 |
� 86 86 欧元 |
� 43 43 欧元 |
� 50 50 欧元 |
|
PO6 Scope extension PO6 范围扩展 |
PO6A |
PO6B |
PO6C |
|
|
|
Scope extension (L+HDV) 范围扩展（L+HDV） |
n.a. 娜 |
� 8 8 欧元 |
n.a. 娜 |
� 8 8 欧元 |
� 8 8 欧元 |
|
|
|
|
|
� 69 69 欧元 |
� 72 72 欧元 |
*1 This includes the costs for removal of steel parts at ATFs originally allocated to PO3
*1 这包括原本分配给 PO3 的 ATF 中钢制部件的拆除费用
*2 This includes the avoided emissions now from plastics incineration originally allocated to PO3
*2 这包括现在从最初分配给 PO3 的塑料焚烧中避免的排放量
*3 This excludes the costs and avoided emissions now allocated to PO2
*3 这不包括现在分配给 PO2 的成本和避免的排放量
Effectiveness, efficiency, coherence and proportionality
有效性、效率、一致性和相称性
Below Table 8.46 provides a summary of the comparison of the options based on the two key elements of the general objectives: First on the functioning of the internal market for both the automotive and recycling sectors (first row per policy option) and second, the sustainability impacts (second row per policy option). In addition, the qualitative comparison for the criteria effectiveness, efficiency, coherence and proportionality are provided.
下表 8.46 总结了基于总体目标的两个关键要素的选项比较：首先是汽车和回收行业内部市场的运作（每个政策选项第一行），其次是可持续性影响（每个政策选项第二行）。此外，还提供了标准有效性、效率、一致性和相称性的定性比较。
Table 8.46 Overview of the results from the impact assessment study.
表 8.46 影响评估研究结果概述。
|
PO1. Design Circular PO1。设计通告 |
PO1A |
PO1B |
PO1C |
|
|
|
|
|
Effectiveness 效力 |
(++) |
(++) |
(+++) （+++） |
|
|
|
|
|
Efficiency 效率 |
(++) |
(++) |
(+++) （+++） |
|
|
|
|
|
Coherence 连贯性 |
(+) |
(++) |
(+++) （+++） |
|
|
|
|
|
Proportionality 相称性 |
(++) |
(+++) （+++） |
(+++) （+++） |
|
|
|
|
|
PO2. Steel Recycled Content
氧分压。钢铁回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
|
|
Effectiveness 效力 |
(o) |
(+) |
(++) |
|
|
|
|
|
- incl. GHG savings (kton CO2eq)
- 包括。温室气体减排量（kton CO 2eq ） |
0 |
+585 |
+1,404 |
|
|
|
|
|
Efficiency 效率 |
(o) |
(++) |
(++) |
|
|
|
|
|
- Benefit Cost Ratio (BCR)
- 效益成本比（BCR） |
N.A. |
1.7* |
2.4* |
|
|
|
|
|
Coherence 连贯性 |
(o) |
(+++) （+++） |
(++) |
|
|
|
|
|
Proportionality 相称性 |
(o) |
n.a. 娜 |
n.a. 娜 |
|
|
|
|
|
PO2. Plastics Recycled Content
氧分压。塑料回收含量 |
PO2A |
PO2B |
PO2C |
|
|
|
|
|
Effectiveness 效力 |
(+) |
(++) |
(++) |
|
|
|
|
|
- incl. GHG savings (kton CO2eq)
- 包括。温室气体减排量（kton CO 2eq ） |
+426* |
+1,313* |
+1,599* |
|
|
|
|
|
Efficiency 效率 |
(-) |
(+) |
(-) |
|
|
|
|
|
- Benefit Cost Ratio (BCR)
- 效益成本比（BCR） |
0.96* |
1.2* |
0.94* |
|
|
|
|
|
Coherence 连贯性 |
(+) |
(+++) （+++） |
(++) |
|
|
(+++) （+++） |
(+++) highly positive (+++) 高度积极 |
|
Proportionality 相称性 |
(o) |
(+) |
(--) |
|
|
(++) |
(++) moderately positive (++) 中等积极 |
|
PO3. Treat Better PO3。更好地对待 |
PO3A |
PO3B |
PO3C |
|
|
(+) |
(+) slightly positive (+) 略为积极 |
|
Effectiveness 效力 |
(++) |
(+++) （+++） |
(++) |
|
|
(o) |
(o) neutral/ baseline (o) 中性/基线 |
|
- incl. GHG savings (kton CO2eq)
- 包括。温室气体减排量（kton CO 2eq ） |
+1,042* |
+2,689* |
+1,656* |
|
|
(-) |
(-) slightly negative (-) 略为负 |
|
Efficiency 效率 |
(-) |
(+) |
(o) |
|
|
(--) |
(--) moderately negative (--) 中等负面 |
|
- Benefit Cost Ratio (BCR)
- 效益成本比（BCR） |
0.99* |
1.22* |
1.03* |
|
|
(---) |
(---) highly negative (---) 高度负面 |
|
Coherence 连贯性 |
(++) |
(+++) （+++） |
(+) |
|
|
n.a. 娜 |
not assessed 未评估 |
|
Proportionality 相称性 |
(+) |
(+++) （+++） |
(-) |
|
|
|
|
|
PO4. Collect More PO4。收集更多 |
PO4A |
PO4B |
PO4C |
PO4D |
|
|
|
|
Effectiveness 效力 |
(+) |
(++) |
(+++) （+++） |
(+++) （+++） |
|
|
|
|
- incl. GHG savings (kton CO2eq)
- 包括。温室气体减排量（kton CO 2eq ） |
+353 |
+1,513 |
+3,222 |
+5,218 |
|
|
|
|
Efficiency 效率 |
(+++) （+++） |
(+++) （+++） |
(++) |
(++) |
|
|
|
|
- Benefit Cost Ratio (BCR)
- 效益成本比（BCR） |
4.0 |
3.5 |
2.1 |
2.7 |
|
|
|
|
Coherence 连贯性 |
(+) |
(+) |
(++) |
(++) |
|
|
|
|
Proportionality 相称性 |
(++) |
(++) |
(+) |
(++) |
|
|
|
|
PO5. EPR PO5。 EPR |
PO5A |
PO5B |
PO5C |
|
|
|
|
|
Effectiveness 效力 |
(++) |
(+++) （+++） |
(+) |
|
|
|
|
|
Efficiency 效率 |
(+) |
(++) |
(+) |
|
|
|
|
|
Coherence 连贯性 |
(++) |
(+++) （+++） |
(++) |
|
|
|
|
|
Proportionality 相称性 |
(+) |
(+++) （+++） |
(++) |
|
|
|
|
|
PO6. Cover more vehicles PO6。覆盖更多车辆 |
PO6A |
PO6B |
PO6C |
|
|
|
|
|
Effectiveness 效力 |
(-) |
(++) |
(++) |
|
|
|
|
|
- incl. GHG savings (kton CO2eq)
- 包括。温室气体减排量（kton CO 2eq ） |
n.a. 娜 |
+1,120 |
n.a. 娜 |
|
|
|
|
|
Efficiency 效率 |
(+) |
(+++) （+++） |
(-) |
|
|
|
|
|
- Benefit Cost Ratio (BCR)
- 效益成本比（BCR） |
n.a. 娜 |
3.7 |
n.a. 娜 |
|
|
|
|
|
Coherence 连贯性 |
(+) |
(++) |
(+++) （+++） |
|
|
|
|
|
Proportionality 相称性 |
(+) |
(++) |
(--) |
|
|
|
|
The analysis reveals a range of consistent performances for almost all criteria for PO1C including the modernisation of the 3R type-approval methodology, the circularity strategy and Circularity Vehicle Passport policy options . It complies with the proportionality principle in ensuring that vehicles placed on the market achieve 3R targets and that data is sufficiently available to ATFs. The requirement to adopt a vehicle circularity strategy further complements to the circularity ambition in a proportionate manner proving the coherence with the CEAP and provides the highest potential to encourage high-quality recycling, including the non-recyclable materials. As regards the effectiveness, costs are expected to increase proportionally to the benefits, as PO1C contains a mix of short-term obligations.
该分析揭示了PO1C几乎所有标准的一系列一致性能，包括 3R 型式批准方法的现代化、循环策略和循环车辆护照政策选项 。它符合比例原则，确保投放市场的车辆实现 3R 目标，并且数据可供 ATF 充分使用。采用车辆循环战略的要求以适当的方式进一步补充了循环雄心，证明了与 CEAP 的一致性，并为鼓励高质量回收（包括不可回收材料）提供了最大潜力。就有效性而言，成本预计将与收益成比例增加，因为PO1C包含多种短期义务。
For the recycled content targets for plastics and steel , some contradicting scores are identified: PO2C for recycled content of plastics creates a lower score for proportionality due to lower availability of automotive plastics of sufficient quality related to the closed loop requirement and thus higher costs for recyclates, whereas for PO2A the investment cost in mechanical recycling of plastics are relatively for the volume of plastics at stake. PO2C targets of 30% in 2035 correspond to a demand of recyclates of 872 ktons in 2035 . The target would represent an effective recycling rate of available ELV plastics of 64% which poses a supply – demand imbalance risk. For PO2C for steel, the 15% closed loop element to the target may constrain flexibility in sourcing of higher value scrap and the target level of 30% might be too high in case the demand for long products reduces over time due to electrification of the vehicles. Therefore, PO2B level 25 % recycled content for plastic with the same percentage share of closed-loop and the 20% open -loop recycled content target for steel provide the best-cost-benefit balance, avoids excessive costs and risks of supply shortage, and offers most certainty for manufacturing planning. For these aspects it is considered to be most effective and efficient, without creating an unproportionate burden or competition between the relevant sectors.
对于塑料和钢铁的回收含量目标，确定了一些相互矛盾的分数：塑料回收含量的PO2C在比例方面得分较低，因为与闭环要求相关的足够质量的汽车塑料的可用性较低，因此成本较高对于回收物而言，而对于PO2A来说，塑料机械回收的投资成本相对于所涉及的塑料量而言。 2035 年PO2C 目标为 30%，对应回收材料需求 872 吨 2035 年 。该目标将意味着现有 ELV 塑料的有效回收率为 64%，这会带来供需失衡的风险。对于钢铁用PO2C ，目标的 15% 闭环元素可能会限制采购高价值废料的灵活性，并且如果由于车辆电气化而导致长材产品的需求随着时间的推移而减少，30% 的目标水平可能过高。因此， PO2B闭环比例相同的塑料 25% 回收含量水平和钢材 20% 开环回收含量目标提供了最佳的成本效益平衡，避免了过高的成本和供应短缺的风险，并且为制造规划提供最大的确定性。 对于这些方面，它被认为是最有效和高效的，不会在相关部门之间造成不成比例的负担或竞争。
For quality of treatment , the effectiveness of PO3A is regarded insufficient, whereas the proportionality of PO3C is a concern due to very high removal costs for the more advanced list of components targeted for Annex I of the ELV Directive. While in terms of cost effectiveness, PO3C requires higher costs than PO3A or PO3B, but it also results in the best outcomes in providing high quality secondary materials (steel, aluminium, copper, plastic etc.) subject to the mandatory removal obligations prior-shredding. In return, this option provides the optimum level of potential for the circular use of materials in the automotive sector, including the closed-loop potential. Therefore, it is seen to have the high positive impacts on the EU internal market, competitiveness as well as generating environmental impacts through integrating sustainability aspects. Measures dedicated to support the reuse of spare parts also contribute to higher availability of these parts on the market, benefiting ATFs and indirectly repair shops and consumers. The obligatory dismantling of components will support ELV treatment options higher up waste hierarchy, in particular, effectively contributing to the reuse. As a result, that will have a positive effect on the circular business models, where consumers would benefit from reduced costs for repairs of their vehicles. Measures under the PO3C build a strong coherence with CEAP and the EU climate policy, as the advanced quality targets for PO3C provide savings equivalent to 2.9 million tons of CO2-eq.
对于处理质量 ， PO3A的有效性被认为是不够的，而PO3C的比例性是一个问题，因为针对ELV指令附件I的更先进的成分列表的去除成本非常高。虽然就成本效益而言， PO3C比PO3A或PO3B需要更高的成本，但它也能在提供高质量二次材料（钢、铝、铜、塑料等）方面获得最佳结果，并遵守破碎前的强制去除义务。作为回报，该选项为汽车行业的材料循环利用提供了最佳水平的潜力，包括闭环潜力。因此，它被认为对欧盟内部市场、竞争力以及通过整合可持续性方面产生的环境影响具有高度积极的影响。专门支持备件再利用的措施也有助于提高这些零件在市场上的可用性，使 ATF 以及间接的维修店和消费者受益。强制拆除部件将支持废物等级更高的报废汽车处理方案，特别是有效促进再利用。因此，这将对循环商业模式产生积极影响，消费者将受益于车辆维修成本的降低。 PO3C下的措施与 CEAP 和欧盟气候政策建立了强有力的一致性，因为PO3C的先进质量目标可节省相当于 290 万吨 CO 2-eq的排放量。
PO4D combining the elements of PO4A to PO4C and thus including the roadworthiness requirement upon export is the most effective option, but has a significant impact on specialised car dealers exporting (low quality) used vehicles. Analysing the differences between PO4A, PO4B and PO4C the measures under these policy options are designed to be coherent. A closer look shows that the measures under PO4A, PO4B and PO4C are not sufficient to solve the problem of export of (very) old used vehicles and the problem of "missing vehicles" (a mixture of unregistered extra-EU export and illegal treatment within the EU). PO4D, on the other hand, achieves that, compared to the baseline, more than 2.9 million ELVs are sent to ATFs, which is more than twice as much as the next best PO4C (see Table 8.12, referring to the support study accordingly . Therefore, the option PO4D is considered the most effective as it also has the highest positive impact in terms of streamlining vehicle traceability at the EU internal market, while at the same time efficiently contributing to the fight against illegal treatment and illegal export of ELVs and reducing the EU external pollution footprint.
PO4D 将 PO4A 与 PO4C 的要素结合起来，从而在出口时纳入适航性要求是最有效的选择，但对出口（低质量）二手车的专业汽车经销商有重大影响。分析PO4A、PO4B和PO4C之间的差异，这些政策选项下的措施旨在保持一致。仔细观察就会发现，PO4A、PO4B和PO4C下的措施不足以解决（非常）旧的二手车的出口问题和“失踪车辆”问题（未注册的欧盟外出口和非法处理的混合体）欧盟境内）。另一方面， PO4D实现了与基线相比，超过 290 万个 ELV 被发送到 ATF，这是第二好的PO4C的两倍多 （见表8.12，相应地参考支持研究因此，选项PO4D 被认为是最有效的，因为它在简化欧盟内部市场的车辆可追溯性方面也具有最大的积极影响，同时有效地促进打击报废汽车的非法处理和非法出口，并减少欧盟的外部污染足迹。
For EPR, it is important to note that, if ATFs were subject to additional burdens related to circular economy (PO3) without adequate compensation, this would clearly challenge the legal sector. In consequence the illegal sector (which avoids circular economy obligations, unprofitable to the dismantlers) would be expected to increase. Such a combination (higher burden on ATFs / no compensation for compliance costs) would clearly jeopardize the goal of reducing the number of missing vehicles and worsen the current situation . In this context PO5B is regarded the most effective, coherent and proportional choice in comparison, whereas some elements of PO5C are left as voluntary elements for the Member States, as it gives the discretion for the Member States to establish “deposit return schemes” based on the common EU wide criteria, whereby a lump sum of money is given to the last owner of an ELV upon its delivery to an ATFs. Although PO5A is considered effective, efficient, proportionate and coherent, its impacts are not reaching enough to substantially contribute to achieving the specific objectives, as it is essentially limited to the basic requirement for Member States to establish specific Extended Producer Responsibility (EPR) schemes for vehicles, aligned with the minimum requirements applicable to other sectoral waste streams, as specified in the Waste Framework Directive therefore. PO5B already steps further and introduces additional elements such as modulation of fees and cross-border functionality of EPR, which significantly contributes to better streamlining of the producer responsibility across the EU. Such regulatory option positively affects coherence and the efficiency of measures through ensuring a fair allocation of costs and creating a level playing field between ELV operators across in a proportionate manner.
对于 EPR 而言，值得注意的是，如果 ATF 在没有充分补偿的情况下承受与循环经济（PO3）相关的额外负担，这显然会给法律部门带来挑战。因此，非法部门（逃避循环经济义务，对拆解者来说无利可图）预计将会增加。这种组合（ATF 负担更高/合规成本没有补偿）显然会危及减少失踪车辆数量的目标，并使当前情况恶化 。在这种情况下，相比之下， PO5B被认为是最有效、最一致和最相称的选择，而PO5C的一些要素则作为成员国的自愿要素，因为它给予成员国酌情权来建立 基于欧盟通用标准的“押金返还计划”，即在将 ELV 交付给 ATF 后，向最后的 ELV 所有者一次性支付一笔款项。尽管PO5A被认为是有效、高效、相称和连贯的，但其影响还不足以为实现具体目标做出实质性贡献，因为它本质上仅限于成员国建立具体的生产者延伸责任（EPR）计划的基本要求车辆，符合废物框架指令中规定的适用于其他部门废物流的最低要求。 PO5B已经更进一步，引入了额外的要素，例如费用调整和EPR 的跨境功能，这大大有助于更好地简化整个欧盟的生产者责任。这种监管选择通过确保公平分配成本并以适当的方式在报废汽车运营商之间创造公平的竞争环境，对措施的一致性和效率产生积极影响。
PO6A is assessed as ineffective , whereas there is insufficient information available to substantiate the full-scope extension of PO6C. Therefore, the PO6B is considered as a preferred option which best presents the balance between overall benefits and costs in a most proportionate and coherent manner. Direct positive impacts mostly relate to increased environmental performance at the end-of-life stage, as the additional categories of vehicles will have to be treated in authorized treatment facilities, so minimizing environmental and health related risks, e.g. exhaust gas emissions or leakage of hazardous liquids into environment. These measures will have an additional medium economic burden, i.e., costs for management and authorization of dismantling facilities. This option also includes the information requirements for which economic burden in the form of administrative costs can be expected. However, these aspects are not inflicting the efficiency, effectiveness or proportionality. On the opposite, it is expected to have a positive impact for introducing common minimum requirements for these vehicles and therefore harmonizing different Member States approaches which currently pose a risk to fragmentation of the EU internal market. but benefits are expected from heavy metal restrictions and formalized treatment. Even if the measures considered for “design for circularity” are not implemented for new vehicles in scope in the mid- to long-term, it could be expected that the circularity of “new vehicles in scope” shall increase, as some manufacturers of M1 an N1 vehicles also manufacture other categories of vehicles. These would be expected at least in some cases to apply similar practices to the design of “new vehicles in scope”. In terms of the coherence of the options with overarching objectives of EU policies, PO6A and PO6B contribute to the goals set out in the CEAP, however, PO6B has a more influential effect due to minimum mandatory requirements for the ELV treatment as well as export related measures. PO6C is regarded as disproportionate, it was identified, that measures cause high costs, which are not quantifiable, and bringing unclear benefits which cannot be assessed due to the lack of substantiated data.
PO6A被评估为无效 ，而没有足够的信息来证实PO6C的全面扩展。因此， PO6B被认为是一个首选方案，它能够以最相称和连贯的方式最好地体现总体效益和成本之间的平衡。直接的积极影响主要与报废阶段环境绩效的提高有关，因为额外类别的车辆必须在授权的处理设施中进行处理，从而最大限度地减少与环境和健康相关的风险，例如废气排放或危险物质泄漏液体进入环境。这些措施将带来额外的中等经济负担，即拆除设施的管理和授权成本。该选项还包括预计会产生行政成本形式的经济负担的信息要求。然而，这些方面并不影响效率、有效性或相称性。相反，预计这将对这些车辆引入共同的最低要求产生积极影响，从而协调目前对欧盟内部市场碎片化构成风险的不同成员国的做法。但重金属限制和正规化治疗预计会带来好处。即使中长期内不针对范围内的新车实施“循环性设计”考虑的措施，也可以预期“范围内的新车”的循环性将会增加，因为一些 M1 制造商N1 车辆还生产其他类别的车辆。 至少在某些情况下，预计这些措施将类似的做法应用于“范围内的新车”的设计。就选项与欧盟政策总体目标的一致性而言， PO6A和PO6B有助于CEAP中设定的目标，然而，由于ELV处理的最低强制性要求以及出口相关的规定， PO6B具有更大的影响力措施。 PO6C 据认为，这些措施被认为是不成比例的，因为这些措施会造成高昂的成本，而且成本无法量化，而且带来的效益不明确，由于缺乏证实的数据而无法评估。
8.5.38.5.3 Preferred options
8.5.3 首选选项
Design circular: 设计圆：
PO1C is the preferred option. It anchors the circularity requirements as an important element of the type-approval of new vehicle types. It contains a mix of short term obligations (requirement for vehicle manufacturers to make available detailed and user-friendly dismantling and recycling information, including the use and location of CRMs in vehicles and on the share of recycled content used in new vehicles; follow-up on manufacturers’ obligation to ensure recyclability and re-usability of type-approved vehicles) and actions on a medium term (revision of the methodology to calculate recyclability and re-usability of new vehicles at type-approval stage and the development of an Circularity Vehicle Passport. This provides an ambitious, cost-effective and proportionate package to improve the circularity in the design of vehicles. For the substances in vehicles, the preferred option is to address all new restrictions of substances in vehicles under REACH, the Union’s core chemicals legislation, with the exception of substances in batteries, which would be addressed under the new Batteries Regulation. Existing restrictions on four heavy metals would remain restricted under the Regulation and the remaining active exemptions, currently in Annex II of the ELV Directive, would be reviewed with the support of the European Chemicals Agency (ECHA) under an enhanced assessment regime.
PO1C是首选。它将循环要求作为新车型型式批准的一个重要要素。它包含一系列短期义务（要求汽车制造商提供详细且用户友好的拆解和回收信息，包括车辆中 CRM 的使用和位置以及新车中使用的回收内容的份额；后续行动制造商确保型式核准车辆的可回收性和可再利用性的义务）和中期行动（修订在型式核准阶段计算新车可回收性和可再利用性的方法，并制定循环车辆护照。这提供了一个雄心勃勃、具有成本效益且相称的方案，以提高车辆设计的循环性。对于车辆中的物质，首选方案是解决欧盟核心法规 REACH 中对车辆中物质的所有新限制。化学品立法（电池中的物质除外）将在新的电池法规中得到解决，对四种重金属的现有限制仍将受到该法规的限制，而目前在 ELV 指令附件 II 中的其余有效豁免将受到限制。审查与欧洲化学品管理局 (ECHA) 在强化评估制度下的支持。
Use recycled content:
使用回收内容：
PO2B is the preferred option for plastics with recycled content targets of 25% applicable to newly type approved vehicles by 2030, of which 25% closed-loop. It provides a significant increase to the recycling of plastics from ELVs and lower the carbon footprint linked to the use of plastics in new vehicles. The PO2B level provides the best-cost-benefit balance, avoids excessive costs and risks of supply shortage, and offers most certainty for manufacturing planning.
PO2B是塑料的首选，其回收含量目标为25%，适用于到2030年新型号核准的车辆，其中25%为闭环。它显着增加了报废汽车塑料的回收利用，并降低了与新车使用塑料相关的碳足迹。 PO2B级别提供最佳的成本效益平衡，避免成本过高和供应短缺的风险，并为制造计划提供最大的确定性。
For steel recycled content, all options can provide significant GHG savings and an important ‘pull effect’ to better utilise ELV steel scraps in the future, but to a different degree and in different stages. They complement the ‘push effect’ for increased quality of steel scrap defined under PO3B and enhance cooperation between manufacturers, steel industry and recyclers. The ambition level of PO2A (M10a) takes best into account the need to further address the uncertainty related to the ability of the automotive producers to increase the incorporation of steel scrap, in particular post-consumer scrap, in new electric vehicles . The advantages of PO2B would be that creating a pull to increase scrap utilisation in steel production can achieve faster decarbonisation of production compared to other, more long-term technology conversions and it reduces the need for natural gas, coal and iron-ore in steel production more short-term, provided high quality scraps are made available. However, the uncertainty in setting an appropriate target level directly in the future legislation is too high. This is due to uncertainties about (i) the future share of long products (more likely to be able to include recycled steel) in EVs; (ii) current uptake levels of post-consumer scrap in flat production; (iii) the share of pre-consumer versus post-consumer in current scrap utilisation rates and finally about (iv) the impact of such target on the availability and prices of scrap for other steel-demanding sectors. In that regard, the establishment of a steel recycled content target under PO2B, M10b, presents the risk to define the target level too low with the consequence that it would not form an actual incentive to higher post-consumer scrap uptake levels. PO2C, M10c with the higher target and closed loop percentage may reduce flexibility in the sourcing of post-consumer scrap and is therefore not selected. PO2A, M10a is the preferred option in the case of steel.
对于钢铁回收成分，所有选项都可以提供显着的温室气体减排和重要的“拉动效应”，以在未来更好地利用ELV废钢，但程度不同，阶段不同。它们补充了PO3B定义的提高废钢质量的“推动效应” ，并加强了制造商、钢铁行业和回收商之间的合作。 PO2A (M10a)的雄心水平最好地考虑到以下需要： 进一步解决与汽车生产商在新型电动汽车中增加废钢（特别是消费后废钢）的使用能力相关的不确定性 。 PO2B的优势在于，与其他更长期的技术转换相比，提高钢铁生产中废钢利用率可以实现更快的生产脱碳，并减少钢铁生产中对天然气、煤炭和铁矿石的需求如果提供高质量的废料，则期限更短。然而，在未来的立法中直接设定适当的目标水平的不确定性太大。 这是 由于以下方面的不确定性：(i) 长材产品（更有可能包括再生钢）在电动汽车中的未来份额； (ii) 目前板材生产中消费后废料的吸收水平； (iii) 消费前与消费后在当前废钢利用率中所占的份额，最后是 (iv) 该目标对其他钢铁需求行业的废钢供应和价格的影响。在这方面，在PO2B 、M10b下制定钢铁回收含量目标存在将目标水平定义得太低的风险，其结果是它不会对更高的消费后废钢吸收水平形成实际激励。 PO2C、 M10c 具有较高的目标和闭环百分比，可能会降低消费后废料采购的灵活性，因此不被选择。对于钢， PO2A 、M10a 是首选。
Other recycled content targets for materials like aluminium and other CRMs like magnesium and REE permanent magnet materials cannot yet be substantiated as automotive designs are changing fast and recycling markets are very dynamic with significant progress in sorting technologies. The case of aluminium in inherently more complex with a range of alloy types involved and more complicated economies of scale thresholds when alloy sorting would be implemented. For these materials, the combination of the mandatory recycled content declaration under PO1C and the treatment requirements of PO3B are regarded adequate for the short term, but an empowerment for the Commission to come forward with recycled content targets for additional materials (such as CRMs, and aluminium) is foreseen within five years after the entry into force of the new legislation, if this proves necessary in the future (PO2C, M11).
铝等材料以及镁和稀土永磁材料等其他 CRM 材料的其他回收含量目标尚未得到证实，因为汽车设计正在快速变化，而且回收市场非常活跃，分选技术也取得了重大进展。铝的情况本质上更加复杂，涉及多种合金类型，并且实施合金分类时的规模经济阈值也更加复杂。对于这些材料， PO1C下的强制性回收成分声明和PO3B的处理要求相结合被认为在短期内是足够的，但委员会有权提出其他材料（例如 CRM 和铝）预计在新立法生效后五年内进行，如果将来证明有必要的话（ PO2C ，M11）。
Treat better: PO3B is the preferred option, as it most effectively addresses the complexity of improving recycling quantity and quality for a wide variety of different materials present in ELVs. The GHG savings are higher and the costs are lower for PO3B in comparison to PO3C. The stricter definition of “recycling” and restrictions on landfilling will ensure that residues from shredding are effectively recycled or recovered, rather than backfilled or landfilled. This option also contains specific and cost-effective measures for each of the materials and different types. The removal obligations prior to shredding of PO3B allow for substantial progress to recover and recycle batteries and electric drive motors from EVs and other parts/components containing plastics, precious metals and CRMs, which are associated with the electrification of the fleet and the wide use of electronics in new vehicles (M13a, M13b). To remain technology-neutral, a derogation from this obligation would apply when recyclers provide verifiable evidence that separation leads to recyclates of at least similar high quality as via manual dismantling. The PO3B ban on mixed treatment and mandatory removal and separate recycling of e-drive motors would thrive the permanent magnet recycling value chain and generate new flows of CRMs for further recycling. It is estimated respectively circa 2.4 kton and 4.2 kton of permanent magnet flows to be available in 2035 and 2040 for high quality recycling from future EU ELVs. The separate sorting and recycling of e-drive motors will have a positive impact on innovation and R&D in the EU. The available e-drive motors thanks to this option would thrive research, innovation and the development of new recycling technologies to increase the recovery of SRM, especially CRMs. It would further decrease copper contamination in steel and aluminium scraps from ELVs.
治疗效果更好：PO3B 是首选，因为它 最有效地解决了提高 ELV 中各种不同材料的回收数量和质量的复杂性。与PO3C相比， PO3B的温室气体减排量更高，成本更低。更严格的“回收”定义和垃圾填埋限制将确保破碎残留物得到有效回收或回收，而不是回填或填埋。该选项还包含针对每种材料和不同类型的具体且具有成本效益的措施。粉碎PO3B之前的清除义务使得在电动汽车和其他含有塑料、贵金属和 CRM 的零部件/部件的回收和循环利用电池和电力驱动电机方面取得了实质性进展，这些部件/部件与车队的电气化和广泛使用相关。新车中的电子设备（M13a、M13b）。为了保持技术中立，当回收商提供可验证的证据表明分离导致的回收品至少具有与手动拆卸类似的高质量时，这一义务将适用。 PO3B禁止混合处理以及强制清除和单独回收电力驱动电机，这将繁荣永磁体回收价值链，并产生新的 CRM 流以供进一步回收。据估计，到 2035 年和 2040 年，未来欧盟 ELV 将分别提供约 2.4 吨和 4.2 吨永磁体流量，用于高质量回收。 电驱动电机的单独分类和回收将对欧盟的创新和研发产生积极影响。由于此选项，可用的电驱动电机将促进新回收技术的研究、创新和开发，以提高 SRM（尤其是 CRM）的回收率。它将进一步减少报废汽车中钢和铝废料中的铜污染。
Collect more: The additive combination of PO4A, PO4B and PO4C in the form of PO4D is most effective as it increases collection of ELVs most efficiently. It sets out a range of complementary measures, which is indispensable to address the problem of “missing vehicles”. The traceability of used vehicles and ELVs would be improved through (i) a clearer allocation of responsibility for the issuing and reporting of the certificate of destruction (CoD) among economic operators and competent authorities and (ii) the integration of additional information in national vehicle registration systems and their interoperability between Member States. To address the illegal export of ELVs and reduce export of non-roadworthy vehicles, binding criteria for the distinction between used vehicles and ELVs would be established as well as (M19b) a requirement that the export of used vehicles is only authorised upon verification of the roadworthiness status of the vehicle concerned. (M21). New provisions on enforcement would also help addressing illegal treatment and export of ELVs. The impact of these measures should be significant in terms of bringing additional ELVs for treatment to legal ATFs in the EU.
收集更多： PO4D形式的PO4A 、 PO4B和PO4C的添加剂组合是最有效的，因为它可以最有效地增加 ELV 的收集。 它提出了一系列补充措施，这对于解决“失踪车辆”问题是必不可少的。二手车和报废汽车的可追溯性将通过以下方式得到改善：(i) 经济运营商和主管当局之间更明确地分配销毁证书 (CoD) 的签发和报告责任；(ii) 将附加信息整合到国家车辆中注册系统及其成员国之间的互操作性。为了解决报废汽车的非法出口问题并减少非道路行驶车辆的出口，将制定区分二手车和报废汽车的约束性标准，并要求（M19b）只有在验证了报废汽车的合格证后方可批准出口二手车。有关车辆的适航状况。 （M21）。新的执法规定也将有助于解决报废汽车的非法处理和出口问题。这些措施对于将额外的 ELV 引入欧盟合法 ATF 进行治疗而言应该具有重大影响。
Ensure compliance: PO5B is the preferred option, providing substantial incentives for a better functioning recycling market via the establishment of an obligation for producers to increase collection of ELVs and cover costs of dismantling efforts that cannot be offset by the trade in used parts. This will also help reducing illegal practices . To ensure harmonisation on how fees are calculated across the EU and further create design incentives leading to lower future recycling costs, this option sets out criteria on how EPR fees are to be modulated, such as the weight of the vehicle, the time to dismantle components such as the battery and amount of recycled content. In addition, it sets out a mechanism to ensure that fees by vehicle manufacturers are paid to recyclers, in the case where the vehicle is treated as an ELV in an EU Member State different than the one where it was placed on the market (“cross-border” EPR mechanism).
确保合规性：PO5B是首选，为更好运转的回收市场提供实质性激励 通过规定生产商有义务增加报废车辆的收集，并承担无法通过旧零件贸易抵消的拆解成本。这也将有助于减少非法行为 。为了确保整个欧盟费用计算方式的统一，并进一步制定设计激励措施，从而降低未来的回收成本，该选项规定了如何调整 EPR 费用的标准，例如车辆的重量、拆卸部件的时间例如电池和回收材料的数量。此外，它还制定了一种机制，以确保车辆制造商向回收商支付费用，如果车辆在与投放市场的欧盟成员国不同的欧盟成员国中被视为 ELV（“交叉”） -边界”EPR机制）。
Cover all vehicles: PO6B is selected as the preferred option for the scope extension to L-category vehicles, lorries, buses and trailers, via basic requirements and provision of information on composition of these vehicles as well as a declaration on the presence of substances of concern. The preferred option is a set of basic measures that enable a more ambitious ‘phased-in approach’ in the long term. At the same time, basic environmental protection and minimum recycling quality is ensured via the requirement that lorries and buses (but excluding motorbikes) reaching end-of-life shall only be treated in authorised treatment facilities (ATFs).
覆盖所有车辆：首选PO6B，范围延伸至L类车辆、货车、客车和拖车， 通过基本要求和提供有关这些车辆成分的信息以及有关存在关注物质的声明。首选方案是采取一系列基本措施，从长远来看能够实现更雄心勃勃的“分阶段方法”。同时，通过规定报废的卡车和公共汽车（但不包括摩托车）只能在授权处理设施（ATF）中进行处理，确保了基本的环境保护和最低的回收质量。
8.5.48.5.4 Combined impacts
8.5.4 综合影响
The most attractive cost-benefit ratios (Table 8.39) and the highest environmental and economic gains are realised by increasing collection under PO4C. The collection effects are further amplified by the incentives of PO5B. The ‘EPR amplification’ effect are shown separately in Sections 6.2.4 and 6.3.4. The combined effects are calculated and provided in detail in Annex 8.1.4, 8.2.4 and summarised in Annex 8.5.1 in the Tables 8.33 – 8.38. The results show an additional volume of materials collected of 1.9 million tonnes equalling 6.4 million tonnes of CO2eq in GHG savings against ‘only’ 300 million EUR of net costs. Since the highest ambition level for collection is both attractive, as well as an important basis for the realisation of the other policy options, there is not much choice for alternative combinations other than PO4C and PO5B forming the heart of the preferred option package.
最具吸引力的成本效益比（表 8.39）以及最高的环境和经济收益是通过增加PO4C下的收集来实现的。 通过 PO5B 的激励，收集效果进一步放大。 “EPR 放大”效应分别在第 6.2.4 和 6.3.4 节中显示。附件 8.1.4、8.2.4 中详细计算并提供了综合影响，并在附件 8.5.1 的表 8.33 – 8.38 中进行了总结。结果显示，额外收集的材料量为 190 万吨，相当于温室气体减排 640 万吨 CO 2eq ，而净成本“仅”为 3 亿欧元。由于征收的最高目标水平既具有吸引力，又是实现其他政策选择的重要基础，因此除了构成首选选项包核心的PO4C和PO5B之外，没有太多替代组合的选择。
The synergies between other options are carefully assessed because they are mutually supportive. This is particularly the case for the recycled content options (PO2A for steel and PO2B for plastics) which target the economic deficiencies in the markets for secondary raw materials and strongly complement the mere technical side to realise higher waste treatment quality (PO3B). An alternative choice for the more ambitious PO3C would not significantly improve the required treatment quality of steel fractions (PO2A) nor improve the quantity of plastics recycling (PO2B) and would have a benefit – ratio close to 1 when monetising the environmental gains as demonstrated in Table 14 in the main Staff Working Document. The effects of the highest ambition level of PO1C residing under type-approval are expected to facilitate the long-term achievement by design improvements in all other options and are relatively inexpensive.
其他选项之间的协同效应需要经过仔细评估，因为它们是相互支持的。对于再生成分选项（用于钢铁的PO2A和用于塑料的PO2B ）来说尤其如此，它针对的是二次原材料市场的经济缺陷，并有力地补充了单纯的技术方面，以实现更高的废物处理质量（ PO3B ）。更雄心勃勃的PO3C的替代选择不会显着提高钢碎片 ( PO2A ) 所需的处理质量，也不会提高塑料回收量 ( PO2B )，并且在将环境收益货币化时，效益比接近 1，如主要工作人员工作文件中的表 14。 PO1C型式核准的最高目标水平的影响预计将通过所有其他选项的设计改进来促进长期实现，并且相对便宜。
The elements contained in section 7 of the SWD on the comparison of options provide an assessment of each option and allow to perform calculations for a large number of combinations of options, which could be alternative to the preferred package. This impact assessment report does not provide for the assessment of the impacts of such alternative combinations of options, as it demonstrates that the preferred package is the best able to meet the objectives of this initiative; such additional calculations would not be proportionate and are not required under the Commission better regulation guidelines. However, the information provided in section 7 is sufficiently comprehensive and transparent to allow stakeholders and policy-makers to perform such assessment, for example if they consider than one objective should be given higher importance compared to another one. As explained in the present report, the preferred package of options takes into consideration the interlinkages between problems and options and is based on a careful balance in that respect, so that, from the Commission’s perspective, privileging one objective against another one would jeopardise the overall architecture of the initiative.
《社会福利署》第 7 条中关于选项比较的要素提供了对每个选项的评估，并允许对大量选项组合进行计算，这些选项组合可以替代首选方案。本影响评估报告不提供对此类替代方案组合的影响的评估，因为它表明首选方案最能实现该倡议的目标；这种额外的计算不成比例，并且根据委员会更好的监管指南也没有要求。然而，第 7 节中提供的信息足够全面和透明，足以让利益相关者和政策制定者进行此类评估，例如，如果他们认为一个目标与另一目标相比应给予更高的重要性。正如本报告所解释的，优选的一揽子备选方案考虑到了问题与备选方案之间的相互联系，并以这方面的谨慎平衡为基础，因此，从委员会的角度来看，将一个目标置于另一个目标之上会危及整体目标。该倡议的架构。
The combined impacts of the preferred policy package are presented in Table 8.47 – 8.49. They are respectively calculated for 2030, 2035 and 2040 and compared to the baseline scenario. Compared to the impacts presented per policy option in Section 6, there are significant synergies when applied in combination.
首选政策方案的综合影响如表 8.47 – 8.49 所示。它们分别针对 2030 年、2035 年和 2040 年进行计算，并与基准情景进行比较。与第 6 节中每个政策选项提出的影响相比，组合应用时会产生显着的协同效应。
The total cost for the preferred option ranges from 2.7 billion EUR (2030) to 3.4 billion EUR (2035) to 4.01 billion EUR (2040) against respectively 1.8, 2.3 and 3.0 billion EUR in revenues for 2030, 2035 and 2040. The overall environmental benefits are assessed as an annual reduction of 10.8 (2030), 12.8 (2035) and 14.0 (2040) million tons of CO2-eq, key for the decarbonisation of the automotive industry. The GHG savings represent an additional 2.0, 2.9 and 3.7 billion EUR when monetised for 2030, 2035 and 2040. This is linked notably to a better valorisation of resp. 4.4, 5.4 and 6.2 million tons of materials (plastics, steel, aluminium, copper, CRMs) which would be either recycled at higher quality or re-used, as well as to the fact that 3.8 million additional ELVs (3.2 million for M1,N1) would be collected and treated extra in the EU. 350 tons of rare earth permanent magnet materials would be separately collected for reuse and recycling in 2035 (and 1,500 tons in 2040), which would contribute greatly to the EU efforts for strategic autonomy for CRMs. The cost of the preferred option is estimated to reach 66 EUR per vehicle put on the market in 2035.
首选方案的总成本为 27 亿欧元（2030 年）至 34 亿欧元（2035 年）至 40.1 亿欧元（2040 年），而 2030 年、2035 年和 2040 年的收入分别为 1.8、2.3 和 30 亿欧元。效益评估为每年减少 10.8（2030 年）， 12.8（2035年）和14.0（2040年）百万吨CO 2 -eq ，这是汽车行业脱碳的关键。 到 2030 年、2035 年和 2040 年货币化时，温室气体减排量将分别减少 2.0、2.9 和 37 亿欧元。这与更好的各自价值相关。 4.4、5.4 和 620 万吨材料（塑料、钢、铝、铜、CRM）将被以更高质量回收或再利用，以及380 万辆额外的 ELV （M1、320 万辆） N1)将在欧盟进行额外收集和处理。到2035年，将单独收集350吨稀土永磁材料进行再利用和回收（2040年将达到1500吨），这将极大地促进欧盟在稀土永磁材料战略自主方面的努力。预计 2035 年投放市场的每辆车的首选成本将达到 66 欧元。
The estimated potential levels of compliance cost offsetting to be covered by manufacturers are ranging between 3 and 33 EUR per ELV. While there will be short to medium-term costs for the EU automotive industry, the improved resource efficiency of the preferred option reduces EU energy and raw material dependencies for materials sourced in third countries. It strengthens resilience of automotive supply chains. It will also be ready to successfully embrace the transition to electrification on the basis of a robust and sustainable business model.
制造商预计可抵消的潜在合规成本水平为每 ELV 3 至 33 欧元。虽然欧盟汽车工业将面临中短期成本，但首选方案提高的资源效率减少了欧盟对来自第三国的材料的能源和原材料依赖。它增强了汽车供应链的弹性。它还将准备好在稳健和可持续的商业模式的基础上成功实现向电气化的过渡。
Table 8.47 Total environmental and economic impacts, preferred options, 2030
表 8.47 总体环境和经济影响，首选方案，2030 年
|
|
Environmental impacts 环境影响
(2030, compared to baseline)
（2030 年，与基线相比） |
Preferred 首选
option 选项 |
Economic impacts 经济影响
(2035, vs. baseline, incl. admin burden)
（2035 年，与基线相比，包括管理负担） |
Preferred 首选
option 选项 |
|
PO |
All life-cycle stages (in kton of materials)
所有生命周期阶段（以千吨材料计） |
Design, production (M EUR, - = cost, + =revenue)
设计、生产 （M 欧元， - = 成本， + = 收入） |
|
2 |
Steel recycled content 钢材回收含量 |
+0 |
Manufacturers (incl. admin burden)
制造商（包括管理负担） |
-� 400 - 400欧元 |
|
2 |
Plastics recycled content
塑料回收含量 |
+505 |
Admin burden authorities 行政负担当局 |
-� 23 -23欧元 |
|
3 |
Materials at higher quality (recycling)
更高质量的材料（回收） |
+2,093 |
Collection,recycling (M EUR, - = cost, +=revenue)
收集、回收（百万欧元， -=成本， +=收入） |
|
4 |
Materials recovered (collection + export)
回收材料（收集+出口） |
+1,602 |
Consumers, vehicle owners
消费者、车主 |
-� 137 - 137 欧元 |
|
6 |
Materials recovered (scope extension)
回收的材料（范围扩展） |
+231 |
Car dealers (export requirements)
汽车经销商（出口要求） |
-� 512 -512 欧元 |
|
|
Total materials recycled at HQ (kton)
总部回收材料总量（千吨） |
+4,431 |
ATFs ATF |
� 34 34 欧元 |
|
ELVs collected, treated +reported (M units)
收集、处理+报告的ELV （米单位） |
7.6 |
Shredders/PST operators 碎纸机/PST 操作员 |
-� 115 - 115 欧元 |
|
4,5,6 |
Extra ELVs to ATFs and CoD reported
已报告 ATF 和 CoD 的额外 ELV |
+2.7 |
Recyclers (incl. plastics, steel RC)
回收商（包括塑料、钢材 RC） |
� 270 270 欧元 |
|
4,5,6 |
Non-reported treatment 未报告的治疗 |
-0.3 |
Admin burden treatment 行政负担处理 |
-� 42 - 42 欧元 |
|
4,5,6 |
Export of ELVs/used vehicles
报废汽车/二手车出口 |
-1.8 |
Collection,recycling (M EUR, - =cost, + =revenue)
收集、回收（百万欧元， - =成本， + =收入） |
|
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
|
Total costs (all) 总成本（全部） |
-� 2,714 - 2,714 欧元 |
|
1,2 |
GHG savings production (steel RC)
温室气体减排生产（钢 RC） |
+0 |
Total revenues (all)
总收入（全部） |
� 1,789 1,789 欧元 |
|
2 |
GHG savings production (plastics RC)
温室气体减排生产（塑料 RC） |
+250 |
Total (M EUR, excl CO2 credits)
总计（百万欧元，不包括二氧化碳积分） |
-� 925 - 925 欧元 |
|
3 |
GHG savings recycling (N1,M1)
温室气体减排回收（N1、M1） |
+3,879 |
Total (M EUR, incl CO2 credits)
总计（百万欧元，包括二氧化碳信用额） |
� 1,068 1,068 欧元 |
|
4 |
GHG savings collection + export (N1,M1)
温室气体减排收集+导出（N1，M1） |
+6,164 |
Total (EUR/ vehicle, excl. CO2 credits)*
总计（欧元/车辆，不包括二氧化碳积分） * |
-� 61.57 - 61.57 欧元 |
|
6 |
GHG savings scope extension (L+HDV)
温室气体减排范围扩大（L+HDV） |
+510 |
Total (EUR/ vehicle, incl. CO2 credits)*
总计（欧元/车辆，包括二氧化碳积分） * |
� 71.09 71.09 欧元 |
|
|
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
+10,803 |
Average cost GHG savings (EUR/ton)
平均温室气体节省成本（欧元/吨） |
-� 85.63 - 85.63 欧元 |
* Represents all costs and benefits allocated to all new vehicles, including the scope extension and recurring administrative burden; The net costs per new N1,M1 vehicle, e.g. excluding the scope extension, is 58.69 EUR,
* 代表分配给所有新车的所有成本和收益，包括范围扩展和经常性管理负担；每辆新 N1、M1 车辆的净成本（例如，不包括范围扩展）为 58.69 欧元，
Table 8.48 Total environmental and economic impacts, preferred options, 2035
表 8.48 总体环境和经济影响，首选方案，2035 年
|
|
Environmental impacts 环境影响
(2035, compared to baseline)
（203 5 ，与基线相比） |
Preferred 首选
option 选项 |
Economic impacts 经济影响
(2035, vs. baseline, incl. admin burden)
（2035 年，与基线相比，包括管理负担） |
Preferred 首选
option 选项 |
|
PO |
All life-cycle stages (in kton of materials)
所有生命周期阶段（以千吨材料计） |
Design, production (M EUR, - = cost, + =revenue)
设计、生产 （M 欧元， - = 成本， + = 收入） |
|
2 |
Steel recycled content 钢材回收含量 |
+0 |
Manufacturers (incl. admin burden)
制造商（包括管理负担） |
-430 |
|
2 |
Plastics recycled content
塑料回收含量 |
+713 |
Admin burden authorities 行政负担当局 |
-23 |
|
3 |
Materials at higher quality (recycling)
更高质量的材料（回收） |
+2,322 |
Collection,recycling (M EUR, - = cost, +=revenue)
收集、回收（百万欧元， -=成本， +=收入） |
|
4 |
Materials recovered (collection + export)
回收材料（收集+出口） |
+1,876 |
Consumers, vehicle owners
消费者、车主 |
-153 |
|
6 |
Materials recovered (scope extension)
回收的材料（范围扩展） |
+508 |
Car dealers (export requirements)
汽车经销商（出口要求） |
-574 |
|
|
Total materials recycled at HQ (kton)
总部回收材料总量（千吨） |
+5,420 |
ATFs ATF |
-40 |
|
ELVs collected, treated +reported (M units)
收集、处理+报告的ELV （米单位） |
8.2 |
Shredders/PST operators 碎纸机/PST 操作员 |
-110 |
|
4,5,6 |
Extra ELVs to ATFs and CoD reported
已报告 ATF 和 CoD 的额外 ELV |
+3.8 |
Recyclers (incl. plastics, steel RC)
回收商（包括塑料、钢材 RC） |
+375 |
|
4,5,6 |
Non-reported treatment 未报告的治疗 |
-1.7 |
Admin burden treatment 行政负担处理 |
-42 |
|
4,5,6 |
Export of ELVs/used vehicles
报废汽车/二手车出口 |
-2.1 |
Collection,recycling (M EUR, - =cost, + =revenue)
收集、回收（百万欧元， - =成本， + =收入） |
|
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
|
Total costs (all)
总成本（全部） |
-� 3,417 - 3,417 欧元 |
|
1,2 |
GHG savings production (steel RC)
温室气体减排生产（钢 RC） |
+0 |
Total revenues (all)
总收入（全部） |
� 2,420 2,420 欧元 |
|
2 |
GHG savings production (plastics RC)
温室气体减排生产（塑料 RC） |
+314 |
Total (M EUR, excl CO2 credits)
总计（百万欧元，不包括二氧化碳积分） |
-� 997 - 997 欧元 |
|
3 |
GHG savings recycling (N1,M1)
温室气体减排回收（N1、M1） |
+4,536 |
Total (M EUR, incl CO2 credits)
总计（百万欧元，包括二氧化碳信用额） |
� 1,797 1,797 欧元 |
|
4 |
GHG savings collection + export (N1,M1)
温室气体减排收集+导出（N1，M1） |
+6,350 |
Total (EUR/ vehicle, excl. CO2 credits)*
总计（欧元/车辆，不包括二氧化碳积分） * |
-� 66.34 - 66.34 欧元 |
|
6 |
GHG savings scope extension (L+HDV)
温室气体减排范围扩大（L+HDV） |
+1,120 |
Total (EUR/ vehicle, incl. CO2 credits)*
总计（欧元/车辆，包括二氧化碳积分） * |
� 119.58 119.58 欧元 |
|
|
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
+12,320 |
Average cost GHG savings (EUR/ton)
平均温室气体节省成本（欧元/吨） |
-� 80.91 - 80.91 欧元 |
* Represents all costs and benefits allocated to all new vehicles, including the scope extension and recurring administrative burden; The net costs per new N1,M1 vehicle, e.g. excluding the scope extension, is 65.01 EUR,
* 代表分配给所有新车的所有成本和收益，包括范围扩展和经常性管理负担；每辆新 N1、M1 车辆的净成本（例如，不包括范围扩展）为 65.01 欧元，
Table 8.49 Total environmental and economic impacts, preferred options, 2040
表 8.49 总体环境和经济影响，首选方案，2040 年
|
|
Environmental impacts 环境影响
(2040, compared to baseline)
（20 4 0，与基线相比） |
Preferred 首选
option 选项 |
Economic impacts 经济影响
(2040, vs. baseline, incl. admin burden)
（20 40 ，与基线相比，包括管理负担） |
Preferred 首选
option 选项 |
|
PO |
All life-cycle stages (in kton of materials)
所有生命周期阶段（以千吨材料计） |
Design,production (M EUR, - = cost, + =revenue)
设计、生产 （M 欧元， - = 成本， + = 收入） |
|
2 |
Steel recycled content 钢材回收含量 |
+0 |
Manufacturers (incl. admin burden)
制造商（包括管理负担） |
-� 430 - 430 欧元 |
|
2 |
Plastics recycled content
塑料回收含量 |
+713 |
Admin burden authorities 行政负担当局 |
-� 23 -23欧元 |
|
3 |
Materials at higher quality (recycling)
更高质量的材料（回收） |
+2,769 |
Collection,recycling (M EUR, - = cost, +=revenue)
收集、回收（百万欧元， -=成本， +=收入） |
|
4 |
Materials recovered (collection + export)
回收材料（收集+出口） |
+2,055 |
Consumers, vehicle owners
消费者、车主 |
-� 137 - 137 欧元 |
|
6 |
Materials recovered (scope extension)
回收的材料（范围扩展） |
+672 |
Car dealers (export requirements)
汽车经销商（出口要求） |
-� 606 - 606 欧元 |
|
|
Total materials recycled at HQ (kton)
总部回收材料总量（千吨） |
+6,209 |
ATFs ATF |
-� 61 - 61 欧元 |
|
ELVs collected, treated +reported (M units)
收集、处理+报告的ELV （米单位） |
8.9 |
Shredders/PST operators 碎纸机/PST 操作员 |
-� 311 - 311 欧元 |
|
4,5,6 |
Extra ELVs to ATFs and CoD reported
已报告 ATF 和 CoD 的额外 ELV |
+4.6 |
Recyclers (incl. plastics, steel RC)
回收商（包括塑料、钢材 RC） |
� 585 585 欧元 |
|
4,5,6 |
Non-reported treatment 未报告的治疗 |
-0.7 |
Admin burden treatment 行政负担处理 |
-� 42 - 42 欧元 |
|
4,5,6 |
Export of ELVs/used vehicles
报废汽车/二手车出口 |
-2.3 |
Collection,recycling (M EUR, - =cost, + =revenue)
收集、回收（百万欧元， - =成本， + =收入） |
|
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
|
Total costs (all) 总成本（全部） |
-� 4,047 - 4,047 欧元 |
|
1,2 |
GHG savings production (steel RC)
温室气体减排生产（钢 RC） |
+0 |
Total revenues (all)
总收入（全部） |
� 3,022 3,022 欧元 |
|
2 |
GHG savings production (plastics RC)
温室气体减排生产（塑料 RC） |
+314 |
Total (M EUR, excl CO2 credits)
总计（百万欧元，不包括二氧化碳积分） |
-� 1,025 - 1,025 欧元 |
|
3 |
GHG savings recycling (N1,M1)
温室气体减排回收（N1、M1） |
+5,742 |
Total (M EUR, incl CO2 credits)
总计（百万欧元，包括二氧化碳信用额） |
� 2,731 2,731 欧元 |
|
4 |
GHG savings collection + export (N1,M1)
温室气体减排收集+导出（N1，M1） |
+6,164 |
Total (EUR/ vehicle, excl. CO2 credits)*
总计（欧元/车辆，不包括二氧化碳积分） * |
-� 68.23 - 68.23 欧元 |
|
6 |
GHG savings scope extension (L+HDV)
温室气体减排范围扩大（L+HDV） |
+1,742 |
Total (EUR/ vehicle, incl. CO2 credits)*
总计（欧元/车辆，包括二氧化碳积分） * |
� 181.74 181.74 欧元 |
|
|
GHG savings (ktons of CO2-eq)
温室气体减排量（千吨二氧化碳当量） |
+13,962 |
Average cost GHG savings (EUR/ton)
平均温室气体节省成本（欧元/吨） |
-� 73.43 - 73.43 欧元 |
* Represents all costs and benefits allocated to all new vehicles, including the scope extension and recurring administrative burden; The net costs per new N1,M1 vehicle, e.g. excluding the scope extension, is 66.90 EUR
* 代表分配给所有新车的所有成本和收益，包括范围扩展和经常性管理负担；每辆新 N1、M1 车辆的净成本（例如，不包括范围扩展）为 66.90 欧元
Table 8.50 Detailed cost per vehicle (all categories), per new vehicle and per ELV (for M1,N1 only in last column), 2030
表 8.50 2030 年每辆车（所有类别）、每辆新车和每辆 ELV（仅适用于最后一栏的 M1、N1）的详细成本
|
Economic impacts 经济影响
(2030, compared to baseline,
（2030 年，与基线相比，
incl. admin burden) 包括。管理负担） |
Policy Options A 政策选择A |
Policy Options B 政策选择B |
Policy Options C 政策选择C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined + EPR) （综合+EPR） |
Preferred (N1,M1*)
首选 (N1,M1*) |
|
Design + production (EUR/new vehicle, - =cost, + =revenue)
设计+制作 （欧元/新车， - =成本， + =收入） |
(values in addition to baseline)
（除基线之外的值） |
Per new vehicle (N1,M1)
每辆新车 (N1,M1) |
|
N1,M1 vehicles POM (M units)
N1、M1车辆POM （M单位） |
|
|
|
|
15.02 |
15.02 |
|
L3e-L7e vehicles POM (M units)
L3e-L7e 车辆 POM （M 单位） |
|
|
|
|
1.82 |
|
|
N2,N3,M2,M3,O POM (M units)
N2,N3,M2,M3,O POM （M 单位） |
|
|
|
|
0.37 |
|
|
Manufacturers (plastics RC)
制造商（塑料 RC） |
-�7.87 -7.87欧元 |
-�21.05 -21.05欧元 |
-�29.86 -29.86欧元 |
-�21.05 -21.05欧元 |
-�21.05 -21.05欧元 |
-�24.12 -24.12欧元 |
|
Manufacturers (steel RC)
制造商（钢RC） |
|
|
|
|
|
|
|
Manufacturers (admin. burden)
制造商（管理负担） |
-�1.84 -1.84欧元 |
-�2.08 -2.08欧元 |
-�2.18 -2.18欧元 |
-�2.18 -2.18欧元 |
-�2.18 -2.18欧元 |
-�2.49 -2.49欧元 |
|
Admin burden authorities 行政负担当局 |
-�0.23 -0.23欧元 |
-�1.30 -1.30欧元 |
-�1.33 -1.33欧元 |
-�1.33 -1.33欧元 |
-�1.33 -1.33欧元 |
-�1.50 -1.50 欧元 |
|
Collection + recycling (EUR/ELV, - =cost, + =revenue)
收集+回收 （欧元/ELV， - =成本， + =收入） |
(values in addition to baseline)
（除基线之外的值） |
Per ELV (N1,M1)
每 ELV (N1,M1) |
|
ELVs treated (N1,M1; M units)
处理的 ELV （N1、M1；M 单位） |
9.35 |
9.59 |
10.09 |
10.59 |
11.08 |
11.08 |
|
ELVs treated (L3e-L7e; M units)
处理的 ELV （L3e-L7e；M 单位） |
0.00 |
0.26 |
0.26 |
0.26 |
0.26 |
|
|
ELVs treated (HDV, in M units)
处理的 ELV （HDV，以 M 为单位） |
0.09 |
0.11 |
0.11 |
0.11 |
0.11 |
|
|
Consumers 消费者 |
�- 欧元- |
-�0.29 -0.29欧元 |
-�13.08 -13.08欧元 |
-�12.49 -12.49欧元 |
-�11.95 -11.95欧元 |
-�12.35 -12.35欧元 |
|
Exporters 出口商 |
-�1.55 -1.55欧元 |
-�12.79 -12.79欧元 |
-�28.78 -28.78欧元 |
-�33.16 -33.16欧元 |
-�44.72 -44.72欧元 |
-�41.64 -41.64欧元 |
|
ATFs - costs ATF - 成本 |
-�6.80 -6.80欧元 |
-�25.22 -25.22欧元 |
-�21.74 -21.74欧元 |
-�22.94 -22.94欧元 |
-�27.03 -27.03欧元 |
-�26.28 -26.28欧元 |
|
ATFs - revenues recycling
ATF - 收入回收 |
�3.56 3.56 欧元 |
�14.05 14.05 欧元 |
�15.54 15.54 欧元 |
�29.77 29.77 欧元 |
�30.04 |
�29.32 29.32 欧元 |
|
Shredders/PST operators - costs
碎纸机/PST 运营商 - 成本 |
-�31.16 -31.16欧元 |
-�75.84 -75.84欧元 |
-�55.15 -55.15欧元 |
-�68.97 -68.97欧元 |
-�82.47 -82.47欧元 |
-�85.23 -85.23欧元 |
|
Shredders/PST operators - revenues
碎纸机/PST 运营商 - 收入 |
�20.66 20.66 欧元 |
�65.03 |
�43.40 |
�60.41 60.41 欧元 |
�72.45 72.45 欧元 |
�74.87 74.87 欧元 |
|
Recyclers - costs (incl plastics RC)
回收商 - 成本（包括塑料 RC） |
-�19.63 -19.63欧元 |
-�33.07 -33.07欧元 |
-�40.69 -40.69欧元 |
-�29.05 -29.05欧元 |
-�21.96 -21.96欧元 |
-�16.74 -16.74欧元 |
|
Recyclers - revenues (incl plastics RC)
回收商 - 收入（包括塑料 RC） |
�14.01 14.01 欧元 |
�58.60 58.60 欧元 |
�65.65 65.65 欧元 |
�51.31 51.31 欧元 |
�43.12 |
�32.87 32.87 欧元 |
|
Admin burden treatment 行政负担处理 |
-�3.86 -3.86欧元 |
-�4.24 -4.24欧元 |
-�4.05 -4.05欧元 |
-�3.85 -3.85欧元 |
-�3.69 -3.69 欧元 |
-�2.87 -2.87欧元 |
|
All life-cycle stages (EUR/new vehicle, - =cost, + =revenue)
所有生命周期阶段 （欧元/新车， - =成本， + =收入） |
(values in addition to baseline)
（除基线之外的值） |
|
|
Total costs (all)
总成本（全部） |
-�72.94 -72.94欧元 |
-�175.89 -175.89欧元 |
-�196.86 -196.86欧元 |
-�195.03 -195.03欧元 |
-�216.39 -216.39欧元 |
-�213.23 -213.23欧元 |
|
Total revenues (all)
总收入（全部） |
�38.23 38.23 欧元 |
�137.69 137.69 欧元 |
�124.58 124.58 欧元 |
�141.49 141.49 欧元 |
�145.61 145.61 欧元 |
�137.06 |
|
Total per vehicle POM 每辆车 POM 总量
(excl CO2 credits) （不包括二氧化碳积分） |
-�26.87 -26.87欧元 |
-�35.99 -35.99 欧元 |
-�63.63 -63.63欧元 |
-�47.44 -47.44欧元 |
-�61.57 -61.57欧元 |
-�58.69 -58.69欧元 |
|
Total per vehicle POM 每辆车 POM 总量
(incl. CO2 credits) （包括二氧化碳积分） |
-�8.07 -8.07欧元 |
�28.97 28.97 欧元 |
�7.73 7.73 欧元 |
�59.77 59.77 欧元 |
�71.09 |
�73.97 73.97 欧元 |
* excludes all scope extension related costs
* 不包括所有范围扩展相关费用
Table 8.51 Detailed cost per vehicle (all categories), per new vehicle and per ELV (for M1,N1 only in last column), 2035
表 8.51 每辆车（所有类别）、每辆新车和每辆 ELV（仅最后一栏的 M1、N1）的详细成本，2035 年
|
Economic impacts 经济影响
(2030, compared to baseline,
（2030 年，与基线相比，
incl. admin burden) 包括。管理负担） |
Policy Options A 政策选择A |
Policy Options B 政策选择B |
Policy Options C 政策选择C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined + EPR) （综合+EPR） |
Preferred (M1,N1*)
首选 (M1,N1*) |
|
Design + production (EUR/new vehicle, - =cost, + =revenue)
设计+制作 （欧元/新车， - =成本， + =收入） |
(values in addition to baseline)
（除基线之外的值） |
Per new vehicle (N1,M1)
每辆新车 (N1,M1) |
|
N1,M1 vehicles POM (M units)
N1、M1车辆POM （M单位） |
|
|
|
|
15.02 |
15.02 |
|
L3e-L7e vehicles POM (M units)
L3e-L7e 车辆 POM （M 单位） |
|
|
|
|
1.91 |
|
|
N2,N3,M2,M3,O POM (M units)
N2,N3,M2,M3,O POM （M 单位） |
|
|
|
|
0.37 |
|
|
Manufacturers (plastics RC)
制造商（塑料 RC） |
-�11.86 -11.86欧元 |
-�22.67 -22.67欧元 |
-�42.67 -42.67欧元 |
-�22.67 -22.67欧元 |
-�22.67 -22.67欧元 |
-�26.11 -26.11欧元 |
|
Manufacturers (steel RC)
制造商（钢RC） |
|
-�1.92 -1.92欧元 |
-�4.62 -4.62欧元 |
|
|
|
|
Manufacturers (admin. burden)
制造商（管理负担） |
-�1.83 -1.83欧元 |
-�2.07 -2.07欧元 |
-�2.17 -2.17欧元 |
-�2.17 -2.17欧元 |
-�2.17 -2.17欧元 |
-�2.49 -2.49欧元 |
|
Admin burden authorities 行政负担当局 |
-�0.23 -0.23欧元 |
-�1.29 -1.29欧元 |
-�1.32 -1.32欧元 |
-�1.32 -1.32欧元 |
-�1.32 -1.32欧元 |
-�1.50 -1.50 欧元 |
|
Collection + recycling (EUR/ELV, - =cost, + =revenue)
收集+回收 （欧元/ELV， - =成本， + =收入） |
(values in addition to baseline)
（除基线之外的值） |
Per ELV (M1,N1)
每 ELV (M1,N1) |
|
ELVs treated (N1,M1; M units)
处理的 ELV （N1、M1；M 单位） |
9.74 |
10.12 |
10.70 |
11.34 |
11.73 |
11.73 |
|
ELVs treated (L3e-L7e; M units)
处理的 ELV （L3e-L7e；M 单位） |
0.00 |
0.29 |
0.29 |
0.29 |
0.29 |
|
|
ELVs treated (HDV, in M units)
处理的 ELV （HDV，以 M 为单位） |
0.10 |
0.13 |
0.15 |
0.13 |
0.13 |
|
|
Consumers 消费者 |
�- 欧元- |
-�0.28 -0.28欧元 |
-�12.29 -12.29欧元 |
-�12.32 -12.32欧元 |
-�12.63 -12.63欧元 |
-�13.09 -13.09欧元 |
|
Exporters 出口商 |
-�2.71 -2.71欧元 |
-�16.48 -16.48欧元 |
-�33.23 -33.23欧元 |
-�39.47 -39.47 欧元 |
-�47.21 -47.21欧元 |
-�44.59 -44.59欧元 |
|
ATFs - costs ATF - 成本 |
-�17.57 -17.57欧元 |
-�42.76 -42.76欧元 |
-�40.72 -40.72欧元 |
-�38.32 -38.32欧元 |
-�43.67 -43.67欧元 |
-�41.91 -41.91欧元 |
|
ATFs - revenues recycling
ATF - 收入回收 |
�5.94 5.94 欧元 |
�21.26 21.26 欧元 |
�22.51 22.51 欧元 |
�38.30 38.30 欧元 |
�40.38 40.38 欧元 |
�38.25 38.25 欧元 |
|
Shredders/PST operators - costs
碎纸机/PST 运营商 - 成本 |
-�35.29 -35.29欧元 |
-�95.01 -95.01欧元 |
-�62.49 -62.49欧元 |
-�84.81 -84.81欧元 |
-�101.01 -101.01欧元 |
-�104.67 -104.67欧元 |
|
Shredders/PST operators - revenues
碎纸机/PST 运营商 - 收入 |
�31.63 31.63 欧元 |
�89.31 89.31 欧元 |
�65.49 65.49 欧元 |
�78.66 78.66 欧元 |
�92.00 |
�95.33 95.33 欧元 |
|
Recyclers - costs (incl plastics RC)
回收商 - 成本（包括塑料 RC） |
-�26.65 -26.65欧元 |
-�44.78 -44.78欧元 |
-�58.35 -58.35欧元 |
-�37.27 -37.27欧元 |
-�29.05 -29.05欧元 |
-�23.50 -23.50欧元 |
|
Recyclers - revenues (incl plastics RC)
回收商 - 收入（包括塑料 RC） |
�29.00 |
�75.18 75.18 欧元 |
�87.23 87.23 欧元 |
�64.49 64.49 欧元 |
�49.51 49.51 欧元 |
�40.05 40.05 欧元 |
|
Admin burden treatment 行政负担处理 |
-�3.70 -3.70 欧元 |
-�4.01 -4.01欧元 |
-�3.80 -3.80欧元 |
-�3.59 -3.59 欧元 |
-�3.48 -3.48欧元 |
-�2.71 -2.71欧元 |
|
All life-cycle stages (EUR/new vehicle, - =cost, + =revenue)
所有生命周期阶段 （欧元/新车， - =成本， + =收入） |
(values in addition to baseline)
（除基线之外的值） |
|
|
Total costs (all)
总成本（全部） |
-�99.83 -99.83欧元 |
-�231.26 -231.26欧元 |
-�261.68 -261.68欧元 |
-�241.95 -241.95欧元 |
-�263.21 -263.21欧元 |
-�260.57 -260.57欧元 |
|
Total revenues (all)
总收入（全部） |
�66.57 66.57 欧元 |
�185.74 185.74 欧元 |
�175.23 |
�181.45 181.45 欧元 |
�181.89 181.89 欧元 |
�173.62 173.62 欧元 |
|
Total per vehicle POM 每辆车 POM 总量
(excl CO2 credits) （不包括二氧化碳积分） |
-�28.64 -28.64欧元 |
-�42.14 -42.14欧元 |
-�81.62 -81.62欧元 |
-�54.61 -54.61欧元 |
-�66.34 -66.34欧元 |
-�65.01 -65.01欧元 |
|
Total per vehicle POM 每辆车 POM 总量
(incl. CO2 credits) （包括二氧化碳积分） |
-�1.16 -1.16欧元 |
�66.82 66.82 欧元 |
�37.32 37.32 欧元 |
�101.43 101.43 欧元 |
�119.58 119.58 欧元 |
�120.91 120.91 欧元 |
* excludes all scope extension related costs
* 不包括所有范围扩展相关费用
Table 8.52 Detailed cost per vehicle (all categories), per new vehicle and per ELV (for M1,N1 only in last column), 2040
表 8.52 2040 年每辆车（所有类别）、每辆新车和每辆 ELV（仅适用于最后一栏的 M1、N1）的详细成本
|
Economic impacts 经济影响
(2040, compared to baseline,
（2040 年，与基线相比，
incl. admin burden) 包括。管理负担） |
Policy Options A 政策选择A |
Policy Options B 政策选择B |
Policy Options C 政策选择C |
Preferred (individually)
优选（个人） |
Preferred 首选
(combined + EPR) （综合+EPR） |
Preferred (M1,N1*)
首选 (M1,N1*) |
|
Design + production (EUR/new vehicle, - =cost, + =revenue)
设计+制作 （欧元/新车， - =成本， + =收入） |
(values in addition to baseline)
（除基线之外的值） |
Per new vehicle (M1,N1)
每辆新车 (M1,N1) |
|
N1,M1 vehicles POM (M units)
N1、M1车辆POM （M单位） |
|
|
|
|
15.02 |
15.02 |
|
L3e-L7e vehicles POM (M units)
L3e-L7e 车辆 POM （M 单位） |
|
|
|
|
2.01 |
|
|
N2,N3,M2,M3,O POM (M units)
N2,N3,M2,M3,O POM （M 单位） |
|
|
|
|
0.38 |
|
|
Manufacturers (plastics RC)
制造商（塑料 RC） |
-�11.79 -11.79 欧元 |
-�22.54 -22.54欧元 |
-�42.43 -42.43欧元 |
-�22.54 -22.54欧元 |
-�22.54 -22.54欧元 |
-�26.11 -26.11欧元 |
|
Manufacturers (steel RC)
制造商（钢RC） |
|
-�3.77 -3.77 欧元 |
-�9.05 -9.05欧元 |
|
|
|
|
Manufacturers (admin. burden)
制造商（管理负担） |
-�1.82 -1.82欧元 |
-�2.05 -2.05欧元 |
-�2.16 -2.16欧元 |
-�2.16 -2.16欧元 |
-�2.16 -2.16欧元 |
-�2.49 -2.49欧元 |
|
Admin burden authorities 行政负担当局 |
-�0.23 -0.23欧元 |
-�1.29 -1.29欧元 |
-�1.32 -1.32欧元 |
-�1.31 -1.31欧元 |
-�1.31 -1.31欧元 |
-�1.50 -1.50 欧元 |
|
Collection + recycling (EUR/ELV, - =cost, + =revenue)
收集+回收 （欧元/ELV， - =成本， + =收入） |
(values in addition to baseline)
（除基线之外的值） |
Per ELV (N1,M1)
每 ELV (N1,M1) |
|
ELVs treated (N1,M1; M units)
处理的 ELV （N1、M1；M 单位） |
10.56 |
11.05 |
11.74 |
12.29 |
12.64 |
12.64 |
|
ELVs treated (L3e-L7e; M units)
处理的 ELV （L3e-L7e；M 单位） |
0.00 |
0.31 |
0.31 |
0.31 |
0.31 |
|
|
ELVs treated (HDV, in M units)
处理的 ELV （HDV，以 M 为单位） |
0.10 |
0.17 |
0.17 |
0.17 |
0.17 |
|
|
Consumers 消费者 |
�- 欧元- |
-�0.25 -0.25欧元 |
-�11.20 -11.20欧元 |
-�10.72 -10.72欧元 |
-�10.44 -10.44欧元 |
-�10.83 -10.83欧元 |
|
Exporters 出口商 |
-�5.00 -5.00 欧元 |
-�19.90 -19.90 欧元 |
-�37.88 -37.88欧元 |
-�40.34 -40.34欧元 |
-�46.24 -46.24欧元 |
-�43.96 -43.96欧元 |
|
ATFs - costs ATF - 成本 |
-�27.56 -27.56欧元 |
-�50.44 -50.44欧元 |
-�52.34 -52.34欧元 |
-�45.54 -45.54欧元 |
-�51.38 -51.38欧元 |
-�50.21 -50.21欧元 |
|
ATFs - revenues recycling
ATF - 收入回收 |
�11.32 11.32 欧元 |
�25.92 25.92 欧元 |
�25.61 25.61 欧元 |
�43.62 43.62 欧元 |
�46.71 46.71 欧元 |
�45.14 |
|
Shredders/PST operators - costs
碎纸机/PST 运营商 - 成本 |
-�46.05 -46.05欧元 |
-�129.65 -129.65欧元 |
-�88.06 -88.06欧元 |
-�116.54 -116.54欧元 |
-�132.77 -132.77欧元 |
-�137.77 -137.77 欧元 |
|
Shredders/PST operators - revenues
碎纸机/PST 运营商 - 收入 |
�59.46 59.46 欧元 |
�112.64 112.64 欧元 |
�92.72 92.72 欧元 |
�97.93 97.93 欧元 |
�109.08 109.08 欧元 |
�113.18 113.18 欧元 |
|
Recyclers - costs (incl plastics RC)
回收商 - 成本（包括塑料 RC） |
-�26.21 -26.21欧元 |
-�38.81 -38.81欧元 |
-�59.16 -59.16欧元 |
-�29.87 -29.87欧元 |
-�21.65 -21.65欧元 |
-�18.89 -18.89欧元 |
|
Recyclers - revenues (incl plastics RC)
回收商 - 收入（包括塑料 RC） |
�37.47 37.47 欧元 |
�86.41 86.41 欧元 |
�95.36 95.36 欧元 |
�71.54 71.54 欧元 |
�45.88 45.88 欧元 |
�40.05 40.05 欧元 |
|
Admin burden treatment 行政负担处理 |
-�3.42 -3.42欧元 |
-�3.66 -3.66欧元 |
-�3.47 -3.47欧元 |
-�3.31 -3.31欧元 |
-�3.22 -3.22欧元 |
-�2.52 -2.52欧元 |
|
All life-cycle stages (EUR/new vehicle, - =cost, + =revenue)
所有生命周期阶段 （欧元/新车， - =成本， + =收入） |
(values in addition to baseline)
（除基线之外的值） |
|
|
Total costs (all)
总成本（全部） |
-�122.07 -122.07欧元 |
-�272.36 -272.36欧元 |
-�307.08 -307.08欧元 |
-�272.34 -272.34欧元 |
-�291.71 -291.71欧元 |
-�294.29 -294.29欧元 |
|
Total revenues (all)
总收入（全部） |
�108.25 108.25 欧元 |
�224.97 224.97 欧元 |
�213.69 213.69 欧元 |
�213.09 |
�201.67 201.67 欧元 |
�198.37 198.37 欧元 |
|
Total per vehicle POM 每辆车 POM 总量
(excl CO2 credits) （不包括二氧化碳积分） |
-�16.01 -16.01欧元 |
-�46.02 -46.02欧元 |
-�91.70 -91.70 欧元 |
-�55.31 -55.31欧元 |
-�68.23 -68.23欧元 |
-�66.90 -66.90 欧元 |
|
Total per vehicle POM 每辆车 POM 总量
(incl. CO2 credits) （包括二氧化碳积分） |
�23.70 23.70 欧元 |
�120.15 120.15 欧元 |
�73.59 73.59 欧元 |
�156.50 156.50 欧元 |
�181.74 181.74 欧元 |
�183.07 |
* excludes all scope extension related costs
* 不包括所有范围扩展相关费用
8.6. Feasibility and implementation
8.6。可行性与实施
The choice for a Regulation is the most efficient choice in delivering economic, environmental and social improvements and allow for a coherent approach targeting both the design and end-of-life stages allows the transition to a low-carbon society and the retention of component and material value for a more circular economy. It supports improved harmonisation for both automotive manufacturers as well as recyclers operating in the single market. Key elements to ensure technical, economic and legislative feasibility are listed as follows:
法规的选择是实现经济、环境和社会改善的最有效选择，并允许针对设计和报废阶段采取一致的方法，允许向低碳社会过渡并保留组件和更加循环经济的物质价值。它支持改善汽车制造商和在单一市场运营的回收商的协调。确保技术、经济和立法可行性的关键要素如下：
·3R type-approval: The modernised requirements related to the 3R type approval procedures follow similar procedures as currently in place. It may require a change in international agreements being the ISO 22628: 2002 standard and UN ECE Regulation No. 133. Both would have to be updated by for instance removing the battery from the recyclability assessment to avoid overlapping measures and double counting of recyclability achievements of embedded EV batteries. For the digital Circularity Vehicle Passport, the Commission would be tasked to develop the technical criteria for minimum information to be provided to end-users, treatment operators and competent authorities to ensure consistency with other similar initiatives like the ESPR framework and the Euro 7 Regulation.
3R 型式核准：与 3R 型式核准程序相关的现代化要求遵循与现行程序类似的程序。可能需要更改 ISO 22628:2002标准和联合国欧洲经济委员会第 133 号法规等国际协议。两者都必须进行更新，例如将电池从可回收性评估中删除，以避免重叠措施和重复计算可回收性成果。嵌入式电动汽车电池。对于数字循环车辆护照，委员会将负责制定向最终用户、治疗运营商和主管当局提供最少信息的技术标准，以确保与 ESPR 框架和 Euro 7 法规等其他类似举措的一致性。
·Recycled plastics content: The chosen target levels are technically feasible but do require immediate investments to timely ramp up production. Key to successful implementation will be appropriate monitoring and verification of the plastic volumes involved and the shares of post- and pre-consumer plus the closed loop contribution. For plastics and steel, it is recommended to include a review clause in order to adapt the recycled content target levels around 2030 given uncertainty in market dynamics related to varying automotive steel grades and the timing of ongoing capital-intensive conversions to e.g. EAF-DRI technologies on the supply side.
再生塑料含量：所选的目标水平在技术上是可行的，但确实需要立即投资才能及时提高产量。成功实施的关键是对所涉及的塑料量、消费后和消费前的份额以及闭环贡献进行适当的监测和验证。对于塑料和钢铁，鉴于市场动态的不确定性，建议纳入审查条款，以便在 2030 年左右调整回收含量目标水平。 汽车钢种以及供应方正在进行的资本密集型转换（例如 EAF-DRI 技术）的时机。
·For recycling, the preferred option requires investment in treatment capacity and quality to reduce backfilling of ASR fractions and contribute to higher quality of treatment across the EU. The ban on mixed treatment is technically feasible. Despite reduced flexibility in matching available ELV volumes to treatment capacity, in the long term the improved quality will become more economically attractive. The Commission should be entitled to update the list of parts/components concerned via secondary legislation. A review clause for these targets 8 years after entry into force of the new rules would also be introduced.
对于回收，首选方案需要对处理能力和质量进行投资，以减少 ASR 碎片的回填，并有助于提高整个欧盟的处理质量。禁止混合处理在技术上是可行的。尽管将可用 ELV 量与处理能力相匹配的灵活性降低，但从长远来看，质量的提高将变得更具经济吸引力。委员会应有权通过二级立法更新相关零部件清单。新规则生效8年后，还将引入对这些目标的审查条款。
·For collection, the implementation largely dependents on the revision of the roadworthiness package and related registration document specifications with few additional fields to be added. DG MOVE considers this measure as part of the impact assessment for the legislative proposal on a new roadworthiness package. To support enforcement, information on the roadworthiness status of a vehicle is to be made available to customs authorities through the single window system and close cooperation with DG TAXUD on the matter. In support, reporting obligations by Member States are extended to the number vehicles registered, de-registered, treated as ELVs and shipped outside the Member State of registration (complementing Commission Decision 2005/293/EC).
对于收集来说，实施很大程度上取决于适航包和相关登记文件规范的修订，几乎没有添加额外的字段。 DG MOVE 认为这项措施是新道路适用性一揽子立法提案影响评估的一部分。为了支持执法，有关车辆适航状态的信息将通过单一窗口系统向海关当局提供，并与 DG TAXUD 就此事密切合作。作为支持，成员国的报告义务扩展到注册、注销、视为 ELV 以及在注册成员国之外运输的车辆数量（补充委员会决定 2005/293/EC）。
·To ensure unambiguous financial allocations and proper governance levels, the harmonisation of the ELV requirements across Member States is indispensable. To allow for different approaches at the same time dependent on the Member State market conditions and size, this obligation can be met by car manufacturers individually (Individual Producer Responsibility) or collectively (through Producers Responsibility Organisations). A particular point of attention is to implement the “Polluter pays principle” in such a manner that there is sufficient coverage of costs of compliance for the existing and new requirements for legal operators to avoid giving a further advantage to informal or illegal practices (see Annex 8.1.5 and 8.2.5).
为了确保明确的财政分配和适当的治理水平，各成员国统一 ELV 要求是必不可少的。为了根据成员国的市场条件和规模同时采取不同的方法，汽车制造商可以单独（个人生产者责任）或集体（通过生产者责任组织）履行这一义务。需要特别注意的是，实施“污染者付费原则”时，应确保合法经营者能够充分承担现有和新要求的合规成本，以避免为非正规或非法行为提供进一步的优势（见附件）。 8.1.5 和 8.2.5）。
·Scope: Due to a general lack of information on the collection and treatment for the extended scope, a phased-in approach is deemed inevitable whereby the Commission provides an assessment of the possibility to fully include L-category vehicles, lorries and buses in the scope of the new legislation, if necessary, accompanied by a legislative proposal, 8 years after entry into force of the new legislation.
范围：由于普遍缺乏有关扩大范围的收集和处理的信息，分阶段的方法被认为是不可避免的，委员会将评估将 L 类车辆、卡车和公共汽车完全纳入范围的可能性新立法生效8年后，如有必要，请附上立法提案。
An overview of implementation timelines is presented in below Table 8.53.
实施时间表概述如下表 8.53 所示。
Table 8.53 Implementation timelines of key requirements
表 8.53 关键要求的实施时间表
|
EIF 增强型IF
Option 选项 |
EIF/+1 yr EIF/+1 年 |
+3 yrs +3岁 |
+ 5yrs + 5 年 |
+7 yrs or later +7岁或以后 |
|
PO1 – Design Circular PO1 – 设计通告 |
Alignment with type-approval framework (M1); restrictions of substances alignment with the Battery Regulation M5).
与型式核准框架 (M1) 保持一致；物质限制符合电池法规 M5）。 |
Calculation methodology for type-approval (M2), Provision of dismantling information (M3); Haz. substance declaration (M4a); Vehicle circularity strategy (M6);
型式认证的计算方法（M2），提供拆解信息（M3）；危险。物质声明（M4a）；车辆循环策略（M6）；
|
Recycled content declaration under 3R type-approval (M4b,c); design for dismantling (M7).
3R 型式认证 (M4b,c) 下的回收成分声明；拆卸设计（M7）。 |
Digital Vehicle Passport (M8); Hybrid restriction approach > 7 yrs (M5c)
数字车辆护照（M8）；混合限制方法 > 7 年 (M5c) |
|
PO2 Use recycled content PO2 使用回收内容 |
Definitions of recycled content (M9b)
回收成分的定义 (M9b) |
Adoption of calculation and verification rules for recycled content, review of target levels for plastics (M9b), feasibility studies for steel RC targets (M10a) and for aluminium/ CRMs (M11)
采用回收含量的计算和验证规则，审查塑料目标水平 (M9b)，钢 RC 目标 (M10a) 和铝/ CRM (M11) 的可行性研究 |
Target applicable to plastics (M9b). Adoption of calculation and verification rules for recycled content for steel (M10a) and possibly aluminium and CRMs (M11)
适用于塑料（M9b）的目标。采用钢 (M10a) 以及可能的铝和 CRM (M11) 回收含量的计算和验证规则 |
Recycled content target applicable to steel (M10a)
适用于钢材（M10a）的回收含量目标
Recycled content applicable to aluminium and CRMs (M11)
适用于铝和 CRM 的回收成分 (M11) |
|
PO3 Treat Better PO3 治疗效果更好 |
|
Alignment of definitions with sectoral legislation (M12)
定义与部门立法的一致性 (M12)
Mandatory removal list (M13ab); Market support for the use of spare parts (M14b); Treatment targets for CRMs (M15b); Landfill ban ASR + ban mixed treatment (M16ab);
强制移除清单（M13ab）；备件使用的市场支持（M14b）； CRM 的治疗目标 (M15b)；垃圾填埋场禁止ASR+禁止混合处理（M16ab）；
|
30% recycling target for plastic (M15b);
塑料回收目标为 30% (M15b)； |
Review of target levels for recycling and removal lists (M13b,M15b)
审查回收和清除清单的目标水平（M13b、M15b） |
|
PO4 Collect More PO4 收集更多 |
Definition of minimum requirements for sector inspections (M19a); Clearer definition of ELVs (M19b);
定义部门检查的最低要求（M19a）； ELV 的更清晰定义 (M19b)； |
Reporting of established sanctions (M17b); Obligations for dismantlers /recyclers to report CoDs (M18); VIN be made available to customs authorities (M19c);
报告既定制裁（M17b）；拆解商/回收商有义务报告 CoD（M18）；向海关当局提供 VIN (M19c)； |
Interoperability between vehicle registries (M20); Export requirement based on roadworthiness status(M21).
车辆登记处之间的互操作性（M20）；基于适航状态的出口要求（M21）。 |
|
|
PO5 EPR |
|
EPR schemes established at national level (M22); Reporting on the PRO tasks achieved (M23); Cross-border EPR mechanism (M25);
国家层面制定的 EPR 计划（M22）；报告所实现的 PRO 任务（M23）；跨境EPR机制（M25）；
|
Harmonised EPR fee modulation (M24)
统一 EPR 费用调整 (M24) |
|
|
PO6 Cover more vehicles PO6 覆盖更多车辆 |
|
|
Information to dismantlers and recyclers (M28); Mandatory ATF treatment Reporting obligation, CoD, VIN (M30), minimum EPR requirements for additional vehicles (M31); Study on regulatory extension of scope (M32)
给拆解者和回收者的信息（M28）；强制性 ATF 处理报告义务、CoD、VIN (M30)、额外车辆的最低 EPR 要求 (M31)；监管范围扩大研究（M32） |
Review on the regulatory extension of scope to new vehicles (M32)
关于将监管范围扩大到新车的审查（M32） |
Annex 9: Chemicals in Vehicles
附件 9：车辆中的化学品
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8
9
9.1Introduction and baseline
简介和基线
A large variety of chemicals, some of them classified as hazardous, are used in vehicles to provide different functionalities to coatings, alloys, electrical and electronic components, lubricants, hydraulic fluids and rubber, plastic, composite and textile elements used in their different parts. Depending on their nature, use and location in the vehicle such hazardous substances can potentially pose a risk during vehicle manufacture and its subsequent service life and will remain once the vehicle reaches its end-of-life.
车辆中使用了多种化学品，其中一些被归类为危险化学品，为不同部件中使用的涂料、合金、电气和电子元件、润滑剂、液压油以及橡胶、塑料、复合材料和纺织元件提供不同的功能。根据其性质、用途和在车辆中的位置，这些有害物质可能会在车辆制造及其随后的使用寿命期间构成潜在风险，并且一旦车辆达到其使用寿命，这些有害物质就会继续存在。
The presence of such substances in materials that result from the disassembly, shredding and subsequent processing of the different vehicle fractions can pose a risk to the operators involved in the recycling operations and, if they remain embedded in the recovered materials (e.g. recovered alloys, plastic, etc) may make them unsuitable for their use as secondary raw materials. This is due to risks in their subsequent processing and use and as a consequence of commercial and reputational risks that may make them unattractive to the market due to quality and legal constraints brought about by the presence of these substances.
不同车辆部件的拆卸、粉碎和后续加工产生的材料中存在此类物质，可能会对参与回收操作的操作员构成风险，并且如果它们仍然嵌入回收的材料（例如回收的合金、塑料）中，可能会给参与回收操作的操作员带来风险。等）可能使它们不适合用作二次原材料。这是由于其后续加工和使用中的风险以及商业和声誉风险的结果，这些风险可能会由于这些物质的存在带来的质量和法律限制而使其对市场失去吸引力。
The presence of hazardous substances, especially of substances of concern , in vehicles and in the materials subsequently recovered from them, can hinder the circularity of materials in vehicles, reducing their uptake into the economy and can potentially be a risk to human health and the environment during their whole life-cycle. In turn this can have clear consequences in terms of adverse human and environmental health effects (due to exposure / releases of substances) and reduce the amounts of materials recovered from vehicles, thereby putting greater stress on primary resources, requiring additional waste disposal capacities and increasing the overall amount of greenhouse gas emissions typically associated to the use of primary materials which have to be used if recycled materials cannot.
车辆中以及随后从车辆中回收的材料中存在有害物质，尤其是受关注物质 207，可能会车辆中材料的循环利用，减少其在经济中的吸收，并可能对人类健康和整个生命周期中的环境。反过来，这可能会对人类和环境健康产生不利影响（由于物质的暴露/释放），并减少从车辆中回收的材料数量，从而对主要资源造成更大的压力，需要额外的废物处理能力并增加通常与使用初级材料相关的温室气体排放总量，如果无法回收材料，则必须使用初级材料。
Examples of the presence of hazardous substances in vehicles and vehicle components, especially of substances of concern, have been documented, including:
车辆和车辆部件中存在有害物质（尤其是受关注物质）的例子已被记录，包括：
·phthalate plasticisers and antimony trioxide as a flame retardant in PVC synthetic leather, used massively in the interiors of cars (seats, door and instrument panels, sun visors, etc).
邻苯二甲酸酯增塑剂和三氧化锑作为 PVC 合成革的阻燃剂，大量用于汽车内饰（座椅、门和仪表板、遮阳板等）。
·platinum compounds in catalytic converters .
催化转化器中的铂化合物 。
·Polybrominated diphenylethers (PBDEs) listed as persistent organic pollutants under the Stockholm Convention in plastics and foams found in ELVs.
多溴二苯醚 (PBDE) 根据《斯德哥尔摩公约》，报废汽车中的塑料和泡沫中含有被列为持久性有机污染物的物质。
·Metallic and other inorganic substances that can be released in the form of fine particles as wear debris from brake linings .
金属和其他无机物质可以以细颗粒的形式作为磨损碎片从制动衬片释放。
·Heavy metals such as copper, zinc, lead, cadmium and nickel in automotive shredder residue (ASR).
汽车粉碎残渣 (ASR) 中的重金属例如铜、锌、铅、镉和镍。
·Volatile Organic Compounds (VOCs) in interior materials of vehicles . VOCs such as decane, xylene, toluene, styrene and others have been detected in the indoor air of new vehicles as a result of their presence in hard plastics, elastomers, rubber, natural or synthetic leather, fabrics and fibres vehicles.
车辆内饰材料中的挥发性有机化合物 (VOC) .由于硬塑料、弹性体、橡胶、天然或合成皮革、织物和纤维车辆中存在挥发性有机化合物，例如癸烷、二甲苯、甲苯、苯乙烯等，因此在新车的室内空气中检测到了这些挥发性有机化合物。
It is therefore necessary to have a better understanding about the presence of hazardous substances in vehicles and in components of vehicles and to better address the risks they may pose to human health and to the environment. In order to achieve this, and to further develop and provide legal clarity to the general minimisation provisions in Article 4(1)(a) of the current Directive, changes to the Directive would be required to:
因此，有必要更好地了解车辆和车辆部件中有害物质的存在，并更好地解决它们可能对人类健康和环境造成的风险。为了实现这一目标，并进一步制定现行指令第 4(1)(a) 条中的一般最小化规定并提供法律明确性，需要对该指令进行修改：
·Update the definition of the term “hazardous substance” in Article 2(11) so as align it to that in Regulation (EC) No 1272/2008 (the CLP Regulation);
更新第 2(11) 条中“有害物质”一词的定义，使其与第 1272/2008 号法规 (EC)（CLP 法规）中的定义保持一致；
·Introduce a reference to the term “substance of concern” as defined in Article 2(28) of the Commission proposal for the Ecodesign for Sustainable Products Regulation (ESPR) as these hazardous substances are given particular priority under the chemicals strategy for sustainability and the ESPR;
引入委员会可持续产品生态设计法规 (ESPR) 提案第 2(28) 条中定义的术语“关注物质”，因为这些有害物质在化学品可持续发展战略和ESPR；
·Expand the scope of the Directive to cover the impacts of substances in vehicles also to adverse effects on human health (and not only on the environment) and to ensure their full life cycle is considered, not focusing primary only on end-of-life and waste management stages
扩大指令范围，涵盖车辆中物质的影响以及对人类健康（而不仅仅是环境）的不利影响，并确保考虑其整个生命周期，而不仅仅是主要关注报废和废物管理阶段
·Define and provide the means to restrict the presence of substances in vehicles, beyond the four substances already regulated, including, if appropriate, substances which, for reasons other than their chemical risks, negatively affect the re-use and recycling of materials in the product in which they are present. At the same time, for legal certainty and continuity reasons, the existing four restrictions should remain and the existing exemptions to these be maintained and reviewed, as appropriate.
定义并提供限制车辆中存在的物质的方法，除了已经规定的四种物质之外，包括（如果适用）由于化学风险以外的原因对车辆中材料的再使用和回收产生负面影响的物质它们所在的产品。同时，出于法律确定性和连续性的原因，现有的四项限制应保留，并酌情维持和审查现有的豁免。
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9.1
9.1.19.1.1 Purpose of the measure
9.1.1 该措施的目的
This measure complements the generic minimisation provision in Article 4(1) of the current Directive, which states that “In order to promote the prevention of waste Member States shall encourage, in particular: (a) vehicle manufacturers, in liaison with material and equipment manufacturers, to limit the use of hazardous substances in vehicles and to reduce them as far as possible from the conception of the vehicle onwards, so as in particular to prevent their release into the environment, make recycling easier, and avoid the need to dispose of hazardous waste”.
该措施补充了现行指令第 4(1) 条中的通用最小化规定，其中规定“为了促进废物的预防，成员国应特别鼓励： (a) 车辆制造商与材料和设备保持联系制造商应限制车辆中有害物质的使用，并从车辆诞生之日起就尽可能减少有害物质的使用，特别是防止其释放到环境中，使回收更容易，并避免需要处置危险废物”。
Following further analysis and prioritisation of information about such substances present in vehicles, this measure provides a specific mechanism to impose restrictions on the placing on the market and use of specific hazardous substances, in particular substances of concern, in vehicles and parts of vehicles. These restrictions should address risks to human health and to the environment resulting from the presence of specific substances in vehicles and their parts. They could be envisaged to range from complete bans to specific limitations (e.g. of use in certain parts or materials in vehicles) or to define risk management measures (addressing containment of substances, limiting emissions, setting maximum concentration limit values, etc).
在对车辆中存在的此类物质的信息进行进一步分析和优先排序后，该措施提供了一种具体机制，以限制车辆和车辆部件中特定危险物质（特别是受关注物质）的投放市场和使用。这些限制应解决因车辆及其零部件中存在特定物质而对人类健康和环境造成的风险。可以设想这些措施的范围从完全禁止到具体限制（例如在车辆的某些零件或材料中使用）或定义风险管理措施（解决物质遏制、限制排放、设定最大浓度限值等）。
Baseline 基线
The current baseline is defined, on one hand by the existing restriction on certain substances under the ELV Directive and on the other, by restrictions imposed on the use of substances under other legal instruments. More specifically:
目前的基准一方面是根据 ELV 指令对某些物质的现有限制确定的，另一方面是根据其他法律文书对物质的使用施加的限制确定的。更具体地说：
9.1.29.1.2 Under ELV: Restrictions of substances under the ELV Regulation
9.1.2 在 ELV 下： ELV 法规中的物质限制
·Article 4(b) of the ELV Directive requires Member States to ensure that four substances (lead, cadmium, mercury and hexavalent chromium) are not present in materials and components of vehicles placed on the market after 1 July 2003 other than in cases listed in Annex II under the conditions specified therein.
ELV 指令第 4(b) 条要求成员国确保 2003 年 7 月 1 日后投放市场的车辆的材料和部件中不存在四种物质（铅、镉、汞和六价铬），但第 4 条中列出的情况除外。附件二规定的条件下。
·Exemptions can be added to Annex II in cases where the use of one of these substances is not avoidable (and can be removed when it becomes avoidable (Article 4(2)(b)(ii – iii)). Annex II of the Directive currently contains 42 exemptions to the prohibition on the four substances. Of these, four exemptions for lead are still “active”, with set review dates in 2024 and 2025 [2(c)(ii), 3, 8(e) and 8(g)(ii)]. In addition, there are three specific exemptions relevant to batteries in vehicles [5(a), 5(b) (lead) and 16 cadmium]. Exception 5(b) which refers to lead in batteries used in 12 V applications and in 24 V applications in special purpose vehicles has to be reviewed in 2025.
如果无法避免使用其中一种物质，则可以在附件 II 中添加豁免（并且当可以避免时可以将其删除（第 4(2)(b)(ii – iii) 条）。指令附件 II目前包含对这四种物质的42 项禁令豁免，其中铅的4 项豁免仍然“有效” ，审查日期为 2024 年和 2025 年 [2(c)(ii), 3, 8(e) 和 8(g)(ii)] 此外，还有与车辆电池相关的三项特定豁免[ 5(a)、5(b)（铅）和 16 镉]。 ）指的是专用车辆中 12 V 应用和 24 V 应用中使用的电池中的铅，必须在 2025 年进行审查。
·All other exceptions in Annex II are “inactive” in the sense that they do not have a review date. They deal with exceptions which allow the use of the substance in spare parts for vehicles and in vehicles that where type-approved before a certain date (already elapsed).
附件二中的所有其他例外都是“无效的”，因为它们没有审查日期。它们涉及允许在车辆备件和在特定日期（已过）之前获得型式批准的车辆中使用该物质的例外情况。
·In addition, the current chapeau of Annex II provides an additional general exemption for the four substances in vehicles which reads: “a maximum concentration value up to 0,1 % by weight in homogeneous material for lead, hexavalent chromium and mercury and up to 0,01 % by weight in homogeneous material for cadmium shall be tolerated”.
此外，附件二当前的起首部分还为车辆中的四种物质提供了额外的一般豁免 ，内容如下：“均质材料中铅、六价铬和汞的最大浓度值按重量计最高可达 0.1%，均质材料中镉的重量含量为 0.01% 是可以容忍的”。
·It should be noted that the prohibition on the four substances and their exemptions in Annex II apply to vehicles in scope of the ELV Directive, that is, any vehicle designated as category M1 or N1 defined in Annex IIA to Directive 70/156/EEC, and three-wheel motor vehicles as defined in Directive 92/61/EEC, but excluding motor tricycles. Other vehicles such as lorries and motorcycles are not in the scope of the current Directive.
应当指出的是，附件二中对这四种物质的禁止及其豁免适用于ELV指令范围内的车辆，即70/156/EEC指令附件IIA中定义的指定为M1或N1类的任何车辆，指令 92/61/EEC 中定义的三轮机动车辆，但不包括机动三轮车。卡车和摩托车等其他车辆不在当前指令的范围内。
9.1.39.1.3 Under REACH (or as applicable under the POPs Regulation )
9.1.3 根据 REACH（或根据 POPs 法规适用）
Title VIII of REACH contains the restriction provisions defined under the Union’s umbrella chemicals legislation. Restrictions provide a legal instrument to prohibit or limit the manufacture, placing on the market or use of substances on their own, in mixtures or in articles (including vehicles and their parts). Restrictions adopted under REACH are listed in Annex XVII to the Regulation, which lists specific substances or groups of substances and where the text of each entry defines the specific scope and conditions of the restriction and any applicable exemptions.
REACH 第八章包含欧盟伞式化学品立法中定义的限制条款。限制提供了禁止或限制物质本身、混合物或物品（包括车辆及其零部件）的制造、投放市场或使用的法律文书。 REACH 法规的附件 XVII 列出了 REACH 所采用的限制，其中列出了特定物质或物质组，其中每个条目的文本定义了限制的具体范围和条件以及任何适用的豁免。
Article 68(1) of REACH envisages the amendment of Annex XVII of REACH when there is an unacceptable risk to human health or the environment, arising from the manufacture, use or placing on the market of a substance, which needs to be addressed on a Union-wide basis. Articles 69 – 73 of REACH define a procedure according to which, starting from a restriction dossier prepared by a Member State, or by the European Chemicals Agency (ECHA) at the request of the Commission, the Agency assesses and issues an opinion to the Commission on the content and merits of the restriction proposed. If the requirements for a restriction are fulfilled, Article 73 requires the Commission to prepare an amendment of Annex XVII, which is decided upon via the regulatory procedure with scrutiny (comitology).
REACH 第 68(1) 条设想，当某种物质的制造、使用或投放市场对人类健康或环境造成不可接受的风险时，需要对 REACH 附件 XVII 进行修订。联盟范围内的基础。 REACH 第 69 – 73 条定义了一个程序，根据该程序，该机构从成员国或欧洲化学品管理局 (ECHA) 应委员会的要求准备的限制档案开始进行评估并向委员会发表意见拟议限制的内容和优点。如果满足限制要求，第 73 条要求委员会准备附件 XVII 的修正案，并通过监管程序和审查（ comitology ）做出决定。
REACH establishes no limitation on the possibility to restrict substances in vehicles. Vehicles or the use of substances in vehicles or components of vehicles is not listed among the exclusions from the scope of REACH defined in its article 2(1). Similarly, Article 67(2) of REACH only exempts from the scope of the restriction title the use of substances in cosmetic products, as far as it concerns risks to human health. Annex XVII to REACH already contains some restrictions on substances of relevance to vehicles:
REACH 对限制车辆中物质的可能性没有限制。车辆或车辆或车辆部件中物质的使用未列入 REACH 第 2(1) 条规定的排除范围内。同样，REACH 第 67(2) 条仅将化妆品中物质的使用排除在限制标题范围之外，因为它涉及对人类健康的风险。 REACH 附件 XVII 已包含对与车辆相关的物质的一些限制：
·Polycyclic-aromatic hydrocarbons (PAH) in tyres (entry 50)
轮胎中的多环芳烃 (PAH)（条目 50）
·Phthalates (DEHP, DBP, BBP, DIBP) in a concentration equal to or greater than 0,1 % by weight of plasticised material in articles (entry 51). There is an exception for motor vehicles within the scope of Directive 2007/46/EC, placed on the market before 7 January 2024, or articles, whenever placed on the market, for use exclusively in the maintenance or repair of those vehicles, where the vehicles cannot function as intended without those articles.
邻苯二甲酸盐（DEHP、DBP、BBP、DIBP）的浓度等于或大于制品中塑化材料重量的 0.1%（条目 51）。对于 2024 年 1 月 7 日之前投放市场的 2007/46/EC 指令范围内的机动车辆，或无论何时投放市场，专门用于这些车辆的维护或修理的物品，有一个例外，其中如果没有这些物品，车辆就无法按预期运行。
·Decabromodiphenyl ether (decaBDE) (entry 67, now repealed) which banned the use and placing on the market of this substance on its own, in mixtures or in articles at a concentration above 0.1%. The restriction contained an exception that allowed the use of DecaBDE for the production of spare parts for motor vehicles as well as for agricultural and forestry vehicles. Following the listing under the Stockholm Convention of decaBDE this restriction was subsequently removed from REACH and introduced in Annex I to Regulation (EU) 2019/1021 (the POPs Regulation), specifying a limit of 500 mg/kg for the sum of listed PBDEs in articles with an exception to allow its use in the manufacture of spare parts for motor vehicles within the scope of Directive 2007/46/EC produced before 15 July 2019, either until 2036 or the end of service life of those motor vehicles, whichever date comes earlier.
十溴二苯醚 (decaBDE)（第 67 条，现已废除）禁止在市场上使用该物质单独、混合物或浓度超过 0.1% 的物品。该限制包含一项例外情况，允许使用十溴二苯醚生产机动车辆以及农林车辆的备件。十溴二苯醚列入《斯德哥尔摩公约》后，这一限制随后从 REACH 中删除，并引入到法规 (EU) 2019/1021（持久性有机污染物法规）附件一中，规定了 2019/1021 法规中所列多溴二苯醚总量的限值为 500 毫克/千克。 2019 年 7 月 15 日之前生产的 2007/46/EC 指令范围内允许其用于制造机动车辆备件的例外物品，直到 2036 年或这些机动车辆的使用寿命结束，以较早的日期为准。
·Formaldehyde: a proposal for a restriction on formaldehyde and formaldehyde-releasing substances has been developed under REACH to limit these substances in certain articles, covering road vehicles if the concentration of formaldehyde in the interior of those vehicles exceeds a certain limit value in air. It is envisaged that the restriction will be adopted in the first half of 2023.
甲醛：根据 REACH 制定了一项限制甲醛和甲醛释放物质的提案，以限制某些物品中的这些物质，包括道路车辆，如果这些车辆内部的甲醛浓度超过空气中的某个限值。预计该限制将于 2023 年上半年实施。
·Additionally, Article 68(2) of REACH provides for a simplified restriction procedure for substances on their own, in a mixture or in an article which meet the criteria for classification in certain hazard classes (carcinogenicity, germ cell mutagenicity or reproductive toxicity, category 1A or 1B), if they could be used by consumers. In such cases a restriction to consumer use can be proposed by the Commission and Annex XVII can be amended by comitology, without the need to follow the process defined in Articles 69 to 73 (i.e. without the intervention of ECHA). Such a procedure has to date been used, for example, to restrict the presence of a large group of substances in clothing and related accessories, other textiles and footwear .
此外，REACH 第 68(2) 条规定了对符合某些危险类别（致癌性、生殖细胞致突变性或生殖毒性，1A 类）分类标准的物质本身、混合物或物品中的简化限制程序或 1B)，如果它们可以被消费者使用。在这种情况下，委员会可以提出对消费者使用的限制，并且附件十七可以通过comitology进行修改，而无需遵循第69至73条中定义的流程（即没有ECHA的干预）。迄今为止，这样的程序已被用于例如限制衣服和相关配件、其他纺织品和鞋类中大量物质的存在。
·Title VII of REACH provides another instrument to address the risks posed by chemicals by imposing specific authorisation requirements. More specifically, to ensure that risks from substances of very high concern (SVHCs) are properly controlled and that these substances are progressively replaced by suitable alternative substances or technologies where economically and technically viable. Under this instrument, all manufacturers, importers and downstream users applying for authorisations must analyse the availability of alternatives and consider their risks as well as the technical and economic feasibility of substitution.
REACH 第七章提供了另一种工具，通过施加特定的授权要求来解决化学品带来的风险。更具体地说，确保高度关注物质（SVHC）的风险得到适当控制，并在经济和技术上可行的情况下逐步用合适的替代物质或技术取代这些物质。根据该文书，所有申请授权的制造商、进口商和下游用户必须分析替代品的可用性，并考虑其风险以及替代品的技术和经济可行性。
·A manufacturer, importer or downstream user cannot place a substance on the market for a use, or use it himself, if that substance is included in Annex XIV, unless the use(s) of that substance on its own or in a mixture or the incorporation of the substance into an article, for which the substance is placed on the market or for which he uses the substance himself, has been authorised. A number of substances relevant to vehicles, in particular specific chromium VI compounds such as chromium trioxide, are listed in Annex XIV and have resulted in applications for authorisation, for instance, for uses in chromium plating of vehicle components or for use of chromium VI in the cooling circuits of portable refrigerators for use in vehicles.
如果该物质包含在附件 XIV 中，则制造商、进口商或下游用户不能将该物质投放市场供使用，也不能自行使用，除非该物质单独使用或以混合物形式使用，或者已授权将该物质掺入到已投放市场或自己使用该物质的物品中。附件 XIV 中列出了许多与车辆相关的物质，特别是特定的六价铬化合物，例如三氧化铬，并已提出授权申请，例如用于车辆部件的镀铬或在汽车零部件中使用六价铬。车辆用便携式冰箱的冷却回路。
·It should be noted that the REACH Regulation is currently under revision and that it is envisaged that specific aspects of the functioning of the restriction and the authorisation processes may be subject to some changes.
应该指出的是，REACH 法规目前正在修订中，预计限制功能和授权流程的具体方面可能会发生一些变化。
9.1.49.1.4 Under the Batteries Regulation
9.1.4 根据电池法规
(as per political agreement on the Commission’s proposal achieved on 9 December 2022).
（根据 2022 年 12 月 9 日就委员会提案达成的政治协议）。
·On 10 December 2020 the Commission adopted a proposal on a Regulation on Batteries and Waste Batteries and repealing the previous Directive 2006/66/EC on batteries. A political agreement was reached on the proposal on 9 December 2022. It is envisaged that the new Regulation on Batteries will be adopted in the first half of 2023.
2020 年 12 月 10 日，委员会通过了一项关于电池和废电池法规的提案，并废除之前的电池指令 2006/66/EC。 2022 年 12 月 9 日就该提案达成了政治协议。预计新的电池法规将于 2023 年上半年通过。
·Under the new Regulation, specifically its Articles 6 and 71, a procedure is introduced to restrict substances in batteries when there is an unacceptable risk to human health or the environment, arising from the use of a substance in the manufacture of batteries, or from the presence of a substance in the batteries when they are placed on the market, or during their subsequent life cycle stages, including during repurposing or during the treatment of waste batteries, that is not adequately controlled and needs to be addressed on a Union-wide basis.
根据新法规，特别是第 6 条和第 71 条，当电池制造过程中使用的物质或电池制造过程中使用的某种物质对人类健康或环境造成不可接受的风险时，将引入一项程序来限制电池中的物质。当电池投放市场时，或在其随后的生命周期阶段，包括在重新利用或处理废电池期间，电池中存在某种物质，这种物质没有得到充分控制，需要在全联盟范围内解决。
·Under this upcoming regulation, which is lex specialis for substances in batteries, these can be restricted following a process which mimics that defined under REACH, with the support of the European Chemicals Agency (ECHA) and subsequently enacted via delegated acts under the Batteries Regulation. This is relevant to the current restrictions on lead and cadmium under the ELV Directive and particularly to its exceptions for use of lead and cadmium in batteries in vehicles.
根据这项即将出台的针对电池中物质的特别法法规，这些物质可以在欧洲化学品管理局 (ECHA) 的支持下，按照模仿 REACH 定义的流程进行限制，并随后根据电池法规通过授权法案颁布。这与现行 ELV 指令对铅和镉的限制有关，特别是与车辆电池中使用铅和镉的例外情况有关。
·The current provisionally agreed text of the draft Regulation on Batteries states, in its recital 15 that “Batteries used in vehicles which benefit from an exemption under Annex II to Directive 2000/53/EC of the European Parliament and of the Council should be excluded from the prohibition to contain cadmium”. In addition, Annex I of the draft regulation specifies that “Portable batteries, whether or not incorporated into appliances, light means of transport or vehicles, shall not contain more than 0,002% of cadmium (expressed as cadmium metal) by weight”.
目前暂时商定的电池法规草案文本在其序言 15 中指出，“根据欧洲议会和理事会指令 2000/53/EC 附件二受益的车辆中使用的电池应排除在外”。禁止含有镉”。此外，法规草案附件一规定，“便携式电池，无论是否安装在电器、轻型交通工具或车辆中，镉含量（以镉金属表示）按重量计不得超过0.002% ”。
9.1.59.1.5 Objectives
9.1.5 目标
The three measures analysed below intend to address the problems caused by the presence of hazardous substances, especially those that qualify as substances of concern, in vehicles and their component parts. The objectives are to:
下面分析的三项措施旨在解决因车辆及其零部件中存在有害物质（特别是那些符合关注物质的物质）而引起的问题。目标是：
·Eliminate or minimise the risks to human health and the environment, throughout the whole life cycle of vehicles and components of vehicles, brought about by hazardous substances, especially substances of concern, and;
在车辆和车辆部件的整个生命周期中消除或尽量减少有害物质（尤其是受关注物质）对人类健康和环境造成的风险；
·Ensure that recycled materials obtained from treatment of end-of-life vehicles are to the greatest extent possible free of toxic substances, safe and fit-for-purpose, thereby increasing the trust of producers and of consumers in secondary materials obtained from them, reducing the use of primary materials, and;
确保从报废车辆处理中获得的回收材料最大程度地不含有毒物质、安全且适合用途，从而提高生产者和消费者对从中获得的二次材料的信任，减少主要材料的使用；
·Define an efficient, cost effective, evidence-based and reliable mechanism to assess the merits of introducing restrictions on the use or the presence of substances in vehicles or components of vehicles and to make such restrictions become law. In addition, the mechanism defined should allow amending existing restrictions on four substances and their exceptions, as appropriate, as well as any restrictions of new substances and their possible exemption.
制定一个高效、具有成本效益、基于证据和可靠的机制，以评估对车辆或车辆部件中物质的使用或存在进行限制的优点，并使此类限制成为法律。此外，所定义的机制应允许酌情修改对四种物质的现有限制及其例外情况，以及对新物质的任何限制及其可能的豁免。
9.2Assessment of measure 5a – Restrictions of substances under the ELV Regulation
评估措施 5a – ELV 法规中的物质限制
9.2
9.2.19.2.1 Description of the measure
9.2.1 措施说明
This measure provides a mechanism for restricting substances used in vehicles and components of vehicles, relying on an assessment by the relevant committees of the European Chemicals Agency (ECHA) of restriction dossiers prepared by ECHA at the request of the Commission, or by Member States on their own initiative. The process would be run under enhanced provisions in the ELV Regulation and any restrictions on new substances would be enacted via delegated acts under this regulation, based on opinions submitted by ECHA to the Commission. The main features of the measure are:
该措施提供了一种限制车辆和车辆部件中使用的物质的机制，依赖于欧洲化学品管理局 (ECHA) 相关委员会对 ECHA 应委员会要求或成员国准备的限制档案进行的评估他们自己主动。该流程将在 ELV 法规的强化条款下运行，对新物质的任何限制都将根据 ECHA 向委员会提交的意见，通过该法规下的授权法案来实施。该措施的主要特点是：
·Limitations on all vehicle-relevant chemicals remain in ELV .
ELV 中保留了对所有车辆相关化学品的限制。
·A mechanism is defined under ELV to introduce new restrictions for substances, via delegated acts, which would be listed in a new Annex to the Regulation, with the support of ECHA and subject to dedicated resource allocation (i.e. similar approach to that in the Batteries Regulation).
ELV 下定义了一种机制，通过授权行为引入新的物质限制，该机制将在 ECHA 的支持下列于新的法规附件中，并受专门资源分配的约束（即与电池法规中的方法类似） ）。
·The objectives and scope in Articles 1 and 4 are changed to cover impacts on human health and the environment across the full life cycle of vehicles (and not only focus on waste management).
第 1 条和第 4 条中的目标和范围进行了更改，以涵盖车辆整个生命周期对人类健康和环境的影响（而不仅仅是关注废物管理）。
·Existing restrictions on four substances and their exemptions are maintained under ELV and reviewed as appropriate, via delegated acts, with the support of ECHA (rather than using contractors to the Commission, as currently). Relevant active exemptions having a review date [Annex II points 2(c)(ii), 3, 8(e) and 8(g)(ii)] are maintained and reviewed under ELV, with the support of ECHA and subject to specific resource allocation for this task. Other exemptions that do not require a review are also maintained in ELV.
对四种物质的现有限制及其豁免在 ELV 下保留，并在 ECHA 的支持下通过授权行为酌情进行审查（而不是像目前那样使用委员会的承包商）。在 ECHA 的支持下，具有审查日期的相关有效豁免 [附件二第2(c)(ii)、3、8(e) 和 8(g)(ii) 点] 根据 ELV 进行维护和审查，并遵守具体规定此任务的资源分配。 ELV 中还保留了其他不需要审查的豁免。
·The scope of the assessment of exemptions is widened beyond the current description in Article 4(2) of the ELV Directive, which only takes into account whether “the use of the substances is unavoidable”. A broader approach, similar to that used in assessing applications for authorisation under REACH, including an analysis of alternatives, a socio-economic analysis and a comparative analysis of the health and environmental impacts of alternatives (at least at the level of comparing the hazards of the different alternative substances) should be included.
豁免评估的范围扩大到ELV指令第4（2）条目前仅考虑“物质的使用是否不可避免”的描述范围。一种更广泛的方法，类似于评估 REACH 授权申请所使用的方法，包括替代品分析、社会经济分析以及替代品对健康和环境影响的比较分析（至少在比较替代品的危害层面）不同的替代物质）应包括在内。
·Exemptions from the use of lead and cadmium under the ELV Directive which are specific to batteries [Annex II points 5(a) and 5(b) (lead) and 16 (cadmium)] are, following a transition process, taken up by the Batteries Regulation (lex specialis) and removed from the scope of Annex II of the Regulation replacing ELV Directive, via delegated acts.
根据 ELV 指令，特定于电池的铅和镉的使用豁免[附件 II 第5(a) 和 5(b) 点（铅）和 16（镉）] 经过过渡过程后，由电池法规（特别法）并通过授权行为从代替 ELV 指令的法规附件 II 的范围中删除。
·The possibility to limit substances of concern in vehicles, for sustainability reasons that do not relate primarily to chemical risks, could be introduced, if required, in the Regulation replacing ELV Directive (similarly to what has been proposed in the Ecodesign Regulation and in the proposal of Regulation on Packaging and Packaging Waste (PPWR)).
出于与化学风险主要无关的可持续性原因，可以在法规中引入限制车辆中关注物质的可能性（如果需要），以取代 ELV 指令（类似于生态设计法规和包装及包装废物法规(PPWR)提案中的提议）。
·For any expansion in scope of new Regulation replacing ELV Directive to L-category vehicles, lorries and buses, a new dedicated restriction process would be run under the new Regulation, via delegated acts, with the support of ECHA and/or consultants.
对于取代L 类车辆、卡车和公共汽车ELV指令的新法规范围的任何扩展，将在 ECHA 和/或顾问的支持下，通过授权行为，根据新法规运行新的专用限制流程。
·The definition of “hazardous” substance in the new Regulation is updated to be consistent with CLP Regulation. Similarly to the approach in the PPWR, reference to the definition of “substance of concern” is also to be included .
新法规中“危险”物质的定义进行了更新，以与 CLP法规保持一致。与 PPWR 中的方法类似，还应包括对“关注物质”定义的提及 。
The current text of the Directive would also have to be modified in the new Regulation in order to clearly assign to ECHA this task together with having the required budgetary allocation, indicated in its financial fiche.
该指令的当前文本也必须在新法规中进行修改，以便明确向 ECHA 分配这项任务，并在其财务文件中注明所需的预算分配。
Consequently, under this measure, the restriction procedure for substances in vehicles would be contained, as a self-standing process, under the new Regulation and would have to be specified via articles to be introduced in the amended legal proposal. This approach would mimic that followed in the Commission proposal for a Regulation concerning batteries and waste batteries and, more specifically that contained in its Articles 6 and 71. As a modification to this approach, this measure would also grant Member States the right of initiative to propose restrictions. This change takes into account the provisional political agreement achieved between the European Parliament and the Council in the trilogue held on 9 December 2022.
因此，根据这项措施，车辆中物质的限制程序将作为一个独立的程序包含在新法规中，并且必须通过修订后的法律提案中引入的条款进行具体规定。这种方法将模仿委员会关于电池和废电池法规的提案 ，更具体地说，是其第 6 条和第 71 条中所包含的方法。作为对此方法的修改，该措施还将授予成员国倡议权。提出限制。这一变化考虑到了欧洲议会和理事会在 2022 年 12 月 9 日举行的三方会议中达成的临时政治协议。
9.2.29.2.2 Effectiveness / efficiency
9.2.2 有效性/效率
This measure mimics the restriction dossier preparation and assessment processes under REACH, where ECHA (at the request of the Commission) or a Member State submits a restriction dossier documenting and justifying the restriction measure. Subsequently, the merits of a proposed restriction are assessed by the relevant Committees of ECHA which then delivers an opinion to the Commission. In terms of procedure, the difference lies in that the decision-making would in this case be done with the advice of a dedicated expert group established under the new Regulation and enacted via delegated acts under this new regulation (instead of under REACH).
该措施模仿了 REACH 规定的限制档案准备和评估流程，其中 ECHA（应委员会的要求）或成员国提交限制档案，记录并证明限制措施的合理性。随后，ECHA 相关委员会评估拟议限制的优点，然后向委员会提出意见。在程序方面，不同之处在于，在这种情况下，决策将根据新法规下成立的专门专家组的建议完成，并根据新法规（而不是 REACH）通过授权法案颁布。
From the point of view of the scope, the stand-alone mechanism proposed could overcome the limitation of REACH that excludes the possibility of imposing specific risk management measures on the handling of waste from end-of-life vehicles. This aspect, which was highly relevant and debated in the negotiations of the Commission’s proposal for a Batteries Regulation, is deemed less important in the case of vehicles (see further analysis under Conclusions, below).
从范围的角度来看，所提出的独立机制可以克服 REACH 的局限性，即排除了对报废车辆处理废物实施具体风险管理措施的可能性。这一方面在委员会电池法规提案的谈判中高度相关并引起争议，但在车辆方面被认为不太重要（请参阅下面结论中的进一步分析）。
As regards the management and review of existing exemptions this measure maintains the status quo under ELV, with a well-established process that is known to stakeholders and would require no legal changes. The only difference with the baseline, in this regard, is that the Commission would be supported by ECHA, instead of by external consultants, thereby providing, potentially, a more homogeneous, stable and robust assessment of exemptions.
至于现有豁免的管理和审查，该措施维持了ELV 下的现状，拥有利益相关者已知的完善流程，不需要进行任何法律变更。在这方面，与基线的唯一区别是，委员会将得到 ECHA 而不是外部顾问的支持，从而有可能提供更均匀、稳定和强有力的豁免评估。
For the purpose of restricting new substances in vehicles and components of vehicles, this measure would have a similar effectiveness to that of measure 5b, with the caveat that procedural and technical experience to restrict substances under ELV is currently lacking, as no new substances have been restricted under this legislation and setting up the process, in cooperation with ECHA would likely have a steep initial learning curve (and therefore an initial somewhat lower efficiency). As regards existing restrictions and the maintenance of their derogations Measure 5a, which is very similar to the status quo, is not expected to bring about any significant changes in this regards.
为了限制车辆和车辆零部件中的新物质，该措施将具有与措施 5b 类似的效果，但需要注意的是，目前缺乏限制 ELV 下的物质的程序和技术经验，因为尚未有新物质被纳入其中。受该立法的限制并与 ECHA 合作建立流程可能会经历一个陡峭的初始学习曲线（因此初始效率略低）。至于现有限制及其克减的维持，措施5a与现状非常相似，预计不会在这方面带来任何重大变化。
From then point of view of effectiveness in protecting human health and the environment, extending the objectives and scope of the ELV Regulation to include human health among its protection targets, requiring a full-life cycle approach, updating the definition of “hazardous substance” and introducing a reference to “substances of concern” is envisaged to be an improvement both in terms of protection coverage, legal clarity and alignment with current chemicals and product legislation and policy documents. This applies in an equal manner to Measures 5a, 5b and 5c.
从保护人类健康和环境的有效性的角度出发，扩大了ELV法规的目标和范围，将人类健康纳入其保护目标，要求采用全生命周期方法，更新了“有害物质”的定义和引入“关注物质”的提及预计将在保护范围、法律清晰度以及与现行化学品和产品立法和政策文件的一致性方面有所改进。这同样适用于措施 5a、5b 和 5c。
By providing such legal certainty about the objectives of the reviewed ELV Regulation and the scope of substances for which minimisation of their use in vehicles is required, operators will be able to better identify and implement measures to substitute or minimise such use. This measure should therefore lead to the minimisation of the presence of substances of concern in vehicles by introducing legal certainty as to the substances in scope.
通过对审查后的 ELV 法规的目标以及需要尽量减少在车辆中使用的物质的范围提供法律确定性，运营商将能够更好地确定和实施替代或尽量减少此类使用的措施。因此，该措施应通过引入有关物质范围的法律确定性，最大限度地减少车辆中存在的受关注物质。
9.2.39.2.3 Coherence
9.2.3 连贯性
The European Green Deal requires the Commission to use better the EU’s agencies and scientific bodies and to move towards a process of ‘one substance – one assessment’. The Chemicals Strategy for Sustainability further specifies that the Commission will rationalise the use of expertise and resources by proposing the reattribution of technical and scientific work on chemicals performed under the relevant pieces of legislation to European agencies. The proposal to rely on the support of ECHA to carry out the assessment of all new restrictions of substances relevant to vehicles, as well as for the maintenance of existing restrictions and exemptions, is coherent with this approach. On the other hand, the proposal for the Ecodesign for Sustainable Products Regulation (ESPR), indicates in its Article 6(3) that “Performance requirements based on the product parameter set out in Annex I, point (f), shall not restrict the presence of substances in products for reasons relating primarily to chemical safety” .
欧洲绿色协议要求委员会更好地利用欧盟的机构和科学机构，并朝着“一种物质 - 一种评估”的进程迈进。化学品可持续发展战略进一步规定，委员会将建议将根据相关立法开展的化学品技术和科学工作重新分配给欧洲机构，从而合理利用专业知识和资源。依靠 ECHA 的支持来评估与车辆相关的所有新物质限制以及维持现有限制和豁免的提议与这一方法是一致的。另一方面，《可持续产品生态设计条例》（ESPR）提案在第 6 条第（3）款中指出，“基于附件 I 第 (f) 点所列产品参数的性能要求不应限制产品中存在物质的原因主要与化学安全有关” 。
This approach, according to which, all restrictions on chemicals due to primarily their chemical risk, should not be done under specific product legislation but rather under REACH, also followed in the Commission’s recent proposal for a Regulation on Packaging and Packaging Waste , would not be respected under Measure 5a and therefore, would be somewhat incoherent with the general approach proposed under product policy.
根据这种方法，对化学品的所有限制主要是由于其化学风险，不应根据特定的产品立法进行，而应根据 REACH 进行，委员会最近关于包装和包装废物法规的提案也遵循了这一点 ，不会措施 5a 中将受到尊重，因此与产品政策中提出的一般方法有些不一致。
9.2.49.2.4 Ease of implementation
9.2.4 易于实施
Similar to measure 5b, implementation of this measure for the restriction of new substances in vehicles would be relatively simple as the approach relies largely on procedures run by ECHA and already put in place and functioning under the REACH. In this case a separate decision-making procedure would take place under the new Regulation replacing ELV Directive which would require the drafting and adoption of a Commission delegated act, with the support of a dedicated waste expert group dealing with ELVs. Given that this expert group already exists and that the efforts to discuss and negotiate a measure therein would be similar to those under REACH, in the REACH Committee, no additional workload or difficulties in the development of new substance restrictions, and their exemptions are envisaged, beyond those to ensure the availability of adequate chemicals risk management expertise, and the initial procedural learning, in the responsible Commission service.
与措施 5b 类似，这项限制车辆中新物质的措施的实施相对简单，因为该方法主要依赖于 ECHA 运行的程序，并且已经在 REACH 下实施和运作。在这种情况下，将根据取代 ELV 指令的新法规进行单独的决策程序，这将需要在处理 ELV 的专门废物专家组的支持下起草和通过委员会授权法案。鉴于该专家组已经存在，并且其中讨论和谈判一项措施的工作将与 REACH 下的工作类似，因此 REACH 委员会在制定新物质限制及其豁免方面不会增加工作量或困难，除了确保负责的委员会服务部门拥有足够的化学品风险管理专业知识和初步程序学习之外。
As regards the maintenance and review of exemptions to existing restrictions on the four substances, this measure reflects the status quo, with some improvements in terms of the scope of the assessment of alternatives and in relying on ECHA for this assessment. From the point of view of implementation this is legally less problematic and procedurally simpler than a potential transfer of the existing ELV restrictions to REACH, which is currently not well suited for the systematic review of multiple exemptions to restrictions (heavy procedure).
至于对四种物质现有限制的豁免的维持和审查，该措施反映了现状，在替代品评估范围以及依赖ECHA进行评估方面有所改进。从实施的角度来看，与将现有 ELV 限制转移到 REACH 相比，这在法律上问题较少，程序上也更简单，而 REACH 目前不太适合对限制的多重豁免进行系统审查（繁重程序）。
From the practical point of view, and as a result of the distribution of responsibilities in the Commission, the procedure under such a dedicated instrument would most likely be lighter and potentially somewhat faster, given the absence of co-responsibility of DG ENV and DG GROW in the procedure under the new Regulation replacing ELV Directive, contrary to the situation under REACH. It is also likely that, under the specific procedure described in this measure, the prioritisation of restrictions of substances in vehicles, with respect to other substances, could be dealt with advantageously, benefiting from a dedicated budgetary allocation and legal mandate to ECHA (as opposed to dealing with all restriction priorities under the general REACH workflow and budget).
从实际角度来看，由于 DG ENV 和 DG GROW 缺乏共同责任，因此，由于委员会的职责分配，这种专门文书下的程序很可能会更轻松，而且可能会更快一些。取代ELV指令的新法规下的程序，与REACH下的情况相反。根据该措施中描述的具体程序，相对于其他物质而言，优先考虑车辆中物质的限制也可能得到有利的处理，受益于欧洲化学品管理局的专门预算拨款和法律授权（与欧洲化学品管理局相反）处理一般 REACH 工作流程和预算下的所有限制优先事项）。
As regards the updated definition of scope in terms of definition of hazardous substances and substances of concern, protection of human health and full-life cycle approach, this should not pose a major difference in terms of implementation, given that having information about hazardous substances in vehicles (as defined originally under the Dangerous Substances Directive – 67/548/EEC ) was already required to meet the existing minimisation obligation defined in Article 4(1)(a) of the ELV Directive (“to limit the use of hazardous substances in vehicles and to reduce them as far as possible”).
至于危险物质和关注物质的定义、保护人类健康和全生命周期方法方面的更新范围定义，鉴于在车辆（最初根据危险物质指令 – 67/548/EEC 定义）已被要求满足 ELV 指令第 4(1)(a) 条中定义的现有最小化义务 （“限制车辆中有害物质的使用并尽可能减少”）。
Therefore, the proposed amended provisions does not change due-diligence obligation of manufacturers to undertake all reasonable efforts to know what substances are present in the vehicles and components of vehicles they place on the market. Information on the classification of substances can be found in Annex VI of the CLP Regulation (harmonised classifications) and in the C&L inventory maintained by the European Chemicals Agency. Consequently, in this sense, no additional burdens are envisaged in terms of implementation.
因此，拟议的修订条款不会改变制造商的尽职调查义务，即尽一切合理努力了解其投放市场的车辆及其零部件中含有哪些物质。有关物质分类的信息可在 CLP 法规（统一分类）附件 VI 以及欧洲化学品管理局维护的C & L 清单中找到。因此，从这个意义上说，在实施方面不会产生额外的负担。
9.2.59.2.5 Administrative burden
9.2.5 行政负担
No additional administrative burden would be imposed upon the Commission or Member States by running new substance restrictions under the new Regulation as compared to the preparation and running of restriction proposals for new substances under REACH. As described above the only differences would be internal, in terms of the services responsible for overseeing the restriction process, ensuring coordination with ECHA and drafting and negotiating the draft proposals.
与根据 REACH 准备和运行新物质限制提案相比，根据新法规实施新物质限制不会给委员会或成员国带来额外的行政负担。如上所述，唯一的差异是内部的，即负责监督限制流程、确保与 ECHA 协调以及起草和谈判提案草案的服务。
Additional administrative burden is to be expected for stakeholders that would be affected by the scope of a new specific restriction on a substance used in vehicles. Such burden would translate into efforts to comply with the proposed restriction, including the implementation of required risk management measures or those required to substitute or reduce the use of the restricted substance.
预计利益相关者将面临额外的行政负担，因为这些利益相关者将受到车辆所用物质新的具体限制范围的影响。这种负担将转化为遵守拟议限制的努力，包括实施所需的风险管理措施或替代或减少限制物质使用所需的措施。
For the review of exemptions to existing restrictions on the four substances, the burden of doing these assessments under Measure 5a and proposing amendments closely resembles the current baseline, with efforts by the responsible Commission services to coordinate with contractors to support the assessment, being shifted towards efforts to coordinate with ECHA (which would likely be somewhat smaller in the sense that tendering procedures by the Commission would not be necessary). Assessment work supporting the granting of exceptions currently done by contractors would be taken over by ECHA, with a level of dedication that, on a first assessment, could resemble that of assessing an application for authorisation under REACH (this effort being potentially lower for reviews of existing exemptions). Adequate resourcing of ECHA, to undertake this support task to the Commission would therefore have to be envisaged in the financial fiche for the new regulation proposal. Assessment of possible exemptions from new restrictions to be developed in the future would follow an equivalent path and would represent a similar, but additional effort, to that done to maintain existing exemptions.
对于对四种物质现有限制的豁免的审查，根据措施 5a 进行这些评估并提出修正案的负担与当前的基线非常相似，负责的委员会服务部门与承包商协调以支持评估，正在转向与 ECHA 协调的努力（从不需要委员会的招标程序的意义上来说，这可能会小一些）。目前由承包商进行的支持授予例外的评估工作将由 ECHA 接管，其奉献程度在第一次评估时可能类似于评估 REACH 下的授权申请（对于审查现有的豁免）。因此，必须在新监管提案的财务文件中设想为欧洲化学品管理局提供充足的资源，以承担向委员会提供的这项支持任务。对未来制定的新限制的可能豁免的评估将遵循相同的路径，并且将代表与维持现有豁免所做的类似但额外的努力。
As regards the updated definition of scope in terms of definition of hazardous substances and substances of concern, protection of human health and full-life cycle approach, no additional burden is expected for authorities as compared with the previous provision, with the exception of possible work under ELV to define substances of concern which may hinder recycling for reasons not primarily associated to chemical safety. This work would be the same under all options considered and cannot be anticipated at this time, given specific substances falling under this category remain to be identified. In both cases a general obligation regarding minimisation of hazardous substances is defined that can only be controlled via targeted market surveillance or inspection and audit of materials used in vehicle manufacturing.
关于危险物质和关注物质的定义、保护人类健康和全生命周期方法方面的更新范围定义，与之前的规定相比，除了可能的工作外，预计当局不会增加任何负担根据 ELV 来定义可能因主要与化学安全无关的原因而阻碍回收的关注物质。这项工作在所有考虑的选项中都是相同的，并且目前无法预期，因为属于这一类别的具体物质仍有待确定。在这两种情况下，都规定了有关尽量减少有害物质的一般义务，该义务只能通过有针对性的市场监督或对车辆制造中使用的材料进行检查和审核来控制。
No significant additional administrative burden beyond that related to substances of concern which may hinder recycling for reasons not primarily associated to chemical safety, is envisaged for producers of vehicles given the obligation to be informed about hazardous substances in materials used to manufacture vehicles, and the associated supply chain communication due diligence, already exist, in order to comply with the provision of Article 4(1)(a) of the ELV Directive. Furthermore, it is worth noting that supply chain communication obligations are defined in article 33 of REACH for “substances of very high concern” have applied for over a decade and that the automotive industry has in place an exhaustive system (IMDS) for managing information on substances in vehicles . This provides a solid basis for the sector to handle information on hazardous substances in vehicles be it under the previous or the updated definition.
鉴于车辆生产商有义务了解用于制造车辆的材料中的有害物质，以及相关的相关信息，因此，除了与关注物质相关的行政负担外，预计车辆生产商不会承担因主要与化学安全无关的原因而阻碍回收的重大额外行政负担。为了遵守ELV指令第 4(1)(a) 条的规定，供应链沟通尽职调查已经存在。此外，值得注意的是， REACH 第 33 条中定义的供应链沟通义务“高度关注物质”已经应用了十多年，并且汽车行业已经建立了详尽的信息管理系统 (IMDS)关于车辆中的物质 。这为该部门处理车辆中有害物质的信息（无论是根据之前的定义还是更新的定义）提供了坚实的基础。
9.2.69.2.6 Economic impacts
9.2.6 经济影响
Economic impacts resulting from restrictions fall to a large extent on the stakeholders that have an economic interest in the manufacture or use of the substance/s that are restricted. These are case-specific and, in the case of substances used in vehicles, can impact manufacturers/ importers of the substances or mixtures themselves as well as on the OEMs manufacturing components for vehicles or assembling the full vehicles.
限制造成的经济影响在很大程度上落在那些在受限制物质的制造或使用中拥有经济利益的利益相关者身上。这些都是针对具体情况的，对于车辆中使用的物质，可能会影响物质或混合物本身的制造商/进口商以及制造车辆零部件或组装整车的原始设备制造商。
These economic impacts can take the form of substitution costs, process adaptation costs, loss of revenue due to decreased sales of the chemicals concerned, etc. An analysis published by ECHA in 2021 of the costs and benefits of restrictions under REACH done between 2016 and 2020 indicate that the monetised health benefits to citizens, including reduced risk of cancers, sexual development disorders, sensitisation and occupational asthma are estimated to be around 2.1 billion EUR per year while the associated costs add up to 0.5 billion EUR .
这些经济影表明每年为公民带来的货币化健康效益（包括降低癌症、性发育障碍、过敏和职业性哮喘风险）估计约为 21 亿欧元，而相关成本总计为5 亿欧元 。
Every restriction adopted under REACH has associated enforcement costs which are borne by the competent authorities of each Member State. By way of illustration of potential enforcement costs for authorities, ECHA has included, in a number of recent opinions on restriction dossiers, an estimate of average enforcement costs across EU Member States which they have determined to be approximately EUR 55,600 per year (as total for all Member States). These costs are reported to be an order-of-magnitude estimate of administrative costs, are not specific to any individual restriction and do not include testing costs. This same figure is quoted in a recent restriction proposal by France . It is expected that enforcement costs would be comparable for restrictions on substances in vehicles enacted under the new Regulation.
REACH 采用的每项限制都会产生相关的执行成本，这些成本由每个成员国的主管当局承担。为了说明当局的潜在执行成本，ECHA 在最近关于限制档案的一些意见中纳入了对欧盟成员国平均执行成本的估计，他们确定该成本约为每年 55,600欧元（总计适用于所有成员国）。据报道，这些成本是管理成本的数量级估计，并不特定于任何单独的限制，也不包括测试成本。法国最近的一项限制提案中引用了同样的数字。预计执行成本将与根据新法规颁布的车辆内物质限制相当。
These costs are not negligible but seem well within the possibilities of national competent authorities, and in line with enforcement costs for purposes other than restriction of substances in vehicles, done under REACH.
这些成本不容忽视，但似乎完全在国家主管当局的承受能力之内，并且符合 REACH 规定的除限制车辆中物质以外的其他目的的执法成本。
From the point of view of costs to the Commission’s budget it is estimated that two full-time equivalents per year, in term of human resources, would have to be allocated to ECHA in order to support the Commission to deal with new substance restrictions under ELV as well as with reviews of existing or new entries. Resources for ECHA associated with new restrictions on substances in batteries, or associated to reviewing the current lead and cadmium exceptions for batteries in vehicles defined under ELV-related legislation are already addressed in the financial fiche of the Batteries Regulation and therefore do not need further consideration here.
从委员会预算成本的角度来看，估计每年必须向 ECHA 分配相当于两个全职人员的人力资源，以支持委员会处理 ELV 下的新物质限制以及对现有或新条目的评论。与电池中物质新限制相关的 ECHA 资源，或与审查当前 ELV 相关立法中定义的车辆电池铅和镉例外相关的资源，已在电池法规的财务文件中得到解决，因此不需要进一步考虑这里。
Resources, largely equivalent to those currently used in external contractors, amounting to approximately 60.000 EUR per contract and 0.1-0.2 FTE per year would have to be allocated to ECHA to support the Commission in reviewing the active exemptions that currently remain in the Directive. This is already factored in the estimation of 2 FTE indicated above.
必须向 ECHA 分配相当于目前外部承包商使用的资源，每份合同约 60,000 欧元，每年 0.1-0.2 欧元的 FTE，以支持委员会审查指令中目前保留的有效豁免。这已计入上述 2 FTE 的估算中。
9.2.79.2.7 Social impacts
9.2.7 社会影响
A quantitative estimate of the health benefits that the restriction of further substances of concern in vehicles would bring about could not be developed in the context of this impact assessment and will certainly be very case and substance specific. The referred analysis published by ECHA in 2021 on the costs and benefits of restrictions does however provide a clear indication of average benefits of restrictions under REACH and can be considered as an indication of the costs and benefits of restrictions on substances that could be developed under the new regulation replacing ELV Directive.
在本次影响评估的背景下，无法对限制车辆中进一步关注的物质所带来的健康益处进行定量估计，并且肯定会根据具体情况和物质而定。然而，ECHA 于 2021 年发布的关于限制的成本和收益的分析确实清楚地表明了REACH 下限制的平均收益，并且可以被视为对可根据 REACH 开发的物质限制的成本和收益的指示。新法规取代了ELV指令。
Health benefits, for instance, in terms of reduced risk of cancers, disorders in sexual development, sensitisation and occupational asthma were equivalent to over 2.1 billion EUR per year. These health benefits or reduced risks relate to all observed adverse health effects for more than 7 million consumers and workers per year. Since 2010, there have been 12 cases where the benefits of restriction could be monetised. For these cases, the annual benefits amounted to 2.1 billion EUR – four times higher than the associated costs of 0.5 billion EUR.
例如，在降低癌症、性发育障碍、过敏和职业性哮喘风险方面的健康效益每年相当于超过 21 亿欧元。这些健康益处或降低的风险与每年超过 700 万消费者和工人观察到的所有不利健康影响有关。自2010年以来，已有12起可以将限制带来的好处货币化的案例。这些案例的年度效益达 21 亿欧元，是 5 亿欧元相关成本的四倍。
Under Measure 5a it would be possible to overcome the limitation in REACH which impedes imposing specific risk-management measures on activities which take place once vehicles become waste. From this point of view, Measure 5a could be seen to provide a somewhat more effective tool to ensure protection of human health, especially workers, from the substances of concern in vehicles, especially during waste management operations.
根据措施 5a，将有可能克服 REACH 的限制，该限制阻碍对车辆废弃后发生的活动实施具体的风险管理措施。从这个角度来看，措施 5a 可以被视为提供了一种更有效的工具，以确保保护人类健康，特别是工人的健康，使其免受车辆中关注物质的影响，特别是在废物管理操作期间。
9.2.89.2.8 Environmental impacts
9.2.8 环境影响
Similar to social / health impacts, a quantitative estimate of the environmental benefits that the restriction of substances of concern in vehicles would bring about could not be estimated in the context of this impact assessment and will certainly be very case and substance specific. The referred ECHA cost-benefit study on REACH restrictions indicated a reduction of 95,000 tonnes of environmental emissions of the regulated substances per year (although potentially only a fraction of this figure would be relevant to substances used in automotives). This leads to potential health benefits through a cleaner environment and reduced exposure to hazardous chemicals in water, food and air.
与社会/健康影响类似，在影响评估的背景下无法对限制车辆中关注物质带来的环境效益进行定量估计，并且肯定会因具体情况和具体物质而异。所提及的 ECHA 针对 REACH 限制的成本效益研究表明，每年减少 95,000 吨受管制物质的环境排放（尽管可能只有这一数字的一小部分与汽车中使用的物质有关）。这可以通过更清洁的环境和减少对水、食物和空气中有害化学物质的接触来带来潜在的健康益处。
For the provisions on the four substances restricted in the ELV Directive, it can be concluded that the environmental benefits have been achieved. An ex-post analysis of the restriction on the four substances shows environmental benefits of past restrictions: lifecycle emission reductions between 2000 – 2005 for lead were estimated at 99.6%, for cadmium at 96% and for Cr(VI) at 99.99% .
对于ELV指令中限制的四种物质的规定，可以得出环境效益已经达到的结论。对四种物质限制的事后分析显示了过去限制的环境效益：2000 年至 2005 年期间铅的生命周期排放量估计为 99% 。 6%，镉为 96%，铬( VI )为99% 。 99% .
Overall, environmental impacts are expected to be similar in the case of Measures 5a and 5b. Under Measure 5a it would be possible to overcome the limitation in REACH which impedes imposing specific risk-management measures on activities which take place once a material becomes waste . From this point of view measure 5a could be seen to provide a somewhat more effective tool to ensure protection of the environment from the substances of concern in vehicles, also during waste management operations.
总体而言，措施5a和 5b的环境影响预计相似。根据措施 5a，将有可能克服 REACH 的限制，该限制阻碍对材料变成废物后发生的活动实施具体的风险管理措施 241.从这个角度来看，措施 5a 可以被视为提供了一种更有效的工具，以确保在废物管理操作期间保护环境免受车辆中关注物质的影响。
9.2.99.2.9 Stakeholder views
9.2.9 利益相关者的意见
Feedback obtained from the open public consultation (OPC) on whether the revised ELV Directive should ban hazardous substances in vehicles, taking into account that restrictions on hazardous substances are also specified in other pieces of EU legislation (notably REACH) indicates that:
考虑到其他欧盟立法（特别是 REACH）中也规定了对有害物质的限制，从关于修订版 ELV 指令是否应禁止在车辆中使用有害物质的公开公众咨询 (OPC) 中获得的反馈表明：
·66 of the responding stakeholders (32%) were of the view that all substances in vehicles should be regulated in the future under chemicals regulation.
66 名做出回应的利益相关者 (32%) 认为，未来车辆中的所有物质都应受到化学品监管。
·32% of responding stakeholders indicated that substances currently prohibited under ELV legislation should remain there, but that future prohibitions should be addressed under chemical legislation. In practice this would mean that for all new substance prohibitions, 64% of stakeholders would prefer regulation under chemical legislation than under new legal instrument regulating the ELVs.
32% 的受访利益相关者表示，目前ELV立法中禁止的物质应保留，但未来的禁令应根据化学立法加以解决。实际上，这意味着对于所有新物质禁令，64% 的利益相关者更愿意根据化学立法进行监管，而不是根据监管ELV 的新法律文书进行监管。
·Only 20% (41 individuals) were of the opinion that all substances in vehicles should continue to be regulated under ELV legislation.
只有 20%（41 人）认为车辆中的所有物质应继续受到 ELV立法的监管。
·For waste management operators, public authorities, environmental NGOs and dealers and repair shops the distribution between these answers was similar.
对于废物管理运营商、公共当局、环保非政府组织以及经销商和维修店来说，这些答案之间的分布是相似的。
·Automotive producers had a stronger tendency to support the options where chemical legislation would be used for future substance prohibitions (not for existing ones) as opposed to the ELV Directive.
汽车生产商更倾向于支持将化学立法用于未来物质禁令（而不是现有物质禁令）的选择，而不是 ELV 指令。
9.3Assessment of measure 5b – Restrictions of substances under REACH and other existing legislation
评估措施 5b – REACH 和其他现行立法中的物质限制
9.3
9.3.19.3.1 Description of the measure
9.3.1 措施说明
Under Measure 5b, the restriction of substances in vehicles and component parts of vehicles would be done under other existing legislation and, in particular REACH (the EU umbrella legislation on chemicals) and, as appropriate, under the Batteries Regulation or the Regulation on Persistent Organic Pollutants (POPs) . This would in particular mean that no dedicated restriction provisions would remain under the new Regulation replacing ELV Directive for substances to be restricted due to primarily, their chemical risks.
根据措施 5b，车辆和车辆零部件中的物质限制将根据其他现有立法进行，特别是REACH （欧盟化学品总括立法），并酌情根据电池法规或持久性法规进行限制。有机污染物（POP） 。这尤其意味着新的法律不会保留专门的限制条款 取代 ELV 指令的法规，对主要由于其化学风险而受到限制的物质进行限制。
The prohibitions and restrictions on substances regulated under the Stockholm Convention (such as some PBDEs), and any exemptions to these relevant to vehicles, would be addressed under Regulation (EU) 2019/1021 on Persistent Organic Pollutants (POPs) as this is the EU instrument that implements the chemical prohibitions and restrictions agreed internationally under the Convention. For substances found in the batteries used in vehicles, the recently agreed Batteries Regulation (adoption pending) would be lex specialis for this purpose and would be used for adopting restrictions of chemicals relevant to batteries, preferentially over REACH.
对《斯德哥尔摩公约》规定的物质（例如某些多溴联苯醚）的禁止和限制，以及与车辆相关的这些物质的任何豁免，将根据关于持久性有机污染物 (POP) 245 的法规 (EU) 2019/1021 予以解决，因为是欧盟文书，执行国际公约下商定的化学品禁令和限制。对于车辆电池中发现的物质，最近商定的《电池法规》（待通过）将成为此目的的特别法，并将优先用于对与电池相关的化学品进行限制，优先于 REACH。
The possibility to expand Directive 2011/65/EU (the RoHS Directive) to address electronic components of vehicles was considered but not further analysed given that:
考虑了扩大指令 2011/65/EU（RoHS 指令） 以解决车辆电子元件问题的可能性，但没有进一步分析，因为：
·RoHS Directive manages its exceptions in an “authorisation-like” system, where operators make requests for exceptions and for their renewal (this differs from the ELV Directive approach);
RoHS指令在“类似授权”系统中管理其例外情况，运营商可以在该系统中提出例外情况及其续订请求（这与 ELV指令方法不同） ；
·Criteria for granting derogations under RoHS Directive are different from those in ELV Directive and, although similar, are developed in lesser detail than for restrictions under REACH. Given that REACH provides an exhaustive methodology to assess the impacts of restrictions on chemicals on human health on the environment through their entire life cycle, as well as of social and economic impacts, referral to REACH, which is the core EU legislation on chemicals, is considered more appropriate.
RoHS指令下授予减损的标准与 ELV指令中的标准不同，尽管相似，但制定的细节不如 REACH 下的限制。鉴于REACH 提供了详尽的方法来评估化学品限制在整个生命周期对人类健康和环境的影响，以及社会和经济影响，因此参考欧盟关于化学品的核心立法 REACH 是非常必要的。认为更合适。
·RoHS Directive would only be relevant to two “active” exemptions laid down in ELV Directive Annex II with a review date [Annex II points 8� and 8(g)(ii)]. The proportionality of introducing changes in RoHS Directive only for this purpose is questionable.
RoHS指令仅与 RoHS 指令中规定的两项“有效”豁免相关。 ELV 指令附件 II及审查日期 [附件 II 点8 �和 8(g)(ii)]。仅出于此目的而对 RoHS指令进行修改的比例值得怀疑。
·Additionally, such changes in RoHS Directive would also have an impact on the scope of article types covered under the WEEE Directive and would require its amendment. The associated complexity and knock-down effects do not seem justified solely to deal with these ELV electronics-related exemptions under RoHS Directive.
此外，RoHS指令的此类变化也会对 WEEE 指令涵盖的物品类型范围产生影响，需要对其进行修订。相关的复杂性和击倒效应似乎并不能仅仅用于处理 RoHS指令下的这些 ELV 电子相关豁免。
Consequently, the new Regulation replacing ELV Directive would need to clarify that, unless there is lex specialis, all chemical risk related restrictions would be addressed under REACH. Where there is lex specialis, such as for batteries these would be addressed under the Batteries Regulation and, for the POP substances, under the POPs Regulation (to be clarified in the recitals of the measure). Current restriction provisions in the Directive as regards the four substances (cadmium, lead, mercury and hexavalent chromium) would be removed from the Regulation text and need to be taken up under REACH, following a transitional period, as appropriate.
因此，取代 ELV 指令的新法规需要澄清，除非有特别法，否则所有与化学品风险相关的限制都将在 REACH 下得到解决。如果有特别法，例如对于电池，这些问题将根据《电池法规》解决，对于持久性有机污染物，则根据《持久性有机污染物法规》（将在措施的说明中予以澄清）。该指令中目前关于四种物质（镉、铅、汞和六价铬）的限制条款将从法规文本中删除，并需要在适当的过渡期后根据 REACH 予以采纳。
The main elements of the proposed Measure 5b can be summarised into:
拟议措施 5b的主要内容可概括为：
·Limitations due to chemical risks of all vehicle-relevant chemicals are removed from the ELV legislation and are addressed under REACH (or as appropriate the Batteries Regulation or covered by the POPs Regulation). This would be done under the existing REACH procedures and workstreams for restriction or, as appropriate as defined under the POPs Regulation or the Batteries Regulation. In the case of REACH such amendments (of Annex XVII) would be done via the regulatory procedure with scrutiny. The legal feasibility of this would need to be further examined given the different legal basis and objectives for introducing restrictions under REACH and under the ELV Regulation. Amendments of the POPs Regulation and the Batteries Regulation would take place via delegated acts.
ELV法规取消了所有与车辆相关的化学品的化学风险引起的限制 并根据 REACH（或适当的电池法规或 POPs 法规）进行处理。这将根据现有的 REACH 限制程序和工作流程或根据 POPs 法规或电池法规的规定进行。就 REACH 而言，此类修订（附件 XVII）将通过监管程序进行审查。鉴于 REACH 和 ELV 法规下引入限制的法律依据和目标不同，需要进一步审查其法律可行性。持久性有机污染物法规和电池法规的修订将通过授权行为进行。
·The objectives and scope in Articles 1 and 4 are changed to cover impacts of chemicals in vehicles on human health and the environment across the full life cycle of vehicles (and not only focus on waste management). These objectives would be fulfilled under the processes carried-out under REACH, POPs and the Batteries Regulation.
第 1 条和第 4 条中的目标和范围进行了更改，以涵盖车辆中化学品在车辆整个生命周期内对人类健康和环境的影响（而不仅仅是关注废物管理）。这些目标将根据 REACH、POPs 和电池法规所执行的流程来实现。
·Existing restrictions on the four substances and their exceptions are no longer maintained under ELV legislation. These restrictions and their exemptions (currently in Annex II of the ELV Directive) would require an “ad hoc” transfer to REACH Annex XVII (restrictions Annex) during co-decision.
ELV立法不再维持对这四种物质及其例外的现有限制。这些限制及其豁免（目前位于ELV 指令附件 II 中）将需要在共同决策期间“临时”转移至 REACH 附件 XVII（限制附件）。
·Relevant active exceptions having a review date [Annex II points 2(c)(ii), 3, 8(e) and 8(g)(ii)] would be maintained and reviewed under REACH via dedicated reviews of the corresponding restrictions introduced during co-decision. Other “inactive” exceptions that do not require a review would also be listed in Annex XVII of REACH or in a separate dedicated Appendix, that would have to be introduced in REACH.
具有审核日期的相关有效例外[附件二第2(c)(ii)、3、8(e) 和 8(g)(ii) 点] 将根据 REACH 规定，通过专门审核在 REACH 期间引入的相应限制进行维护和审核。共同决定。其他不需要审查的“无效”例外也将列在 REACH 附件 XVII 中或单独的专用附录中，这些附录必须在 REACH 中引入。
·Exceptions for the use of lead and cadmium under ELV Directive which are specific to batteries [Annex II points 5(a) and 5(b) (lead) and 16 (cadmium)] are, following a transition process, taken up by the Batteries Regulation (lex specialis) and removed from the new Regulation replacing ELV Directive.
根据 ELV指令，特定于电池的铅和镉的使用例外情况[附件 II 第5(a) 和 5(b) 点（铅）和 16（镉）] 经过过渡过程后，由电池采用法规（特别法）并从取代 ELV 指令的新法规中删除。
·The possibility to limit substances of concern in vehicles, for sustainability reasons that do not relate primarily to chemical risks could be introduced in the ELV legislation if necessary (similarly to what has been proposed in the Ecodesign Regulation and in the proposal of Regulation on Packaging and Packaging Waste (PPWR)).
出于主要与化学风险无关的可持续性原因，限制车辆中关注物质的可能性可能是 如有必要，将在ELV立法中引入 （类似于《生态设计条例》和《包装和包装废物条例》 （PPWR）提案中的提议）。
·For any expansion in scope of ELV legislation to L-category vehicles, lorries, buses and trailers, restrictions on the four heavy metals, and possible exceptions, and any restrictions on new substances, would require the initiation of new restrictions under REACH.
如果将 ELV立法范围扩大到L 类车辆、卡车、公共汽车和拖车、对四种重金属的限制、可能的例外情况以及对新物质的任何限制，都需要根据 REACH 启动新的限制。
·The definition of “hazardous substance” in ELV legislation is updated to be consistent with CLP Regulation. Similar to the approach in PPWR, reference to the definition of “substance of concern” is also to be included .
ELV立法中“有害物质”的定义已更新，以与 CLP法规保持一致。与 PPWR 中的方法类似，还应包括对“关注物质”定义的提及 。
Consequently, the text of the new Regulation replacing ELV Directive should clearly explain, most likely in recitals, the rationale of addressing all chemical-risk related restrictions under REACH or exceptionally, in other specific legislation such as the Batteries Regulation, as appropriate. It should also include provisions expanding its objectives and scope to address human health and environmental impacts of substances in vehicles throughout their full life cycle and also, to enable addressing within ELV legislation, the restriction of substances of concern for broader sustainability reasons, similarly to what is provided for in the Commission’s proposals on Ecodesign and Packaging and Packaging Waste.
因此，取代 ELV 指令的新法规的文本应清楚地解释（最有可能在叙述中）解决 REACH 下所有与化学品风险相关的限制的理由，或在其他具体立法（如电池法规）中酌情例外地解释。它还应包括扩大其目标和范围的条款，以解决车辆中物质在其整个生命周期中对人类健康和环境的影响，并且为了能够在 ELV 立法中解决出于更广泛的可持续性原因而限制关注物质的问题，类似于委员会关于生态设计和包装及包装废物的提案中对此做出了规定。
9.3.29.3.2 Effectiveness / efficiency
9.3.2 有效性/效率
This procedure would use the effective and well-tested assessment and regulatory mechanisms under the REACH restriction title to restrict substances in vehicles for which there is an unacceptable risk to human health and/or the environment, and as applicable, under the generic risk management approach, relevant to substances in consumer articles as provided for under Article 68(2) of REACH.
该程序将使用 REACH 限制标题下有效且经过充分测试的评估和监管机制来限制车辆中对人类健康和/或环境存在不可接受风险的物质，并在适用时根据通用风险管理方法，与 REACH 第 68(2) 条规定的消费品中的物质相关。
Restriction dossiers would be prepared by ECHA, at the request of the Commission, or by Member States, which share the right of initiative in proposing restrictions under REACH. Following the assessment by ECHA’s committees , the Agency would deliver an opinion to the Commission, which would then serve to prepare a proposal to amend Annex XVII of REACH so as to include a specific restriction on a substance, or group of substances in vehicles. Such a decision would be adopted according to the regulatory procedure with scrutiny which requires an opinion of the members of the REACH Committee.
限制档案将由 ECHA 应委员会的要求或由成员国准备，成员国在 REACH 下提议限制方面享有主动权。在 ECHA 委员会进行评估后 ，该机构将向委员会提出意见，然后委员会将起草一份修订 REACH 附件 XVII 的提案，以纳入对车辆中一种或一组物质的具体限制。此类决定将根据监管程序并经过审查后通过，需要征求REACH 委员会成员的意见。
This well-tested approach requires approximately three years to execute, counting from the beginning of drafting a restriction dossier to the adoption of the restriction. REACH restrictions have over the years proven to be an efficient and cost-effective approach to protect human health and the environment from the risks posed by hazardous chemicals.
这种经过充分检验的方法需要大约三年的时间来执行，从起草限制文件开始到通过限制。多年来，REACH 限制已被证明是一种高效且具有成本效益的方法 保护人类健康和环境免受危险化学品带来的风险。
As indicated under Measure 5a as regards the management and review of existing exceptions on four substances, Measure 5b would pose considerable legal implementation challenges, as compared to 5a, given it is uncertain that an ad-hoc transfer of existing restrictions and their exemptions to Annex XVII of REACH during the co-decision process would be acceptable to co-legislators or legally sound (given this would circumvent the established restriction process defined under REACH). Furthermore, dealing under REACH with multiple exemptions, some of which are time-limited, and potentially subject to multiple reviews, is complex under REACH given this requires the preparation of new restriction dossiers and running the full restriction process. This is a heavy procedure to review exemptions in currently in ELV Directive which, in most cases, are rather small and specific.
正如措施 5a 中所指出的，关于四种物质现有例外的管理和审查，与 5a 相比，措施 5b 将带来相当大的法律实施挑战，因为现有限制及其豁免的临时转移尚不确定。共同决策过程中的 REACH 第十七条将被共同立法者接受或在法律上是合理的（因为这将规避 REACH 下定义的既定限制流程）。此外，根据 REACH 处理多项豁免（其中一些是有时间限制的，并且可能需要多次审查），在 REACH 下处理起来很复杂，因为这需要准备新的限制档案并运行完整的限制流程。这是审查当前 ELV 指令中的豁免的繁琐程序，在大多数情况下，这些豁免规模相当小且具体。
As regards the updated definition of scope in terms of definition of hazardous substances and substances of concern, protection of human health and full-life cycle approach, these provisions apply to the three sub-measures considered (5a, 5b and 5c) and therefore considerations to this respect mentioned under 5a, are equally valid for this measure.
至于危险物质和关注物质的定义、保护人类健康和全生命周期方法方面的更新范围定义，这些规定适用于所考虑的三个分措施（5a、5b和5c），因此需要考虑5a 中提到的这方面对于这项措施同样有效。
9.3.39.3.3 Ease of implementation
9.3.3 易于实施
Ease of implementation of this measure as regards the restriction of new substances in vehicles would be high as no additional legal or procedural instruments need to be put in place. Following the possible prioritisation of substances to be addressed in vehicles, the Commission (or a Member State) could request ECHA, under REACH, to assess a dossier for the restriction of relevant substances in vehicles.
由于不需要制定额外的法律或程序文书，因此在车辆中限制新物质方面实施这项措施的难度很高。在对车辆中需要处理的物质进行可能的优先排序后，委员会（或成员国）可以根据 REACH 要求 ECHA 评估车辆中相关物质限制的档案。
As explained in Measure 5a, the take-up by REACH of existing restrictions on the four substances and the review of their exemptions is legally problematic and procedurally complex, given REACH is currently not well suited for the systematic review of multiple exemptions to restrictions (heavy procedure) and given the different legal bases and objectives for introducing restrictions under REACH and under ELV.
正如措施 5a 中所解释的，鉴于 REACH 目前不太适合对限制的多项豁免进行系统审查（重度限制），REACH 对这四种物质的现有限制的采用以及对其豁免的审查在法律上存在问题且程序复杂。程序），并考虑到在 REACH 和 ELV 下引入限制的不同法律依据和目标。
From the practical point of view, specific restrictions of substances in vehicles would be handled under the same budgetary allocation and as part of the same work-stream and prioritisation exercise as all other restrictions under REACH. This means that priority substances flagged for restriction due to vehicle-specific concerns would, in a way, compete for resources and “slot allocation” with restrictions backed by other priorities and motivations under REACH. Such coordination work would be ensured by the Commission, in cooperation with Member States, in future reviews of the “Restrictions roadmap” elaborated under REACH.
从实际角度来看，车辆中物质的具体限制将在相同的预算拨款下处理，并作为与 REACH 下的所有其他限制相同的工作流程和优先顺序的一部分来处理。这意味着，由于车辆特定问题而被标记为限制的优先物质在某种程度上将与 REACH 下其他优先事项和动机支持的限制竞争资源和“时段分配”。委员会将与成员国合作，在未来审查 REACH 下制定的“限制路线图” 时确保此类协调工作。
As regards the updated definition of scope in terms of definition of hazardous substances and substances of concern, protection of human health and full-life cycle approach, these provisions apply to the three sub-measures considered (5a, 5b and 5c) and therefore considerations to this respect mentioned under 5a, are equally valid for this measure.
至于危险物质和关注物质的定义、保护人类健康和全生命周期方法方面的更新范围定义，这些规定适用于所考虑的三个分措施（5a、5b和5c），因此需要考虑5a 中提到的这方面对于这项措施同样有效。
9.3.49.3.4 Coherence
9.3.4 连贯性
As discussed under Measure 5a, Measure 5b, which also relies on ECHA to carry out the assessment of all restrictions of substances relevant to vehicles, as well as for the maintenance of existing restrictions and exemptions, is coherent with the “one substance, one assessment” approach. In this case, Measure 5b would also be coherent with the general approach under the Ecodesign for Sustainable Products Regulation, according to which all restrictions on chemicals due to primarily their chemical risk, should not be done under specific product legislation but rather under REACH.
正如措施 5a 中所讨论的，措施 5b 也依赖 ECHA 对与车辆相关的所有物质限制进行评估，并维持现有的限制和豁免，这与“一种物质、一种评估”相一致。 “ 方法。在这种情况下，措施 5b 也将与可持续产品生态设计法规下的一般方法保持一致，根据该法规，对化学品的所有限制主要是由于其化学风险，不应根据特定的产品立法进行，而应根据 REACH 进行。
9.3.59.3.5 Administrative burden
9.3.5 行政负担
No additional administrative burden would be imposed upon the Commission or Member States as compared to the preparation and running of restriction proposals for new substances, as this already happens under REACH. As described under Measure 5a the only differences would be internal, in terms of the services responsible for overseeing the restriction process, ensuring coordination with ECHA and drafting and negotiating the draft proposals. Restrictions on substances of concern, that could be potentially required for substances hindering recycling for broader sustainability reasons, not primarily related to chemical safety, would remain under ELV and constitute an additional effort. This work would be the same under all options considered and cannot be anticipated at this time, given specific substances falling under this category remain to be identified.
与新物质限制提案的准备和运行相比，不会给委员会或成员国带来额外的行政负担，因为 REACH 已经发生了这种情况。正如措施 5a 中所述，唯一的差异在于负责监督限制流程、确保与 ECHA 协调以及起草和谈判提案草案的服务方面的内部差异。对受关注物质的限制，可能是出于更广泛的可持续发展原因（主要与化学品安全无关）而阻碍回收的物质，将保留在 ELV 之下，并构成额外的努力。这项工作在所有考虑的选项中都是相同的，并且目前无法预期，因为属于这一类别的具体物质仍有待确定。
Additional administrative burden is to be expected for stakeholders that would be affected by the scope of a specific restriction on a substance used in vehicles. Such burden would translate into efforts to comply with the proposed restriction, including the implementation of required risk management measures or those to substitute or reduce the use of the restricted substance.
预计利益相关者将面临额外的行政负担，因为这些利益相关者将受到车辆所用物质特定限制范围的影响。这种负担将转化为遵守拟议限制的努力，包括实施所需的风险管理措施或替代或减少限制物质的使用的措施。
The administrative burden to transfer existing restrictions on four substances, and their exemptions, to REACH and to further review them under REACH is likely to be considerably higher than under Measure 5a, given that this review under REACH requires a new restriction and is a rather heavy process, not very suited to the multiple exemptions and reviews under ELV legislation. Although, conceivably, the remaining active exemptions under ELV legislation could be bundled in a single package for the purpose of assessment under REACH, this would be a rather ad-hoc and novel process under REACH and for ECHA, requiring involvement of a larger number of services (waste and chemicals units in DG ENV, REACH and automotive units in DG GROW) and therefore likely to be more burdensome, require more time and more resources.
将四种物质的现有限制及其豁免转移至 REACH 并根据 REACH 对其进行进一步审查的行政负担可能比措施 5a 下的要高得多，因为 REACH 下的审查需要新的限制，并且是一项相当繁重的工作。流程，不太适合 ELV 立法下的多重豁免和审查。尽管可以想象，ELV 立法下剩余的有效豁免可以捆绑在一个单一的包中，以便根据 REACH 进行评估，但这将是 REACH 和 ECHA 下的一个相当临时和新颖的流程，需要更多数量的参与服务（DG ENV、REACH 中的废物和化学品部门以及 DG GROW 中的汽车部门）因此可能更加繁重，需要更多时间和资源。
As regards the updated definition of scope in terms of definition of hazardous substances and substances of concern, protection of human health and full-life cycle approach, these provisions apply to the three sub-measures considered (5a, 5b and 5c) and therefore considerations to this respect mentioned under 5a, are valid for this measure.
至于危险物质和关注物质的定义、保护人类健康和全生命周期方法方面的更新范围定义，这些规定适用于所考虑的三个分措施（5a、5b和5c），因此需要考虑就这方面而言，5a 中提到的内容对于该措施是有效的。
9.3.69.3.6 Economic impacts
9.3.6 经济影响
The economic impacts of Measure 5b are expected to be similar to those of Measure 5a, as explained under that measure. From the point of view of costs to the Commission budget of Measure 5b, this would be addressed under the general REACH budget both of ECHA and of the Commission. Therefore, a specific budget allocation for dealing with vehicle relevant substances would not have to be considered in the financial fiche of the new Regulation replacing ELV Directive.
措施 5b 的经济影响预计与措施 5a 的经济影响类似，正如该措施中所解释的那样。从措施 5b 的委员会预算成本的角度来看，这将在 ECHA 和委员会的 REACH 总预算下解决。因此，在取代 ELV 指令的新法规的财务文件中不必考虑用于处理车辆相关物质的具体预算分配。
As in Measure 5a, resources for ECHA associated with new restrictions of substances in batteries or associated to reviewing the current lead and cadmium exemptions for batteries in vehicles under ELV, are already addressed in the financial fiche of the Batteries Regulation and therefore do not need further consideration here.
与措施 5a 一样，与电池中物质新限制相关或与审查当前 ELV 车辆电池铅和镉豁免相关的 ECHA 资源已在电池法规的财务文件中得到解决，因此不需要进一步此处考虑。
Further resources, largely equivalent to those currently used under ELV to pay the services of external contractors, would have to be additionally allocated to ECHA, under the REACH budget, to support the Commission in reviewing the remaining active exemptions (subject to uncertainties stated about the legal possibility of such “ad hoc” transfers of restrictions).
进一步的资源，基本上相当于目前 ELV 下用于支付外部承包商服务的资源，必须在 REACH 预算下额外分配给 ECHA，以支持委员会审查剩余的有效豁免（取决于关于这种“临时”限制转让的法律可能性）。
9.3.79.3.7 Social impacts
9.3.7 社会影响
A quantitative estimate of the health benefits that the restriction of substances of concern in vehicles would bring about could not be estimated in the context of this impact assessment and will certainly be very case and substance specific. See the description of social impacts under Measure 5a, as these are estimated to be equivalent for Measure 5b.
在本次影响评估的背景下，无法对限制车辆中关注物质所带来的健康益处进行定量估计，并且肯定会因具体情况和物质而异。请参阅措施 5a 下的社会影响描述，因为这些影响估计与措施 5b 相同。
9.3.89.3.8 Environmental impacts
9.3.8 环境影响
Similar to social / health impacts, a quantitative estimate of the environmental benefits that the restriction of substances of concern in vehicles would bring about could not be estimated in the context of this impact assessment and will certainly be very case and substance specific. See the description of environmental impacts under Measure 5a, as these are estimated to be equivalent for Measure 5b.
与社会/健康影响类似，在影响评估的背景下无法对限制车辆中关注物质带来的环境效益进行定量估计，并且肯定会因具体情况和具体物质而异。请参阅措施 5a 下的环境影响描述，因为这些估计与措施 5b 相同。
A restriction of a substance adopted under REACH is capable of imposing prohibitions and risk management measures on all aspects related to the placing on the market and use of a substance during the product life-stage of vehicles. Addressing the use of a substance of concern in the manufacture of vehicles will also have a profound effect on the waste generated by such vehicle when it becomes waste at the end of its service life.
REACH 采用的物质限制能够对车辆产品生命周期内与该物质投放市场和使用相关的所有方面实施禁令和风险管理措施。解决车辆制造过程中所关注物质的使用问题，也将对车辆在使用寿命结束时产生的废物产生深远的影响。
However, given that waste is not a substance, a mixture or an article (as per Article 2(2) of REACH), REACH is not the most suitable instrument to implement specific risk management measures on activities dealing with waste from vehicles (i.e. specific exposure control or emissions reduction measures during recycling or disposal).
然而，鉴于废物不是物质、混合物或物品（根据 REACH 第 2(2) 条），REACH 并不是对处理车辆废物的活动（即特定的废物）实施特定风险管理措施的最合适工具。回收或处置过程中的暴露控制或减排措施）。
9.3.99.3.9 Stakeholder views
9.3.9 利益相关者的意见
See summary of stakeholder views provided under Measure 5a.
请参阅措施 5a 中提供的利益相关者观点摘要。
Although unrelated to the current impact assessment, a recent position paper by several industry associations , issued in the context of the discussions in co-decision of the Commission’s proposal for a regulation on Batteries and Waste batteries , a clear preference was stated, in relation to procedures to restrict hazardous substances in batteries, to “refer to the already existing REACH, OSH and IED processes and therefore benefit from existing horizontal legislation rather than to create additional product specific requirements”.
尽管与当前的影响评估无关，但几个行业协会最近在委员会关于电池和废电池监管提案的提案共同决策讨论中发布的立场文件 254明确表示了偏好，关于限制电池中有害物质的程序，“参考现有的 REACH、OSH 和 IED 流程，因此受益于现有的横向立法，而不是制定额外的产品特定要求”。
9.4Assessment of measure 5c – Hybrid restrictions approach
措施 5c 的评估 – 混合限制方法
9.4
9.4.19.4.1 Description of the measure
9.4.1 措施说明
Measure 5c is a hybrid of Measures 5a and 5b, according to which restrictions on the four substances already existing in the ELV Directive and their exemptions are kept and maintained in the proposed new Regulation, under enhanced provisions. Future restrictions on other substances in vehicles, and their possible exemptions, would be primarily developed, managed, enacted and maintained under REACH or, as appropriate covered by the POPs Regulation or the Batteries Regulation (as applicable to substances in batteries in vehicles).
措施 5c是措施 5a 和 5b 的混合体，根据该措施，对 ELV 指令中已有的四种物质的限制及其豁免在拟议的新法规中根据增强条款保留并维持。 未来对车辆中其他物质的限制及其可能的豁免主要是 根据 REACH 规定开发、管理、颁布和维护，或者酌情由POPs 法规或电池法规（适用于车辆电池中的物质）涵盖。
Measure 5c presents the main advantages of Measures 5a and 5b, while avoiding the legal and practical challenges of a full transfer to REACH (Measure 5b). The possibility of full integration into REACH could be reassessed in the future, after the ongoing review of REACH has been concluded and sufficiently implemented, to assess its adequacy to a scenario such as that proposed under Measure 5b.
措施 5c 体现了措施 5a 和 5b 的主要优点，同时避免了全面转向 REACH（措施 5b）的法律和实际挑战。在对 REACH 的持续审查结束并充分实施后，未来可以重新评估全面纳入 REACH 的可能性，以评估其是否足以满足措施 5b 中提出的方案。
The main features of Measure 5c are:
措施 5c的主要特点是：
·Limitations due to chemical risks of all vehicle-relevant new substances are addressed under REACH (or as appropriate the POPs Regulation or the Batteries Regulation). This would be done under the existing REACH procedures and workstreams for restriction (via the regulatory procedure with scrutiny) or, as appropriate, as defined under the POPs Regulation or the Batteries Regulation (via delegated acts).
REACH （或适当的 POP 法规或电池法规）解决了所有与车辆相关的新物质的化学风险造成的限制。这将根据现有的 REACH 限制程序和工作流程（通过经过审查的监管程序）或酌情按照《持久性有机污染物法规》或《电池法规》的定义（通过授权行为）来完成。
·The objectives and scope in Articles 1 and 4 of the ELV Directive are updated in the new Regulation replacing ELV Directive to cover impacts on human health and the environment across the full life cycle of vehicles (and not only focus on waste management).
ELV 指令第 1 条和第 4 条的目标和范围在新法规中进行了更新，取代了 ELV指令涵盖了车辆整个生命周期对人类健康和环境的影响（而不仅仅是关注废物管理）。
·Existing restrictions on four substances and their exemptions are maintained under ELV legislation and reviewed via delegated acts with the support of ECHA (rather than using contractors, as currently). Relevant active exemptions having a review date [Annex II points 2(c)(ii), 3, 8(e) and 8(g)(ii)] are maintained and reviewed under ELV legislation, with the support of ECHA. Other exemptions that do not require a review are also maintained in ELV legislation. The possibility of a transfer of these restrictions, and any remaining exemptions, to REACH would be reassessed in the future once the ongoing REACH review is concluded and sufficient implementation time has elapsed to assess its functioning (potentially in 7 - 10 years).
对四种物质的现有限制及其豁免仍根据 ELV立法进行维护，并在 ECHA 的支持下通过授权行为进行审查（而不是像目前那样使用承包商）。在 ECHA 的支持下，具有审查日期的相关有效豁免 [附件二第2(c)(ii)、3、8(e) 和 8(g)(ii) 点] 根据 ELV立法进行维护和审查。 ELV立法中还保留了其他不需要审查的豁免。一旦正在进行的 REACH 审查结束并且经过足够的实施时间来评估其功能（可能需要 7 - 10 年），将来将重新评估将这些限制以及任何剩余豁免转移到 REACH 的可能性。
·As an exception to the point above, exemptions for the use of lead and cadmium under ELV Directive which are specific to batteries [Annex II points 5(a) and 5(b) (lead) and 16 (cadmium)] are, following a transition process, taken up by the Batteries Regulation (lex specialis) and as appropriate removed from the Regulation replacing ELV Directive.
作为上述要点的一个例外，根据 ELV指令，特定于电池的铅和镉的使用豁免[附件 II 第5(a) 和 5(b) 点（铅）和 16（镉）] 如下：过渡过程，由电池法规（特别法）采纳，并酌情从替代 ELV 指令的法规中删除。
·The scope of the assessment of the exemptions remaining under ELV legislation is widened beyond the current description in Article 4(2) of the ELV Directive, which only takes into account whether the “the use of the substances is unavoidable”. A broader approach, similar to that used in assessing applications for authorisation under REACH, including an analysis of alternatives, a socio-economic analysis and a comparative analysis of the health and environmental impacts of alternatives (at least at the level of comparing the hazards of the different alternative substances) should be included.
ELV立法中剩余豁免的评估范围扩大了ELV指令第4（2）条目前的描述，该条仅考虑“物质的使用是否不可避免”。一种更广泛的方法，类似于评估 REACH 授权申请所使用的方法，包括替代品分析、社会经济分析以及替代品对健康和环境影响的比较分析（至少在比较替代品的危害层面）不同的替代物质）应包括在内。
·For any expansion in scope of ELV legislation to L-category vehicles, lorries, buses and trailers, a new dedicated restriction process, implemented via delegated acts, would be run under the new Regulation replacing ELV Directive, with the support of ECHA and/or consultants within a given timeframe in case of restrictions regarding the four currently restricted substances or addressed as new restrictions under REACH in case of restrictions regarding other substances. The feasibility and appropriateness of addressing these under REACH would be decided once the ongoing REACH review is concluded and sufficient implementation time has elapsed to assess its functioning (potentially 7 – 10 years). The new Regulation should include the necessary empowerments to, in due time, be able to act according to either of these options.
对于将ELV立法范围扩大到L 类车辆、卡车、公共汽车和拖车，将在ECHA和/或如果涉及四种当前限制物质的限制，请在给定时间范围内提供咨询 或在涉及其他物质的限制的情况下作为 REACH 下的新限制进行处理。一旦正在进行的 REACH 审查结束并且经过足够的实施时间来评估其功能（可能需要 7 - 10 年），就可以决定根据 REACH 解决这些问题的可行性和适当性。新法规应包括必要的授权，以便能够在适当的时候根据这些选项中的任何一个采取行动。
·The definition of “hazardous substance” in ELV legislation is updated to be consistent with CLP Regulation. Similar to the approach in PPWR, reference to the definition of “substance of concern” is also to be included .
ELV立法中“有害物质”的定义已更新，以与 CLP法规保持一致。与 PPWR 中的方法类似，还应包括对“关注物质”定义的提及 。
The text of the Regulation would have to clearly assign to ECHA a supporting role in the review of active exemptions that remain in the new Regulation as well as, as appropriate, in studies that could be carried out to scope and prepare relevant restriction actions on lead, cadmium, mercury and hexavalent chromium associated to a possible increase in scope of the ELV legislation to additional vehicle types. In addition, addressing all new substance restrictions under REACH or, as appropriate the POPs Regulation or the Batteries Regulation would have to be explained in recitals. This will require a definition of tasks for ECHA under the Regulation replacing ELV Directive together with the required budgetary allocation, indicated in its financial fiche.
该法规的文本必须明确指定 ECHA 在审查新法规中保留的主动豁免方面发挥支持作用，并酌情在研究中发挥支持作用，这些研究可用于确定范围和准备相关限制行动铅、镉、汞和六价铬可能与 ELV立法范围扩大到其他车辆类型有关。此外，必须在说明中解释 REACH 260 或 POPs 法规或电池法规（视情况而定）下所有新物质限制。这需要根据 ECHA 的任务定义 取代 ELV 指令的法规以及所需的预算拨款，如其财务文件中所示。
9.4.29.4.2 Effectiveness / efficiency
9.4.2 有效性/效率
As regards the restriction of new substances in vehicles, this measure is identical to Measure 5b. This procedure would use the effective and well-tested assessment and regulatory mechanisms under the REACH restriction title to restrict substances in vehicles for which there is an unacceptable risk to human health and/or the environment, or as applicable, under a generic approach to risk management for substances in articles that may be used by consumers (as provided for under Article 68(2) of REACH).
关于车辆中新物质的限制，该措施与措施5b相同。该程序将使用 REACH 限制标题下有效且经过充分测试的评估和监管机制来限制车辆中对人类健康和/或环境存在不可接受风险的物质，或在适用的情况下，根据通用风险方法对消费者可能使用的物品中的物质进行管理（根据 REACH 第 68(2) 条的规定）。
As regards the existing restrictions on four substances and the management and review of existing exemptions this measure maintains the status quo, using an also well- established process that is known to stakeholders and would require no significant legal changes. The only difference with the baseline, in this regard, is that the Commission would be supported by ECHA, instead of by external consultants, thereby providing, potentially a more homogeneous, stable and robust assessment of exemptions. This approach poses fewer legal and practical implementation challenges than measure 5b, requires minimal legal changes and maintains consistency with current approach towards the management of exemptions.
至于对四种物质的现有限制以及现有豁免的管理和审查，该措施维持现状，使用利益相关者已知的完善流程，不需要重大法律变更。在这方面，与基线的唯一区别是，委员会将得到 ECHA 的支持，而不是外部顾问的支持，从而可能提供更均匀、稳定和强有力的豁免评估。与措施 5b 相比，这种方法带来的法律和实际实施挑战较少，需要最少的法律变更，并与当前的豁免管理方法保持一致。
As indicated, the possibility of addressing the restriction on the four heavy metals, and the review of their exceptions, under REACH, and any efficiency gains that could be gained from it, can be reassessed in the future, following the review of REACH and its implementation.
如前所述，在 REACH 及其法规审查之后，未来可以重新评估解决四种重金属限制的可能性，以及根据 REACH 对其例外情况进行审查，以及从中获得的任何效率收益。执行。
9.4.39.4.3 Coherence
9.4.3 连贯性
As discussed under Measures 5a and 5b, Measure 5c also relies on ECHA to carry out the assessment of all restrictions of substances relevant to vehicles, as well as for the maintenance of existing restrictions and exemptions and therefore is coherent with the “one substance, one assessment” approach. Measure 5c would also be coherent with the general approach under the Ecodesign for Sustainable Products Regulation (by carrying out all new restrictions of substances in vehicles under REACH. This is coherent with the principle that all restrictions on chemicals due to primarily their chemical risk, should not be done under specific product legislation but rather under REACH (only the historical restrictions on the four heavy metals would remain under ELV legislation).
正如措施 5a 和 5b 中所述，措施 5c 还依赖 ECHA 对与车辆相关的所有物质限制进行评估，并维持现有的限制和豁免，因此与“一种物质、一种物质”相一致。评估”的方法。措施 5c 也将与《可持续产品生态设计法规》中的一般方法保持一致（通过执行 REACH 规定的所有新的车辆物质限制）。这与以下原则一致：对化学品的所有限制主要是由于其化学风险，应不是根据具体产品立法，而是根据 REACH（只有对四种重金属的历史限制仍保留在 ELV 立法中）。
9.4.49.4.4 Ease of implementation
9.4.4 易于实施
As indicated for new substance restrictions in Measure 5b (under REACH, POPs and Batteries Regulations) and for existing substance restrictions and the review of their exceptions under Measure 5a, implementation of each of these elements is envisaged to be relatively easy given in the first case this process already takes place smoothly under REACH (avoiding the additional complexity to implement this under an additional new instrument – ELV). As regards the four substances currently restricted under the ELV Directive the current, well-tested process under ELV Directive to review existing exemptions remains, but would be supported by ECHA for additional robustness, consistency and reliability. Therefore this hybrid approach would not require significant changes from the legal or methodological point of view in existing processes and therefore is expected to have lower implementation risks and higher acceptance by stakeholders than measures 5a and 5b.
正如措施 5b（根据 REACH、持久性有机污染物和电池法规）中的新物质限制以及措施 5a 中的现有物质限制及其例外情况审查所示，在第一种情况下，预计这些要素中的每一个的实施都相对容易这一过程已经在 REACH 下顺利进行（避免了在额外的新文书 – ELV 下实施这一过程的额外复杂性）。至于目前受 ELV 指令限制的四种物质，现行 ELV 指令下经过充分测试的审查现有豁免的流程仍然保留，但将得到 ECHA 的支持，以提高稳定性、一致性和可靠性。因此，从法律或方法论的角度来看，这种混合方法不需要对现有流程进行重大改变，因此预计比措施 5a 和 5b 具有更低的实施风险和更高的利益相关者接受度。
As explained in Measure 5a, the “transfer” to REACH of existing restrictions on the four substances and the review of their exceptions is legally problematic and procedurally more complex given that REACH is currently not well suited for the systematic review of multiple exemptions to restrictions (heavy procedure) and given that the legal basis and objectives associated to introducing restrictions under REACH and under ELV are different. As regards substances present in batteries, these would be addressed under the new Batteries Regulation and therefore in this aspect measures 5a, 5b and 5c are equal.
正如措施 5a 中所解释的，鉴于 REACH 目前不太适合对多种限制豁免进行系统审查，因此将四种物质的现有限制“转移”至 REACH 以及对其例外情况的审查在法律上存在问题，而且程序上也更加复杂。繁琐的程序），并且考虑到 REACH 和 ELV 下引入限制的相关法律依据和目标是不同的。至于电池中存在的物质，这些物质将在新电池法规中得到解决，因此在这方面措施 5a、5b 和 5c 是相同的。
9.4.59.4.5 Administrative burden
9.4.5 行政负担
As explained under Measure 5b, no additional administrative burden would be imposed upon the Commission or Member States by the running of restriction proposals for new substances in vehicles under REACH. The same applies to substances restricted under the Batteries Regulation (using a REACH-like process). Similarly for the review of exemptions from the existing restrictions on four substances, which would be assessed with the support of ECHA, the process for the Commission and stakeholders is envisaged to be essentially the same in terms of burden, with additional optimisation and burden reduction for operators than can be achieved via the envisaged increase in consistency and structuring of the process and use of centralised IT tools brought about by the new role of ECHA in the process. Consequently, this hybrid approach is considered to offer the best outcome, in terms of burden, as compared with Measures 5a and 5b.
正如措施 5b 中所解释的，根据 REACH 实施针对车辆中新物质的限制提案不会给委员会或成员国带来额外的行政负担。这同样适用于受电池法规限制的物质（使用类似 REACH 的流程）。同样，对于四种物质现有限制的豁免审查（将在 ECHA 的支持下进行评估），预计委员会和利益攸关方的流程在负担方面基本相同，并针对以下方面进行了额外的优化和负担减轻：通过 ECHA 在流程中的新角色所带来的流程一致性和结构化的提高以及集中式 IT 工具的使用，可以实现比操作员更高的目标。因此，与措施 5a 和 5b 相比，这种混合方法被认为在负担方面提供了最佳结果。
For each new restriction, additional administrative burden is to be expected for stakeholders that would be affected by the scope of a specific restriction on a substance used in vehicles. Such burden would translate into efforts to comply with the proposed restriction, including the implementation of required risk management measures or those to substitute or reduce the use of the restricted substance. This is common to all three measures discussed.
对于每一项新的限制，预计利益相关者将面临额外的行政负担，这些利益相关者将受到车辆所用物质特定限制范围的影响。这种负担将转化为遵守拟议限制的努力，包括实施所需的风险管理措施或替代或减少限制物质的使用的措施。这是所讨论的所有三项措施的共同点。
9.4.69.4.6 Economic impacts
9.4.6 经济影响
As indicated above, measures 5a and 5b are similar as regards the economic impact on operators in terms of compliance costs given that under both measures these have to implement and adjust to the limitations set on the use of substances in vehicles, including substitution costs, monitoring, process modifications, etc. This is independent to whether these limitations are imposed via the new Regulation replacing ELV Directive, REACH or other chemical-related legislation. Arguably having to follow and implement several sets of legislation introduces additional costs and complexity in terms of the process for operators, but this is already the case given currently both ELV legislation and REACH already apply to vehicle manufacturers and other OEMs. Consequently, being measure 5c a combination of elements in measures 5a and 5b, which themselves have estimated similar economic impacts, measure 5c should have similar economic impacts to 5a or 5b, potentially being slightly advantageous over these given in terms of process, it represents the approach requiring the least adaptation efforts by operators (in the sense that existing substance restrictions continue being addressed under ELV and new substance restrictions are primarily addressed under REACH , which is a well know process, that has already addressed vehicle-relevant substances).
如上所述，措施 5a 和 5b 在合规成本方面对运营商的经济影响相似，因为根据这两项措施，运营商必须实施和调整车辆中物质使用的限制，包括替代成本、监测、工艺修改等。这与这些限制是否通过取代 ELV 指令、REACH 或其他化学品相关立法的新法规施加无关。可以说，必须遵循和实施多套立法会给运营商的流程带来额外的成本和复杂性，但考虑到目前 ELV立法和 REACH 已经适用于汽车制造商和其他 OEM，情况已经如此。因此，措施 5c 是措施 5a 和 5b 中要素的组合，它们本身估计了类似的经济影响，因此措施 5c 应该具有与 5a 或 5b 类似的经济影响，可能比在流程方面给出的这些因素稍有优势，它代表了需要运营商做出最少适应努力的方法（从某种意义上说，现有物质限制继续在 ELV 下得到解决，而新物质限制主要在 REACH 下得到解决，这是一个众所周知的流程，已经解决了与车辆相关的问题物质）。
9.4.79.4.7 Social impacts
9.4.7 社会影响
A quantitative estimate of the health benefits that the restriction of substances of concern in vehicles would bring about could not be estimated in the context of this impact assessment and will certainly be very case and substance specific. See the description of social impacts under Measure 5a, as these are estimated to be equivalent for Measure 5c.
在本次影响评估的背景下，无法对限制车辆中关注物质带来的健康益处进行定量估计，并且肯定会因具体情况和物质而异。请参阅措施 5a 下的社会影响描述，因为这些影响估计与措施 5c 相同。
9.4.89.4.8 Environmental impacts
9.4.8 环境影响
Similar to social / health impacts, a quantitative estimate of the environmental benefits that the restriction of substances of concern in vehicles would bring about could not be estimated in the context of this impact assessment and will certainly be very case and substance specific.
与社会/健康影响类似，在影响评估的背景下无法对限制车辆中关注物质带来的环境效益进行定量估计，并且肯定会因具体情况和具体物质而异。
As described in Measure 5a, very significant reductions of emissions of lead, hexavalent chromium and cadmium have already been achieved via the existing restriction under ELV Directive. For new restrictions that could be adopted under REACH important reductions in emissions over the whole life cycle of vehicles are expected, as supported by studies on reduction of emissions brought about by other REACH restrictions. Addressing the use of substances of concern in the manufacture of vehicles will also have a profound effect on the waste generated by such vehicle when it becomes waste at the end of its service life.
如措施 5a 中所述，通过 ELV 指令的现有限制，铅、六价铬和镉的排放量已经实现了非常显着的减少。对于 REACH 下可能采用的新限制，预计车辆整个生命周期的排放量将大幅减少，其他 REACH 限制带来的排放减少研究也支持这一点。解决车辆制造过程中所关注物质的使用问题，也将对此类车辆在其使用寿命结束时产生的废物产生深远的影响。
For further details see the description of environmental impacts under Measure 5a and 5b, as these are estimated to be equivalent for Measure 5c (which represents a combination of both).
有关更多详细信息，请参阅措施 5a 和 5b 下的环境影响描述，因为这些估计与措施 5c（代表两者的组合）相同。
9.4.99.4.9 Stakeholder views
9.4.9 利益相关者的意见
See summary of stakeholder views provided under Measure 5a. There is clear support of a majority of stakeholders to address all new substance restrictions in vehicles under REACH as the central EU chemicals management legislation. A majority of stakeholders responding to the open public consultation also support that substances already regulated under ELV Directive should remain there (and thus also their exceptions).
请参阅措施 5a 中提供的利益相关者观点摘要。大多数利益相关者明确支持根据 REACH 作为欧盟核心化学品管理立法来解决车辆中的所有新物质限制问题。大多数响应公开咨询的利益相关者也支持已受 ELV 指令管制的物质应保留（因此也应保留其例外情况）。
This approach is consistent with what is proposed under this Measure 5c.
该方法与措施 5c 中提出的方法一致。
9.5Summary and conclusion 总结与结论
As can be seen from the analysis above, measures 5a and 5b are similar in terms of effectiveness and efficiency given in both cases a system to restrict new substances in vehicles and vehicles components is established relying on the support and expertise of ECHA.
从上述分析可以看出，措施5a和措施5b在有效性和效率上是相似的，因为这两种情况下限制车辆和车辆零部件中新物质的制度都是依靠ECHA的支持和专业知识建立的。
All three measures are coherent with the “one substance, one assessment” approach, as in all cases the assessments of the merits of restricting substances due to their chemical risks are carried out with the support of ECHA. However, in terms of their coherence with the general approach to address substances which pose a problem in products due to primarily their chemical risks, Measure 5a would deviate from this approach, whereas measures 5b and 5c would be consistent with it, given in both cases all new restrictions would be primarily done under REACH.
所有三项措施都与“一种物质，一种评估”方法一致，因为在所有情况下，由于化学风险而限制物质的优点的评估都是在 ECHA 的支持下进行的。然而，就其与解决主要由于其化学风险而在产品中造成问题的物质的一般方法的一致性而言，措施 5a 将偏离该方法，而措施 5b 和 5c 将与其一致，在这两种情况下均给出所有新的限制将主要根据 REACH 进行。
As regards implementation simplicity, both measures 5a and 5b, although in principle feasible, have some associated difficulties. In the case of measure 5a a new methodology to restrict new substances due to their chemical risks would have to be developed and implemented under ELV legislation, with support of ECHA. Although methodologically this would largely resemble REACH, the creation of new procedures under the new Regulation would unavoidably require additional efforts and adaptation both of operators as well as of ECHA and the responsible Commission services. On the other hand, to fully transfer all vehicle restrictions to REACH would require similar efforts for operators but offers serious doubts. They regard legal and practical possibilities to transfer the existing restrictions on the four substances, and their exemptions, to REACH and to subsequently maintain and review them under REACH, in its current form.
就实现简单性而言，措施5a和5b虽然原则上可行，但存在一些相关的困难。就措施 5a 而言，必须在 ECHA 的支持下，根据 ELV 立法制定和实施一种新方法，以限制新物质的化学风险。尽管从方法上讲，这在很大程度上类似于 REACH，但根据新法规创建新程序将不可避免地需要运营商以及 ECHA 和负责的委员会服务部门进行额外的努力和调整。另一方面，要将所有车辆限制完全转移到 REACH 要求运营商做出类似的努力，但也存在严重疑问。他们认为将这四种物质的现有限制及其豁免转移至 REACH 并随后在 REACH 下以当前形式维持和审查这些限制在法律和实践上都是可行的。
In this regard, measure 5c provides a hybrid solution which in terms of implementability appears clearly advantageous, also in terms of representing the least administrative burden for operators, given it maintains “old restrictions” and their exemptions under ELV legislation and all new substance restrictions under REACH (for which this process is already in place).
在这方面，措施 5c 提供了一种混合解决方案，该解决方案在可实施性方面显然具有优势，而且在为运营商带来最少的管理负担方面也是如此，因为它保留了“旧限制”及其根据 ELV 立法的豁免以及根据REACH（该流程已就位）。
The overall economic, social and environmental impacts of the three measures are estimated to be largely equivalent, given in all cases restrictions on substances in vehicles would be enacted resulting in the same positive impacts in terms of protection of human health and the environment and with equal associated costs to ensure compliance, adapt manufacturing processes, implement alternatives and, as appropriate, apply for exemptions. Small differences in costs and administrative burden may exist from the point of view of the Administrations (Commission and Member States) depending on the specific services involved, and their pattern of interaction, but these are estimated to be small as compared to costs to comply with restrictions.
鉴于在所有情况下都会颁布对车辆内物质的限制，这三项措施的总体经济、社会和环境影响估计大致相当，从而在保护人类健康和环境方面产生相同的积极影响，并且具有同等的积极影响。确保合规、调整制造流程、实施替代方案并酌情申请豁免的相关成本。从主管部门（委员会和成员国）的角度来看，根据所涉及的具体服务及其互动模式，成本和行政负担可能存在微小差异，但与遵守规定的成本相比，这些差异估计很小限制。
As regards the views of stakeholders consulted, a majority of them shows a preference for new restrictions to be carried out under the REACH Regulation, with support also expressed to maintaining the status quo for existing restrictions on the four substances and their exemptions. This is best aligned with hybrid measure 5c with the exception of restrictions of lead and cadmium in vehicle batteries, which in all cases would be addressed under the new Batteries Regulation, as lex specialis. The preference of Member States to centralise to the extent possible new restrictions on chemicals in products under REACH, clearly expressed during the co-decision process of the Batteries Regulation, is also respected and largely aligned under Measure 5c.
就所征求的利益相关者的意见而言，大多数利益相关者都倾向于在REACH法规下实施新的限制，并表示支持维持对四种物质的现有限制及其豁免的现状。这与混合措施 5c 最为一致，但车辆电池中铅和镉的限制除外，在所有情况下，这些限制都将根据新的电池法规（作为特别法）予以解决。成员国在电池法规的共同决策过程中明确表达了在 REACH 下尽可能集中对产品中化学品的新限制的偏好，这一意愿也得到了措施 5c 的尊重和基本一致。
A comparative summary of the three measures is provided in the table below:
下表提供了三项措施的比较摘要：
Table 9.1 Comparative summary measures
表 9.1 比较总结措施
|
|
M5a
(ELV) （弱电） |
M5b
(REACH + other existing )
（REACH+其他现有的） |
M5c
(hybrid) （杂交种） |
|
Effectiveness / efficiency
有效性/效率 |
++ |
++ |
++ |
|
Coherence 连贯性 |
+ |
++ |
++ |
|
Ease of implementation 易于实施 |
++ |
+ |
+++ |
|
Administrative burden 行政负担 |
- |
- |
- / + |
|
Economic impacts 经济影响 |
- |
- |
- |
|
Social impacts 社会影响 |
++ |
++ |
++ |
|
Environmental impacts 环境影响 |
++ |
++ |
++ |
|
Stakeholder views 利益相关者的意见 |
+ |
++ |
+++ |
|
Impact summary 影响总结 |
++ |
++ |
+++ |
Finally, although as abundantly discussed in the co-decision process of the Batteries Regulation, restrictions carried-out under REACH are to some extent limited. They cannot specifically impose risk management measures in the waste phase, given waste is excluded from the scope of REACH. This does not imply that REACH restrictions cannot have an impact on the safety of waste management, given restrictions on the product phase will also limit the chemicals that are ultimately present in waste (i.e. if a ban or a content limitation in products is imposed).
最后，尽管电池法规的共同决策过程中进行了大量讨论，但 REACH 下实施的限制在一定程度上是有限的。鉴于废物被排除在 REACH 范围之外，他们无法在废物阶段具体实施风险管理措施。这并不意味着 REACH 限制不会对废物管理的安全产生影响，因为对产品阶段的限制也将限制废物中最终存在的化学物质（即，如果对产品实施禁令或含量限制）。
The need introduce dedicated risk management measures to address risks resulting from the management of end-of-life vehicles, using a dedicated legal instrument to enact restrictions that would enable implementing such specific risk management measures to waste, e.g. during recycling operations (as would be possible under measure 5a) does not, contrary to the case of substances in batteries, have a strong justification.
需要引入专门的风险管理措施来解决报废车辆管理所产生的风险，使用专门的法律文书来制定限制，从而能够对废物实施此类具体的风险管理措施，例如在回收操作期间（如与电池中物质的情况相反，措施 5a) 下的可能性并不具有强有力的理由。
In the case of batteries, hazardous substances such as lithium compounds, cobalt compounds, lead compounds, etc, are the core of the battery, which contains them in large quantities. The importance placed on recovering these hazardous substances, some of which are critical raw materials, justifies having the possibility of imposing specific risk management measures , as appropriate and complementing existing provisions under existing environmental and worker protection legislation, on battery recovery / treatment operations. These are expected to largely increase in the EU in the coming years.
就电池而言，锂化合物、钴化合物、铅化合物等有害物质是电池的核心，其中含有大量的有害物质。回收这些有害物质（其中一些是关键原材料）的重要性证明有可能酌情实施特定的风险管理措施并补充现有环境和工人保护立法下有关电池回收/处理操作的现有规定。预计未来几年欧盟的这些数量将大幅增加。
In the case of end-of-life vehicles, although the presence of hazardous substances in waste is certainly a source of concern, these are not major constituents of the vehicle, nor the target substances for recovery. Therefore, in order to address possible risks occurring during waste management of ELVs, the downstream effects on waste of chemical restrictions imposed on the vehicles (e.g. via REACH), together with provisions in the applicable existing environmental (e.g. Industrial Emissions Directive) and worker protection legislation (Chemical Agents Directive, Carcinogens and Mutagens Directive), are considered sufficient to manage these risks.
就报废车辆而言，虽然废物中有害物质的存在确实令人担忧，但这些物质不是车辆的主要成分，也不是回收的目标物质。因此，为了解决ELV废物管理过程中可能出现的风险，对车辆施加的化学品限制（例如通过REACH）对废物的下游影响，以及适用的现有环境（例如工业排放指令）和工人保护中的规定立法（化学制剂指令、致癌物和诱变剂指令）被认为足以管理这些风险。
Based on all the above, the hybrid restriction approach defined under Measure 5c is considered the preferred policy option.
综上所述，措施 5c中定义的混合限制方法被认为是首选政策选择。
(1)
Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (OJ L 151, 14.6.2018, p. 1–218).
欧洲议会和理事会 2018 年 5 月 30 日颁布的法规 (EU) 2018/858，涉及机动车辆及其拖车以及用于此类车辆的系统、组件和单独技术单元的批准和市场监督（ OJ L 151， 2018 年 6 月 14 日，第 1-218 页）。
(2)
Standard ISO 22628: 2002.
标准ISO 22628：2002。
(3)
For instance, Repair and Maintenance Information (RMI), IMDS (International Material Data System) and the international dismantling information system (IDIS). More information available at: https://public.mdsystem.com/en/web/imds-public-pages
例如，维修和保养信息（RMI）、IMDS（国际材料数据系统）和国际拆解信息系统（IDIS）。更多信息请访问：https: //public.mdsystem.com/en/web/imds-public-pages
(4)
Annex I (3) of the ELV Directive.
ELV 指令附件 I (3)。
(5)
See a section on the preliminary list of components in 13a and 13b.
请参阅 13a 和 13b 中有关组件初步列表的部分。
(6)
Art 27 CRM Regulation refers to recyclability of permanent magnets of the following 4 types: (i) Neodymium-Iron-Boron; (ii) Samarium-Cobalt; (iii) Aluminium-Nickel-Cobalt; (iv) Ferrite
CRM 法规第 27 条涉及以下 4 种永磁体的可回收性： (i) 钕铁硼； (ii) 钐钴； (iii) 铝镍钴； (四) 铁氧体
(7)
N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821.
N. Tazi、M. Orefice、C. Marmy、Y. Baron、M Ljunggren、P Wäger、F. Mathieux，对提高乘用车关键原材料和其他材料循环性的选定措施的初步分析，EUR 31468 EN，欧盟出版局，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi： 10.2760/207541，JRC132821。
(8)
The definition of substances of concern contained in the proposal for ESPR should be used in that respect
ESPR 提案中所含关注物质的定义应在这方面使用
(9)
Regulation of the European Parliament and the Council of [date] 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC (OJ L […]).
欧洲议会和理事会 2023 年 [日期] 关于电池和废电池的法规，修订指令 2008/98/EC 和法规 (EU) 2019/1020 并废除指令 2006/66/EC (OJ L […])。
(10)
It should be noted that the requirements under the Authorisation title of REACH for those substances of very high concern (SVHCs) listed in Annex XIV to REACH (such as certain chromium VI salts) applies, regardless of whether restriction provisions for substances in vehicles remain in ELV or are transferred to REACH or sector / product-specific legislation.
应该指出的是，REACH 授权标题下对 REACH 附件 XIV 中列出的高度关注物质 (SVHC)（例如某些六价铬盐）的要求适用，无论车辆中物质的限制规定是否仍然存在ELV 或已转移至 REACH 或行业/产品特定法规。
(11)
Committee for Risk Assessment (RAC) and Committee for Socio-economic Analysis (SEAC) defined under article 76 of the REACH Regulation.
REACH 法规第 76 条定义的风险评估委员会 (RAC) 和社会经济分析委员会 (SEAC)。
(12)
This is similar approach to the one used in the Batteries Regulation.
这与电池法规中使用的方法类似。
(13)
COM(2020) 798 final and 2020/0353 (COD). https://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX%3A52020PC0798
COM(2020) 798 最终版和 2020/0353 (COD)。 https://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX%3A52020PC0798
(14)
The description of the measure takes into account the provisional political agreement achieved between the European Parliament and the Council in the trilogue held on 9 December 2022.
该措施的描述考虑了欧洲议会和理事会在 2022 年 12 月 9 日举行的三场会议中达成的临时政治协议。
(15)
More information on this is presented in Annex 15, based on N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821
附件 15 中提供了更多相关信息，基于 N. Tazi、M. Orefice、C. Marmy、Y. Baron、M Ljunggren、P Wäger、F. Mathieux，对提高 Critical Raw 循环性的选定措施的初步分析乘用车中的材料和其他材料，EUR 31468 EN，欧盟出版局，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi：10.2760/207541，JRC132821
(16)
Including the shares of post-consumer, pre-consumer and closed loop percentages derived from ELV treatment on a mass-balance basis.
包括基于质量平衡基础上的 ELV 处理得出的消费后、消费前和闭环百分比的份额。
(17)
Or as applicable under the Regulation on Persistent Organic Pollutants.
或根据《持久性有机污染物条例》适用。
(18)
Based on the results of provisional 1st reading agreement 9 December 2022: https://www.europarl.europa.eu/news/en/press-room/20221205IPR60614/batteries-deal-on-new-eu-rules-for-design-production-and-waste-treatment
基于 2022 年 12 月 9 日临时一读协议的结果：https://www.europarl.europa.eu/news/en/press-room/20221205IPR60614/batteries-deal-on-new-eu-rules-for-design -生产和废物处理
(19)
For more information see Suggestion 6 at https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
如需了解更多信息，请参阅建议 6：https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval .aspx ;
(20)
Allowing an in depth assessment of alternatives and of their socio-economic impacts, similar to that carried out under REACH.
允许对替代方案及其社会经济影响进行深入评估，类似于 REACH 下进行的评估。
(21)
It should be noted that the requirements under the Authorisation title of REACH for those substances of very high concern (SVHCs) listed in Annex XIV to REACH (such as certain chromium VI salts) applies, regardless of whether restriction provisions for substances in vehicles remain in ELV or are transferred to REACH or sector / product-specific legislation.
应该指出的是，REACH 授权标题下对 REACH 附件 XIV 中列出的高度关注物质 (SVHC)（例如某些六价铬盐）的要求适用，无论车辆中物质的限制规定是否仍然存在ELV 或已转移至 REACH 或行业/产品特定法规。
(22)
or as appropriate the POPs Regulation or the Batteries Regulation
或酌情适用持久性有机污染物法规或电池法规
(23)
Annex on restrictions 限制附件
(24)
E.g. Nissan: https://www.nissan-global.com/EN/SUSTAINABILITY/LIBRARY/SR/2022/ , Hyundai: https://www.hyundai.com/eu/about-hyundai/sustainability/sustainability.html ; Stellantis: https://www.stellantis.com/content/dam/stellantis-corporate/sustainability/csr-disclosure/fca/fca_2020_sustainability_report.pdf ; Ford: https://www.ford.co.uk/experience-ford/sustainability
例如日产： https://www.nissan-global.com/EN/SUSTAINABILITY/LIBRARY/SR/2022/ ，现代：https: //www.hyundai.com/eu/about-hyundai/sustainability/sustainability.html ； Stellantis： https://www.stellantis.com/content/dam/stellantis-corporate/sustainability/csr-disclosure/fca/fca_2020_sustainability_report.pdf ；福特： https://www.ford.co.uk/experience-ford/sustainability
(25)
More information on this is presented in Annex 15, based on N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821
附件 15 中提供了更多相关信息，基于 N. Tazi、M. Orefice、C. Marmy、Y. Baron、M Ljunggren、P Wäger、F. Mathieux，对提高 Critical Raw 循环性的选定措施的初步分析乘用车中的材料和其他材料，EUR 31468 EN，欧盟出版局，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi：10.2760/207541，JRC132821
(26)
“SLI batteries and electric vehicle batteries incorporated in motor vehicles should be removable and replaceable by independent professionals. It is appropriate to consider provisions, including as regards joining, fastening and sealing elements, to ensure that those batteries can be removed, replaced and disassembled through relevant legislative proposal to revise Directive 2000/53/EC. For the purposes of the design, manufacturing and the repair of SLI batteries and electric vehicle batteries, manufacturers should provide the relevant vehicle on-board diagnostic information and vehicle repair and maintenance information on a non-discriminatory basis to any interested manufacturer, installer or repairer of equipment for vehicles of categories M, N and O as provided for in Regulation (EU) 2018/858. Further, the Commission should encourage the development of standards for design and assembly techniques that facilitate the maintenance, repair and repurpose of batteries and battery packs”.
“机动车辆中的 SLI 电池和电动汽车电池应可由独立专业人员拆卸和更换。适当考虑相关规定，包括有关连接、紧固和密封元件的规定，以确保通过修订指令 2000/53/EC 的相关立法提案可以移除、更换和拆卸这些电池。为了设计、制造和维修SLI电池和电动汽车电池，制造商应在非歧视的基础上向任何感兴趣的制造商、安装商或维修商提供相关的车辆车载诊断信息和车辆维修和保养信息法规 (EU) 2018/858 中规定的 M、N 和 O 类车辆的设备。此外，委员会应鼓励制定设计和组装技术标准，以促进电池和电池组的维护、修理和重新利用”。
(27)
Article 15(2) of the Regulation on Batteries and Waste Batteries lists the provisions of this Regulation, for which the Commission will request development of standards, without indicating any deadlines for issuance of such requests. EUR-Lex - 52020PC0798 - EN - EUR-Lex (europa.eu)
《电池和废电池条例》第 15 条第（2）款列出了本条例中委员会将要求制定标准的条款，但没有指明发出此类请求的截止日期。 EUR-Lex - 52020PC0798 - EN - EUR-Lex (europa.eu)
(28)
In the proposal for a Regulation on Packaging and Packaging Waste, the Commission’s commitment to request development of standards was mentioned only in the recitals, without any time-specific indications. Proposal Packaging and Packaging Waste (europa.eu)
在包装和包装废物法规提案中，委员会仅在说明中提到了要求制定标准的承诺，没有任何具体时间说明。包装和包装废物提案 (europa.eu)
(29)
Regulation of the European Parliament and the Council of [date] 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC (OJ L […]).
欧洲议会和理事会 2023 年 [日期] 关于电池和废电池的法规，修订指令 2008/98/EC 和法规 (EU) 2019/1020 并废除指令 2006/66/EC (OJ L […])。
(30)
COM(2022) 142 final COM(2022) 142 最终
(31)
COM(2022) 586 final COM(2022) 586 期末
(32)
Or as appropriate the POPs Regulation or the Batteries Regulation. It should also be noted that the requirements under the Authorisation title of REACH for those substances of very high concern (SVHCs) listed in Annex XIV to REACH (such as certain chromium VI salts) applies, regardless of whether restriction provisions for substances in vehicles remain in ELV or are transferred to REACH or sector / product-specific legislation.
或者视情况而定，持久性有机污染物法规或电池法规。还应注意的是，无论车辆中物质的限制规定是否仍然存在，REACH 授权标题下对 REACH 附件 XIV 中列出的高度关注物质 (SVHC)（例如某些六价铬盐）的要求均适用ELV 或转移到 REACH 或行业/产品特定立法。
(33)
According to Article 2(28) of proposal for a Regulation on Eco-design for Sustainable Products, substances of concern means a substance that:
根据《可持续产品生态设计条例》提案第 2(28) 条，关注物质是指以下物质：
(a) meets the criteria laid down in Article 57 and is identified in accordance with Article 59(1) of Regulation (EC) No 1907/2006; or
(a) 符合第 57 条规定的标准，并根据 (EC) 第 1907/2006 号法规第 59(1) 条进行认定；或者
(b) is classified in Part 3 of Annex VI to Regulation (EC) No 1272/2008 in one of the following hazard classes or hazard categories:
(b) 根据法规 (EC) No 1272/2008 附件 VI 第 3 部分的规定，属于以下危险等级或危险类别之一：
– carcinogenicity categories 1 and 2,
– 致癌性类别 1 和 2，
– germ cell mutagenicity categories 1 and 2,
– 生殖细胞致突变性类别 1 和 2，
– reproductive toxicity categories 1 and 2, [to be added in the course of the legislative procedure once Regulation (EC) No 1272/2008 contains these hazard classes: Persistent, Bioacumulative, Toxic (PBTs), very Persistent very Bioaccumulative (vPvBs); Persistent, Mobile and Toxic (PMT), very Persistent very Mobile (vPvM); Endocrine disruption],
– 生殖毒性类别 1 和 2，[一旦法规 (EC) No 1272/2008 包含这些危险类别，将在立法程序过程中添加：持久性、生物累积性、毒性 (PBT)、非常持久性、非常生物累积性 (vPvB)；持久、移动和有毒 (PMT)、非常持久、非常移动 (vPvM)；内分泌干扰]，
– respiratory sensitisation category 1,
– 呼吸道过敏类别 1，
– skin sensitisation category 1,
– 皮肤过敏1类，
– chronic hazard to the aquatic environment categories 1 to 4,
– 对水生环境的慢性危害类别 1 至 4，
– hazardous to the ozone layer,
– 对臭氧层有害，
– specific target organ toxicity
– 特异性靶器官毒性
– repeated exposure categories 1 and 2,
– 重复暴露类别 1 和 2，
– specific target organ toxicity
– 特异性靶器官毒性
– single exposure categories 1 and 2; or
– 单次暴露类别 1 和 2；或者
(c) negatively affects the re-use and recycling of materials in the product in which it is present;
(c) 对产品中材料的再利用和回收产生负面影响；
(34)
IDIS (International Dismantling Information System) https://www.idis2.com/
IDIS（国际拆解信息系统）https://www.idis2.com/
(35)
IMDS (International Material Data System) https://www.mdsystem.com/imdsnt/startpage/index.jsp
IMDS（国际材料数据系统） https://www.mdsystem.com/imdsnt/startpage/index.jsp
(36)
GADSL (Global Automotive Declarable Substance List) https://www.gadsl.org/
GADSL（全球汽车申报物质清单）https://www.gadsl.org/
(37)
SCIP (database for information on Substances of Concern In articles as such or in complex objects (Products)) https://echa.europa.eu/scip
SCIP（有关文章或复杂对象（产品）中关注物质信息的数据库） https://echa.europa.eu/scip
(38)
Substances of Very High Concern
高度关注的物质
(39)
Thermoplastics (e.g. polyolefins, styrenics, polyamides) as well as polyurethane foams
热塑性塑料（例如聚烯烃、苯乙烯、聚酰胺）以及聚氨酯泡沫
(40)
CPA. (2021). Guidance on Waste Definitions (Issue September). https://ec.europa.eu/docsroom/documents/46954/attachments/8/translations/en/renditions/native
注册会计师。 （2021）。废物定义指南（九月号）。 https://ec.europa.eu/docsroom/documents/46954/attachments/8/translations/en/renditions/native
(41)
This corresponds with the scenario JRC3a in the respective study (JRC129008).
这与相应研究 (JRC129008) 中的 JRC3a 场景相对应。
(42)
If the new legislation enters into force after 2025, the date would be later than 2030. The legislative proposal will clarity that the date applies 5 years after entry into force of the new legislation
如果新立法在2025年之后生效，则日期将晚于2030年。立法提案将明确该日期适用于新立法生效5年后
(43)
This corresponds with the scenario JRC4b in the Annex of the study (JRC129008).
这与研究附件 (JRC129008) 中的 JRC4b 情景相对应。
(44)
This corresponds with the scenario JRC4c in the Annex of the study (JRC129008).
这与研究附件 (JRC129008) 中的 JRC4c 情景相对应。
(45)
IEA (2022), Iron and Steel, IEA, Paris https://www.iea.org/reports/iron-and-steel, License: CC BY 4.0
IEA (2022)，钢铁，IEA，巴黎 https://www.iea.org/reports/iron-and-steel，许可证：CC BY 4.0
(46)
The Mission Possible Partnership – Making Net-Zero Steel Possible - An industry-backed, 1.5°C-aligned
使命 可能的合作伙伴关系 – 让净零钢铁成为可能 – 行业支持、与 1.5°C 保持一致
transition strategy, page 10
过渡战略，第 10 页
(47)
The Mission Possible Partnership – Making Net-Zero Steel Possible - An industry-backed, 1.5°C-aligned
使命 可能的合作伙伴关系 – 让净零钢铁成为可能 – 行业支持、与 1.5°C 保持一致
transition strategy, page 10
过渡战略，第 10 页
(48)
idem, page 36 同上，第 36 页
(49)
EPRS, Carbon-free steel production - Cost reduction options and usage of existing gas infrastructure, European Parliamentary Research Service, April 2021
EPRS，无碳钢生产 - 降低成本选项和现有天然气基础设施的使用，欧洲议会研究服务，2021 年 4 月
(50)
Z. Fan, S.J. Friedmann, Low-carbon production of iron and steel: Technology options, economic assessment and policy, Joule 5, 829-862, April 21, 2021, Elsevier Inc.
Z. Fan, SJ Friedmann，低碳钢铁生产：技术选择、经济评估和政策，Joule 5, 829-862，2021 年 4 月 21 日，Elsevier Inc.
(51)
R. Su, A.Assous, Starting from scrap - The key role of circular steel in meeting climate goals, Sandbag, June 2022
R. Su、A.Assous，从废钢开始 - 圆钢在实现气候目标中的关键作用，Sandbag，2022 年 6 月
(52)
IEA - Achieving Net Zero Heavy Industry Sectors in G7 Members, 2021
IEA - 2021 年 G7 成员重工业部门实现净零排放
(53)
Material Economics (2020). Preserving value in EU industrial materials - A value perspective on the use of steel, plastics, and aluminium, EIT – Climate KIC).
材料经济学（2020）。保护欧盟工业材料的价值 - 使用钢铁、塑料和铝的价值视角，EIT – 气候 KIC）。
(54)
According to EUROFER: “For steel grades demanding lower Cu content (<0.1%) the EAF producer can either utilize clean iron units from primary sources or use cleaner sources of scrap. … dilution with primary iron units avoids potential issues with copper, and that there will be future constraints if copper concentrations are allowed to further increase. These constraints are not so evident today”.
根据 EUROFER 的说法：“对于要求较低铜含量 (<0.1%) 的钢种，电弧炉生产商可以使用主要来源的清洁炼铁装置，也可以使用更清洁的废钢来源。 …用原铁单位稀释可以避免铜的潜在问题，并且如果允许铜浓度进一步增加，未来将会受到限制。这些限制在今天并不那么明显”。
(55)
Somers, J., Technologies to decarbonise the EU steel industry, EUR 30982 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-47147-9, doi:10.2760/069150, JRC127468
Somers, J.，欧盟钢铁行业脱碳技术，EUR 30982 EN，欧盟出版办公室，卢森堡，2022 年，ISBN 978-92-76-47147-9，doi:10.2760/069150，JRC127468
(56)
Communication from the Commission to the European Parliament, the European Council, The European
委员会向欧洲议会、欧洲理事会、欧洲联盟发出的通讯
Economic and Social Committee and the Committee of the Regions, RePowerEU Plan, SWD(2022) 230 final.
经济和社会委员会和地区委员会，RePowerEU 计划，SWD(2022) 230 最终版。
(57)
Somers, J., Technologies to decarbonise the EU steel industry, EUR 30982 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-47147-9, doi:10.2760/069150, JRC127468
Somers, J.，欧盟钢铁行业脱碳技术，EUR 30982 EN，欧盟出版办公室，卢森堡，2022 年，ISBN 978-92-76-47147-9，doi:10.2760/069150，JRC127468
(58)
R. Su,A.Assous, Starting from scrap - The key role of circular steel in meeting climate goals, Sandbag, June 2022
R. Su、A.Assous，从废钢开始 - 圆钢在实现气候目标中的关键作用，Sandbag，2022 年 6 月
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Examples include Volvo, which has set the ambition to use 25% of recycled steel by 2025 https://www.volvocars.com/intl/v/sustainability/circular-economy and L. Petersson, Recycled content steel, Global Sustainability Team Volvo, 30/01/2023
例如沃尔沃，其目标是到 2025 年使用 25% 的回收钢材https://www.volvocars.com/intl/v/sustainability/circular-economy和 L. Petersson，回收钢材，沃尔沃全球可持续发展团队, 30/01/2023
(60)
https://www.volvocars.com/intl/v/sustainability/circular-economy
(61)
https://www.stellantis.com/content/dam/stellantis-corporate/sustainability/csr-disclosure/fca/fca_2020_sustainability_report.pdf
(62)
https://www.press.bmwgroup.com/global/article/detail/T0405678EN/bmw-group-secures-co2-reduced-steel-for-global-production-network?language=en
(63)
http://www.circulary.eu/project/renault-closed-loop/
(64)
R. Su and A.Assous, Starting from scrap - The key role of circular steel in meeting climate goals, Sandbag, June 2022
R. Su 和 A.Assous，从废钢开始 - 圆钢在实现气候目标中的关键作用，Sandbag，2022 年 6 月
(65)
https://rmis.jrc.ec.europa.eu/veh#/v/components
(66)
R. Su and A.Assous, Starting from scrap - The key role of circular steel in meeting climate goals, Sandbag, June 2022;
R. Su 和 A.Assous，从废钢开始——圆钢在实现气候目标中的关键作用，Sandbag，2022 年 6 月；
Somers, J., Technologies to decarbonise the EU steel industry, EUR 30982 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-47147-9, doi:10.2760/069150, JRC127468;
Somers, J.，欧盟钢铁工业脱碳技术，EUR 30982 EN，欧盟出版办公室，卢森堡，2022 年，ISBN 978-92-76-47147-9，doi:10.2760/069150，JRC127468；
Material Economics (2020). Preserving value in EU industrial materials - A value perspective on the use of steel, plastics, and aluminium, EIT – Climate KIC).
材料经济学（2020）。保护欧盟工业材料的价值 - 使用钢铁、塑料和铝的价值视角，EIT – 气候 KIC）。
(67)
R. Su and A.Assous, Starting from scrap - The key role of circular steel in meeting climate goals, Sandbag, June 2022;
R. Su 和 A.Assous，从废钢开始——圆钢在实现气候目标中的关键作用，Sandbag，2022 年 6 月；
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Planned full capacity of the first plant: > 300,000 t/a. In 2026, when several other plants will or have become operative, a capacity of 1.5 million t will be available with the same design concept and quality guarantees within the group of the major player in the steel recycling sector.
一厂规划满负荷：> 30万吨/年。到 2026 年，当其他几家工厂即将或已经投入运营时，钢铁回收行业主要参与者集团内的产能将达到 150 万吨，具有相同的设计理念和质量保证。
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According to Eurofer: “Nearly all OEM’s have set clear targets in terms of CO2 reduction and LCA carbon footprint reduction of their fleet. Some OEMs have clear targets on “recycled content” as well. Often without detailing exactly a definition for “recycled content” per material type”
根据 Eurofer 的说法：“几乎所有 OEM 都在减少其车队的二氧化碳排放和 LCA 碳足迹方面设定了明确的目标。一些原始设备制造商对“回收内容”也有明确的目标。通常没有详细说明每种材料类型的“回收内容”的定义”
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Automotive Industry Action Group and suppliers Partnership for the Environment, Guidance on Measuring Recycled Content of Automotive Products, September 2021
汽车行业行动小组和供应商环境合作伙伴关系，汽车产品回收成分测量指南，2021 年 9 月
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See the Technical Annex on page 133 of IEA - Achieving Net Zero Heavy Industry Sectors in G7 Members, 2021
请参阅 IEA 第 133 页的技术附件 - 2021 年在 G7 成员中实现净零重工业部门
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Green Steel Definition - A Labelling System for Green Lead Markets - Proposal of the Steel Industry in Germany, November 2022
绿色钢铁定义 - 绿色铅市场的标签系统 - 德国钢铁行业提案，2022 年 11 月
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EFR - EU-27 Steel Scrap Specification, 2007.
EFR - EU-27 废钢规范，2007 年。
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Somers, J., Technologies to decarbonise the EU steel industry, EUR 30982 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-47147-9, doi:10.2760/069150, JRC127468;
Somers, J.，欧盟钢铁工业脱碳技术，EUR 30982 EN，欧盟出版办公室，卢森堡，2022 年，ISBN 978-92-76-47147-9，doi:10.2760/069150，JRC127468；
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See Table 2.4 in Chapter 2 of IEA - Achieving Net Zero Heavy Industry Sectors in G7 Members, 2021
参见 IEA 第 2 章表 2.4 - 2021 年在 G7 成员中实现重工业部门净零排放
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Notably linked to the future share of steel long products in electric vehicles, which are the candidates for high scrap utilisation rates and in flat-products expected to be used more in future vehicle designs
与电动汽车中长钢产品的未来份额尤其相关，这些产品是高废钢利用率的候选者，而扁平材预计将在未来的汽车设计中更多地使用
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Directive 2008/98/EC of the Council and the European Parliament.
理事会和欧洲议会指令 2008/98/EC。
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Article 11a of the Waste Framework Directive.
废物框架指令第 11a 条。
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Commission Decision of 22 March 2005 establishing the formats relating to the database system pursuant to Directive 94/62/EC of the European Parliament and of the Council on packaging and packaging waste (2005/270/EC).
2005 年 3 月 22 日委员会决定根据欧洲议会和理事会关于包装和包装废物的指令 94/62/EC (2005/270/EC) 建立与数据库系统相关的格式。
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The Commission proposed requirements on the calculation of average loss rate for municipal waste, in line with Article 11a(10) of the WFD, but these requirements have not yet been adopted: the Council objected in December 2021 to the adoption of delegated decision of 31.8.2021 supplementing Directive 2008/98/EC of the European Parliament and of the Council with regard to rules for the calculation and verification of the weight of materials or substances which are removed after a sorting operation and which are not subsequently recycled, based on average loss rates for sorted waste (C(2021) 6295 final).
委员会根据 WFD 第 11a(10) 条提出了计算城市垃圾平均损失率的要求，但这些要求尚未被采纳：理事会于 2021 年 12 月反对通过第 31.8 条授权决定.2021 补充欧洲议会和理事会指令 2008/98/EC，涉及分类操作后移除的材料或物质的重量的计算和验证规则，以及根据分类废物的平均损失率（C（2021）6295最终版），这些物品随后不会被回收。
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Tazi, N., Maury, T., Orefice, M., Mathieux, F., Initial analysis of selected measures to improve circularity of Critical Raw Materials and other materials in vehicles, JRC Science for Policy Report, 2023 (XXX)
Tazi, N.、Maury, T.、Orefice, M.、Mathieux, F.，对提高车辆中关键原材料和其他材料循环性的选定措施的初步分析，JRC 政策科学报告，2023 年 (XXX)
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The European Association of Automotive Suppliers (CLEPA), Motor & Equipment Remanufacturers Association (MERA), Automotive Parts Remanufacturers Association (APRA), Automotive Parts Remanufacturers National Association (ANRAP), European Organization for the Engine Remanufacture (FIRM) and Remanufacture Committee of China Association of Automobile Manufactures (CPRA).
欧洲汽车供应商协会（CLEPA）、汽车和设备再制造商协会（MERA）、汽车零部件再制造商协会（APRA）、全国汽车零部件再制造商协会（ANRAP）、欧洲发动机再制造组织（FIRM）和中国再制造委员会汽车制造商协会 (CPRA)。
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Remanufacturing Associations Agree on International Industry Definition , International agreement an important milestone in further development of a growing industry, Frankfurt, September 2016.
再制造协会就国际行业定义达成一致，国际协议是不断发展的行业进一步发展的重要里程碑，法兰克福，2016 年 9 月。
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An industrial process is an established process, which is fully documented, and capable to fulfil the requirements established by the remanufacturer.
工业流程是一个已建立的流程，有完整的文件记录，并且能够满足再制造商制定的要求。
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Remanufacturing Associations Agree on International Industry Definition - CLEPA – European Association of Automotive Suppliers
再制造协会就国际行业定义达成一致 - CLEPA – 欧洲汽车供应商协会
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ISO/DIS 8887-2 Technical product documentation — Design for manufacturing, assembling, disassembling and end-of-life processing — Part 2: Vocabulary.
ISO/DIS 8887-2技术产品文档 — 制造、组装、拆卸和报废处理设计 — 第 2 部分：词汇。
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2005/293/EC: Commission Decision of 1 April 2005 laying down detailed rules on the monitoring of the reuse/recovery and reuse/recycling targets set out in Directive 2000/53/EC of the European Parliament and of the Council on end-of-life vehicles (notified under document number C(2004) 2849) (OJ L 94, 13.4.2005, p. 30).
2005/293/EC：2005 年 4 月 1 日的委员会决定，制定了欧洲议会和理事会指令 2000/53/EC 中规定的再利用/回收和再利用/再循环目标监测的详细规则。 -生命车辆（根据文件编号 C(2004) 2849 进行通知）（OJ L 94, 13.4.2005，第 14 页） 30）。
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The additional parts would include e.g., main wiring harness (copper), electric and electronic components (such as printed circuit boards with a surface area > 10 cm2, photovoltaic panels with a surface area > 0.2 m2, controllers, engine motors), mono-material aluminium components with a weight > 10 kg, requiring the separate collection and treatment of cast and wrought aluminium, e.g., bumpers, wheels, heat exchangers, NdFeB magnets, electric steel and copper from EV drive train in case not destined for (preparation for) reuse/remanufacturing.
附加部件包括主线束（铜）、电气和电子部件（例如表面积为 > 10 cm2 的印刷电路板、表面积为 > 0.2 m 2 的光伏板、控制器、发动机） ，重量> 10 kg的单一材料铝部件，需要单独收集和处理铸铝和锻铝，例如保险杠、车轮、热交换器、NdFeB磁体、电动汽车传动系统中的电钢和铜，以防不用于（准备）再利用/再制造。
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See for example the measure established in France that requires garage and repair shops to provide offers for used spare parts together with new spare parts to their customers (see Article L224-67 of the “Code de la Consommation”, available at https://www.legifrance.gouv.fr/codes/article_lc/LEGIARTI000032226565/2018-01-19 ).
例如，法国制定了一项措施，要求车库和维修店向其客户提供二手备件和新备件（参见“Code de la Consommation”第 L224-67 条， 参见https://www.legifrance.gouv.fr/codes/article_lc/LEGIARTI000032226565/2018-01-19 ）。
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Applying to ELV thermoplastics and polyurethanes.
适用于ELV热塑性塑料和聚氨酯。
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The WEEE Directive Art 5 requires separate collection for such products and Art 8/ Annex VII specifies selective treatment requirements.
WEEE 指令第 5 条要求对此类产品进行单独收集，第 8 条/附件 VII 规定了选择性处理要求。
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N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821
N. Tazi、M. Orefice、C. Marmy、Y. Baron、M Ljunggren、P Wäger、F. Mathieux，对提高乘用车关键原材料和其他材料循环性的选定措施的初步分析，EUR 31468 EN，欧盟出版局，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi： 10.2760/207541、JRC132821
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Electrical steel is a unique steel product which utilizes the ferromagnetic properties of iron.
电工钢是一种利用铁的铁磁性能的独特钢产品。
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The measure in force in France in that respect only apply to a selected list of parts. Derogations from the obligation are foreseen where the operator is not able to find a suitable used spare parts within a reasonable amount of time (such as the time of the immobilisation of the vehicle agreed with the customer for the repair operations) or that he finds that the used spare parts available are likely to present important safety or environmental risks. It should be noted that, under the French legislation, this obligation has been extended to motorcycles since 2022.
法国在这方面现行的措施仅适用于选定的零件清单。如果运营商无法在合理的时间内（例如与客户商定的车辆固定进行维修操作的时间）或他发现以下情况，则可以预见到该义务的减损：可用的旧备件可能会带来重要的安全或环境风险。值得注意的是，根据法国立法，这一义务自 2022 年起已扩展到摩托车。
See: https://www.legifrance.gouv.fr/jorf/id/JORFTEXT000032610837/ and https://www.legifrance.gouv.fr/codes/article_lc/LEGIARTI000032226565/2018-01-19
请参阅： https://www.legifrance.gouv.fr/jorf/id/JORFTEXT000032610837/和https://www.legifrance.gouv.fr/codes/article_lc/LEGIARTI000032226565/2018-01-19
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Based on the information received from EuRIC (2021); a Plastics Recyclers Association (2021).
基于从 EuRIC (2021) 收到的信息；塑料回收商协会（2021 年）。
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Commission Decision of 22 March 2005 establishing the formats relating to the database system pursuant to Directive 94/62/EC of the European Parliament and of the Council on packaging and packaging waste (2005/270/EC)
2005 年 3 月 22 日委员会决定，根据欧洲议会和理事会关于包装和包装废物的指令 94/62/EC (2005/270/EC)，建立了与数据库系统相关的格式
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Delegated decision of 31.8.2021 supplementing Directive 2008/98/EC of the European Parliament and of the Council with regard to rules for the calculation and verification of the weight of materials or substances which are removed after a sorting operation and which are not subsequently recycled, based on average loss rates for sorted waste (C(2021) 6295 final).
2021 年 8 月 31 日授权决定，补充欧洲议会和理事会指令 2008/98/EC，涉及分类操作后移除且随后不回收的材料或物质的重量的计算和验证规则，基于分类废物的平均损失率（C(2021) 6295 最终版）。
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This would include difficult to recycle lightweight materials such as glass and carbon fibre reinforced plastics, as well as smaller copper and EEE parts, small motors, inverters, etc.
这将包括难以回收的轻质材料，如玻璃和碳纤维增强塑料，以及较小的铜和电子电气部件、小型电机、逆变器等。
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More detailed lists with number of occurrences, weights of components and material presences can be found in: Groke, M.; Kaerger, W.; Sander, K.; Bergamos, M. (2017): Optimierung der Separation von Bauteilen und Materialien aus Altfahrzeugen zur Rückgewinnung kritischer Metalle (ORKAM). In: Umweltbundesamt, UBA Texte (02/2017) and in Restrepo et al. (2017): Stocks, Flows and Distribution of Critical Metals in Embedded Electronics in Passenger Vehicles. Unter Mitarbeit von Restrepo E., Amund N. Løvik, Patrick Wäger, Rolf Widmer, Radek Lonka, and Daniel B. Müller. Environ. Sci. Technol.
包含出现次数、组件重量和材料存在的更详细列表可在：Groke, M.；凯尔格，W.；桑德，K.； Bergamos, M. (2017)：优化从报废车辆中分离组件和材料以回收关键金属 (ORKAM)。见：联邦环境局，UBA 文本 (02/2017) 和 Restrepo 等。 (2017)：乘用车嵌入式电子设备中关键金属的库存、流量和分布。与 Restrepo E.、Amund N. Løvik、Patrick Wäger、Rolf Widmer、Radek Lonka 和 Daniel B. Müller 合作。环境。科学。技术。
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As well as in the Swiss EVA project: Restrepo et al. (2018): Projekt "EVA": Elektronik – Verwertung - Altautos. "Zusammenfassung der Aktivitäten und Resultate". Zusammenfassung EVA und Schlussbericht zum Arbeitspaket C5. Unter Mitarbeit von Restrepo E., Løvik, A., Haarman A. & Widmer, R. Hg. v. Working-group EVA and Bundesamt für Umwelt (BAFU). EMPA. (newer study and reference available but not yet published).
以及瑞士 EVA 项目：Restrepo 等人。 (2018): 项目“EVA”：电子 - 回收 - 旧车。 “活动和结果摘要”。 EVA 总结和工作包 C5 的最终报告。与 Restrepo E.、Løvik, A.、Haarman A. 和 Widmer, R. Ed 合作。 EVA 工作组和联邦环境办公室 (FOEN)。 EMPA。 （新的研究和参考文献可用但尚未发表）。
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Based on Intertek RDC & OVAM (2013) study.
基于 Intertek RDC 和 OVAM (2013) 研究。
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Intertek RDC & OVAM (2013) explain that automotive glass separated after shredding and PST is not accepted (in 2012) by the glass recyclers. This is due to it still containing many impurities (plastics, metals, stones), as it is a mix of glass of different sources (i.e., heterogenous – sourced form ELVs but also from e.g., washing machines, car lamps) and as it is provided in very small pieces (< 8 mm) which with the current technologies applied hinders the separation at the glass recycling plant into glass of different types (composition). The mineral fraction containing automotive glass is either recycled as building material (Examples: road basement and landfill covering), to replace other mineral materials (sand, rocks…) if the quality is sufficient, or is landfilled.
Intertek RDC 和 OVAM (2013) 解释说，玻璃回收商（2012 年）不接受破碎和 PST 后分离的汽车玻璃。这是因为它仍然含有许多杂质（塑料、金属、石头），因为它是不同来源的玻璃的混合物（即来自 ELV 的异质玻璃，但也来自洗衣机、汽车灯等），并且因为它是以非常小的碎片（％3C 8 毫米）提供，在当前应用的技术下，这阻碍了玻璃回收厂将玻璃分离成不同类型（成分）的玻璃。含有汽车玻璃的矿物部分要么作为建筑材料回收（例如：道路地下室和垃圾填埋场覆盖物），如果质量足够，则替换其他矿物材料（沙子、岩石……），要么被填埋。
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Tabel et al. 2011; Sander et al. 2017
塔贝尔等人。 2011；桑德等人。 2017年
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VVEA: Verordnung über die Vermeidung und die Entsorgung von Abfällen (Abfallverordnung, VVEA) vom 4. December 2015. Switzerland.
VVEA：2015 年 12 月 4 日《废物预防和处置条例》（废物条例，VVEA）。瑞士。
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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High density shredding, which produces 40-50 mm pieces more regular in shape than the about 100 mm pieces from today’s low density shredding.
高密度粉碎，可生产 40-50 毫米的碎片，其形状比当今低密度粉碎产生的约 100 毫米的碎片更规则。
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Detail description of existing Cu-removal methos are in Daehn (2019).
Daehn (2019) 中详细描述了现有的除铜方法。
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http://ehrhardt-recycling.de/wp-content/uploads/2017/05/Stahlschrott-Sortenliste-Englisch.pdf
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The values retained for the analytical contents are those which have been experienced in real terms in the various countries of the European Union and are achieved by scrap yards working normally with standard methods and standard equipment.
分析内容保留的值是欧盟各国实际经验的值，并且是通过标准方法和标准设备正常工作的废料场获得的值。
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Russo, Philippe, Bollen, Jan, presentation on “Scrap for Decarbonized Steels” from ArcelorMittal, IARC – July 5th 2022
Russo、Philippe、Bollen、Jan，来自 ArcelorMittal、IARC 的“脱碳钢废料”演讲 – 2022 年7 月 5日
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http://www.scrap2.org/specs/20/
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Complementing Commission Decision 2005/293/EC.
补充委员会决定 2005/293/EC。
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RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022: https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
RegHub 关于 2022 年报废车辆指令实施的咨询：https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life -车辆和3R类型批准.aspx
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Notably through deposit return schemes whereby financial support is provided to the last owner of a vehicle upon its delivery to an ATF. Such schemes are in place in a number of EU Member States already.
特别是通过押金返还计划，在车辆交付给 ATF 时向最后一位车主提供财务支持。许多欧盟成员国已经实施了此类计划。
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Examples: linking the end of the payment of insurance, administrative fees to the provision of a COD; offer of premiums in return of ELVs sent to ATFs.
示例：将保险费、管理费的支付结束与 COD 的提供联系起来；提供保费以换取发送给 ATF 的 ELV。
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This should include information on the motives for which vehicles are permanently removed from the register (treatment as an ELV in an ATF, export, theft, etc.), as well as a requirement for the owner of a vehicle which is “temporarily de-registered” to report changes on the ownership of the vehicle in question to the registration authority.
这应包括有关车辆从登记册中永久删除的动机的信息（在 ATF 中作为 ELV 处理、出口、盗窃等），以及对“暂时取消登记”的车辆车主的要求。登记”，向登记机关报告有关车辆所有权的变更。
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For more information see Suggestion 3, https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
欲了解更多信息，请参阅建议 3，https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval .aspx
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For more information see Suggestion 2, https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
欲了解更多信息，请参阅建议 2， https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval .aspx
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https://ec.europa.eu/environment/pdf/waste/shipments/correspondents_guidelines9_en.pdf
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More information available at: https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/13132-Vehicle-safety-revising-the-EUs-roadworthiness-package_en
更多信息请访问：https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/13132-Vehicle-safety-revising-the-EUs-roadworthiness-package_en
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For example, the current ELV Directive 2000/53/EC refers to the undefined term “deregistration” which should be aligned with the definitions in the roadworthiness legislation.
例如，当前的 ELV 指令 2000/53/EC 提到了未定义的术语“注销”，该术语应与道路适用性立法中的定义保持一致。
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Such examples include interconnection of electronic registers of driver cards as regulated under the Commission Implementing Regulation (EU) 2016/68 of 21 January 2016 on common procedures and specifications necessary for the interconnection of electronic registers of driver cards, information exchange on road transport undertakings (OJ L 15, 22.1.2016, p. 51) as well as on roadside checks under the Commission Implementing Regulation (EU) 2016/480 of 1 April 2016 establishing common rules concerning the interconnection of national electronic registers on road transport undertakings and repealing Regulation (EU) No 1213/2010 (OJ L 87, 2.4.2016, p. 4)
此类例子包括根据 2016 年 1 月 21 日委员会实施条例 (EU) 2016/68 规定的驾驶员卡电子登记册互连，该条例涉及驾驶员卡电子登记册互连所需的通用程序和规范、道路运输企业的信息交换（ OJ L 15, 22.1.2016, p. 51) 以及根据委员会实施条例 (EU) 2016/480 进行的路边检查2016 年 4 月 1 日起，制定有关道路运输企业国家电子登记册互连的共同规则并废除 (EU) No 1213/2010 号法规（OJ L 87，2016 年 4 月 2 日，第 4 页）
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Members of ECOWAS: Benin, Burkina Faso, Cabo Verde, Côte d'Ivoire, The Gambia, Ghana, guinea, Guinea Bissau, Liberia, Mali, Niger, Nigeria, Senegal, Sierra Leone, Togo.
西非经共体成员：贝宁、布基纳法索、佛得角、科特迪瓦、冈比亚、加纳、几内亚、几内亚比绍、利比里亚、马里、尼日尔、尼日利亚、塞内加尔、塞拉利昂、多哥。
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UNEP/EA.5/Res.11
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https://climate.ec.europa.eu/eu-action/transport-emissions/road-transport-reducing-co2-emissions-vehicles/co2-emission-performance-standards-cars-and-vans_en
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According to ACEA, average new car emissions are 116.3g CO2/km, which shows 16.6% decrease since 2010: https://www.acea.auto/fact/fact-sheet-cars/
根据 ACEA 的数据，新车平均排放量为 116.3 克二氧化碳/公里，自 2010 年以来下降了 16.6%： https ://www.acea.auto/fact/fact-sheet-cars/
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https://international-partnerships.ec.europa.eu/policies/global-gateway/transport_en
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There are already provisions on cost coverage of delivery/take-back of an ELV by producers (Article 5(4) ELVD). Although not a fully-fledged EPR scheme, the basics of cost coverage already exist and are explicitly referred to in the WFD (article 8a(4)). This means that PO5 would not necessarily entail starting up completely new EPR schemes
已经有关于生产商交付/回收 ELV 的成本覆盖的规定（ELVD 第 5(4) 条）。虽然不是成熟的 EPR 计划，但成本覆盖的基础知识已经存在，并在 WFD 中明确提及（第 8a(4) 条）。这意味着 PO5 不一定需要启动全新的 EPR 计划
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See Articles 8 and 8a of the Waste Framework Directive (Directive (EU) 2018/851).
请参阅废物框架指令（指令 (EU) 2018/851）第 8 条和第 8a 条。
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For more information see Suggestion 7 at https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
如需了解更多信息，请参阅建议 7：https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval .aspx ;
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Directive 2008/98/EC of the European Parliament and of the Council of 19 November 2008 on waste and repealing certain Directives (OJ L 312 22.11.2008, p. 3).
欧洲议会和理事会 2008 年 11 月 19 日关于废物和废除某些指令的指令 2008/98/EC（OJ L 312 22.11.2008，第 3 页）。
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Ibid. 同上。
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For more information see Suggestion 5 at https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx ; RegHub consultation on the implementation of the end-of-life vehicle Directive, 2022;
如需了解更多信息，请参阅建议 5：https: //cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval .aspx ; RegHub 关于 2022 年报废车辆指令实施的咨询；
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Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles (OJ L 188, 12.7.2019, p. 116–130). A review of this Directive is foreseen by the end of 2027.
欧洲议会和理事会 2019 年 6 月 20 日颁布的指令 (EU) 2019/1161 ，修订了关于推广清洁和节能道路运输车辆的指令 2009/33/EC（OJ L 188，2019 年 7 月 12 日，第 116 页） –130）。预计将于 2027 年底对该指令进行审查。
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Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles (OJ L 188, 12.7.2019, p. 116–130).
欧洲议会和理事会 2019 年 6 月 20 日颁布的指令 (EU) 2019/1161 ，修订了关于推广清洁和节能道路运输车辆的指令 2009/33/EC（OJ L 188，2019 年 7 月 12 日，第 116 页） –130）。
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Respective vehicle categories L including e.g., microcars, M2, M3, N2, N3.
相应的车辆类别L包括例如微型汽车、M2、M3、N2、N3。
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Regulation (EU) No 168/2013 of the European Parliament and of the Council of 15 January 2013 on the approval and market surveillance of two- or three-wheel vehicles and quadricycles (OJ L 60, 2.3.2013, p. 52).
欧洲议会和理事会 2013 年 1 月 15 日颁布的第 (EU) 168/2013 号法规，涉及两轮或三轮车辆和四轮车的批准和市场监督（OJ L 60，2013 年 3 月 2 日，第 52 页）。
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Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) No 595/2009 and repealing Directive 2007/46/EC (OJ L 151, 14.6.2018, p. 1).
欧洲议会和理事会 2018 年 5 月 30 日颁布的法规 (EU) 2018/858，涉及机动车辆及其拖车以及用于此类车辆的系统、组件和单独技术单元的批准和市场监督，修订了法规（EC ) No 715/2007 和 (EC) No 595/2009 并废除指令 2007/46/EC (OJ L 151, 2018 年 6 月 14 日，第 1 页）。
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L-category vehicles include light 2-wheel powered vehicles (category L1) , three-wheel mopeds (L2), two-wheel motorcycles (L3), two-wheel motorcycles with sidecars (L4), powered tricycles (L5), light quadricycles (L6) and heavy quadricycles (L7).
L类车辆包括轻型两轮动力汽车（L1类）、三轮轻便摩托车（L2类）、两轮摩托车（L3类）、边车两轮摩托车（L4类）、动力三轮车（L5类）、轻型四轮车(L6) 和重型四轮车 (L7)。
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https://ec.europa.eu/environment/pdf/waste/shipments/correspondents_guidelines9_en.pdf
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JRC Report (2020): Sustainable use of Materials through Automotive Remanufacturing to boost resource efficiency in the road Transport system (SMART); JRC /2917) report: Best Environmental Management Practice for the Car Manufacturing Sector
JRC 报告（2020 年）：通过汽车再制造可持续利用材料，提高道路运输系统的资源效率 (SMART)； JRC /2917) 报告：汽车制造行业最佳环境管理实践
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Documentation should also be provided to the Member States inspections.
还应向成员国检查提供文件。
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Regulation (EU) 2017/821 of the European Parliament and of the Council of 17 May 2017 laying down supply chain due diligence obligations for Union importers of tin, tantalum and tungsten, their ores, and gold originating from conflict-affected and high-risk areas (OJ L 130, 19.5.2017, p. 1).
欧洲议会和理事会 2017 年 5 月 17 日颁布的第 (EU) 2017/821 号法规规定了来自受冲突影响和高风险地区的锡、钽和钨及其矿石和黄金的欧盟进口商的供应链尽职调查义务（OJ L 130，2017 年 5 月 19 日，第 1 页）。
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Proposal for a DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on Corporate Sustainability Due Diligence and amending Directive (EU) 2019/1937 (COM/2022/71 final)
关于欧洲议会和理事会关于企业可持续发展尽职调查的指令和修订指令 (EU) 2019/1937 的提案（COM/2022/71 最终版）
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Mechanical Tyre Recycling Fact Sheet – EuRIC, 2022
机械轮胎回收情况说明书 – EuRIC，2022 年
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Correspondents' Guidelines No 9 on shipment of waste vehicles:
关于报废车辆运输的通讯员指南第9号：
https://ec.europa.eu/environment/waste/shipments/pdf/correspondents_guidelines9_en.pdf
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Today only few Member States are known to perform special campaigns on the illegal export of ELVs: A study commissioned by the German UBA in 2006 titled “Improving precious metal cycles: analysis of export flows of used cars and electrical (electronic) equipment at the Port of Hamburg” Verbesserung der Edelmetallkreisläufe: Analyse der Exportströme von gebraucht-Pkw und –Elektro(nik)geräten am Hamburger Hafen; Used vehicles exported to Africa: A study on the quality of used export vehicles (2020). Netherlands Human Environment and Transport Inspectorate, Ministry of Infrastructure and Water Management. available at: https://www.ilent.nl/binaries/ilt/documenten/rapporten/2020/10/26/rapport--used-vehicles-exported-to-africa/RAPPORT-+Used+vehicles+exported+to+Africa.pdf
目前，据了解，只有少数成员国对非法出口报废汽车开展了特别行动：德国 UBA 于 2006 年委托进行的一项研究，题为“改善贵金属循环：对港口二手车和电气（电子）设备出口流量的分析”汉堡”Verbesserung der Edelmetalkreisläufe：分析汉堡的 Exportströme von gebraucht-Pkw 和 –Elektro(nik)geräten哈芬；出口到非洲的二手车：二手出口车质量研究（2020）。荷兰基础设施和水管理部人类环境和运输监察局。网址：https://www.ilent.nl/binaries/ilt/documenten/rapporten/2020/10/26/rapport--used-vehicles-exported-to-africa/RAPPORT-+Used+vehicles+exported+to +非洲.pdf .
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Directive 2009/103/EC of the European Parliament and of the Council of 16 September 2009 relating to insurance against civil liability in respect of the use of motor vehicles, and the enforcement of the obligation to insure against such liability
欧洲议会和理事会 2009 年 9 月 16 日颁布的第 2009/103/EC 号指令，涉及机动车辆使用民事责任保险以及此类责任保险义务的执行
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Such cases are known in the Netherlands where the assumption is that around 30 000 ELVs are reportedly exported but remain in the Netherlands and are treated in substandard treatment facilities. More information is available: Janet Kes & Pieter Kuiper (2016): De-registration and monitoring of ELV’s in NL; Presentation at the stakeholder workshop organised by the EC: assessment of the implementation of directive Directive 2000/53/EU on end-of-life vehicles with emphasis on the end-of-life vehicles of unknown whereabouts; Date: 21 November 2016
此类案例在荷兰已为人知，假设大约有 30 000 辆 ELV 已出口，但仍留在荷兰并在不合格的处理设施中进行处理。更多信息请参见：Janet Kes 和 Pieter Kuiper (2016)：荷兰 ELV 的注销和监控；在欧盟委员会组织的利益相关者研讨会上的演讲：评估报废车辆指令 2000/53/EU 的实施情况，重点关注去向不明的报废车辆；日期：2016 年 11 月 21 日
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Directive 2014/45/EU of the European Parliament and of the Council of 3 April 2014 on periodic roadworthiness tests for motor vehicles and their trailers and repealing Directive 2009/40/EC (OJ L 127, 29.4.2014, p. 51)
欧洲议会和理事会 2014 年 4 月 3 日关于机动车辆及其拖车定期道路适航性测试的指令 2014/45/EU 并废除指令 2009/40/EC（OJ L 127，2014 年 4 月 29 日，第 51 页）
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According to Regulation 2018/858/EU: ‘special purpose vehicle’ means a vehicle of category M, N or O having specific technical features that enable it to perform a function that requires special arrangements or equipment, and characterised through Regulation 2018/585/ EU, Annex 1, Part A, point 5.
根据法规 2018/858/EU：“特殊用途车辆”是指具有特定技术特征的 M、N 或 O 类车辆，使其能够执行需要特殊布置或设备的功能，并根据法规 2018/585/欧盟，附件 1，A 部分，第 5 点。
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as referred to in Regulation 2018/858/EU. The multi-stage procedure (described in article 22(1) of the mentioned Regulation) is a procedure where “one or more approval authorities certify that […] an incomplete or completed type of vehicle satisfies the relevant administrative provisions and technical requirements” (Regulation 2018/858/EU, article 3(8)).
如法规 2018/858/EU 中所述。多阶段程序（该条例第22条第（1）款所述）是“一个或多个审批机关证明[……]不完整或完整类型的车辆满足相关管理规定和技术要求的程序”（法规 2018/858/EU，第 3(8) 条）。
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In the Regulation 2018/858, the general type-approval regulation in force today, the annual limits per Member State are 500 units for O1, O2, and 250 for M1, M2, M3, N1, N2, N3, O3, O4. The EU-wide annual limits are 1 500 for M1, N1, N2, N3, and 0 for other categories.
在现行通用型式认证法规 2018/858 中，每个成员国的 O1、O2 年度限额为 500 辆，M1、M2、M3、N1、N2、N3、O3、O4 年度限额为 250 辆。欧盟范围内 M1、N1、N2、N3 的年度限额为 1 500，其他类别为 0。
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glass-reinforced aluminium laminate
玻璃增强铝层压板
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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The lead in alloy exemptions 1(a), 2(c)(i), 2(c)(ii) and 3 and special exemptions for lead in solders such as 8e and lead in glass or ceramic materials (exemption 10(a) and 10(b))
合金中的铅豁免 1(a)、2(c)(i)、2(c)(ii) 和 3，以及焊料中的铅（例如 8e）和玻璃或陶瓷材料中的铅的特殊豁免（豁免 10(a)）和 10(b))
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Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年， ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
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Corresponds with the scenario JRC3a of the JRC study (JRC129008).
与 JRC 研究 (JRC129008) 的场景 JRC3a 相对应。
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Corresponds with the scenario JRC4b in the Annex of the study (JRC129008).
与研究附件 (JRC129008) 中的 JRC4b 情景相对应。
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Corresponds with the scenario JRC4c in the Annex of the study (JRC129008).
与研究附件 (JRC129008) 中的 JRC4c 情景相对应。
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Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年， ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
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Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年， ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
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Arcelor Mittal, New steels driving the circular economy, innovative solutions for future mobility, International Automotive Recycling Conference, Vienna, 14-03-2018, slide 6
安赛乐米塔尔，推动循环经济的新型钢材，未来交通的创新解决方案，国际汽车回收会议，维也纳，2018 年 3 月 14 日，幻灯片 6
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R. Su and A.Assous, Starting from scrap - The key role of circular steel in meeting climate goals, Sandbag, June 2022;
R. Su 和 A.Assous，从废钢开始——圆钢在实现气候目标中的关键作用，Sandbag，2022 年 6 月；
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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Recycling quality improvements of PO3 are not overlapping with the allocation of plastics recycling benefits of PO2 to avoid double counting.
PO3的回收质量改进与PO2的塑料回收效益分配不重叠，以避免重复计算。
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These values are not included in Table 2 as the JRC CRM study is still work in progress.
这些值未包含在表 2 中，因为 JRC CRM 研究仍在进行中。
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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Netherlands Human Environment and Transport Inspectorate, Ministry of Infrastructure and Water Management (2020): Used vehicles exported to Africa: A study on the quality of used export vehicles
荷兰基础设施和水管理部人类环境和运输监察局（2020）：出口到非洲的二手车：二手出口车质量研究
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Members of ECOWAS: BENIN, BURKINA FASO, CABO VERDE, CÔTE D'IVOIRE, The GAMBIA, GHANA, GUINEA, GUINEA BISSAU, LIBERIA, MALI, NIGER, NIGERIA, SENEGAL, SIERRA LEONE, TOGO
西非经共体成员：贝宁、布基纳法索、佛得角、科特迪瓦、冈比亚、加纳、几内亚、几内亚比绍、利比里亚、马里、尼日尔、尼日利亚、塞内加尔、塞拉利昂、多哥
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Directive C/Dir.2/09/20 relating to the harmonization of the limits of gas and exhaust particle emission for light and heavy vehicles, two wheel vehicles, tricycles and quadricycles within the ECOWAS region.
C/Dir.2/09/20 号指令涉及协调西非经共体地区轻型和重型车辆、两轮车辆、三轮车和四轮车的气体和废气颗粒排放限值。
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https://www.unep.org/resources/report/global-trade-used-vehicles-report
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Source: UNEP 2020; Eurostat: COMEXT (download 27.1.2022
资料来源：环境署 2020；欧盟统计局：COMEXT（2022 年 1 月 27 日下载
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Source: UNEP 2020; Eurostat: COMEXT (download 27.1.2022);
资料来源：环境署 2020；欧盟统计局：COMEXT（2022 年 1 月 27 日下载）；
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https://cedelft.eu/publications/handbook-on-the-external-costs-of-transport-version-2019/
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For more information see M21 in the Annex 7.
欲了解更多信息，请参阅附件 7 中的 M21。
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containing information provided by the manufacturer on the composition of vehicles and its components, relevant for repair, maintenance, dismantling, re-use, remanufacturing and recycling
包含制造商提供的有关车辆及其部件的成分的信息，这些信息与维修、保养、拆卸、再使用、再制造和回收相关
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e.g., via a QR code displayable in the infotainment system of the vehicle)
例如，通过车辆信息娱乐系统中可显示的二维码）
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Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年， ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
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Corresponds with scenario 4b in the JRC study.
与 JRC 研究中的情景 4b 相对应。
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Corresponds with scenario 4c in the JRC study.
与 JRC 研究中的情景 4c 相对应。
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https://climate.ec.europa.eu/eu-action/eu-emissions-trading-system-eu-ets_en
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European Commission, Directorate-General for Mobility and Transport, Essen, H., Fiorello, D., El Beyrouty, K., et al., Handbook on the external costs of transport: version 2019 – 1.1, Publications Office, 2020
欧盟委员会，交通运输总司，Essen, H., Fiorello, D., El Beyrouty, K., et al.，《交通外部成本手册：2019 版 – 1.1》，出版办公室，2020 年
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月
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Based on the JRC study, see Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
基于 JRC 研究，请参阅 Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat , P. 和 Mathieux, F.，实现新乘用车中的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年，ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
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N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljunggren, P Wäger, F. Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821.
N. Tazi、M. Orefice、C. Marmy、Y. Baron、M Ljunggren、P Wäger、F. Mathieux，对提高乘用车关键原材料和其他材料循环性的选定措施的初步分析，EUR 31468 EN，欧盟出版局，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi： 10.2760/207541，JRC132821。
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See Tool#58 of the Better Regulation Guidance – November 2021.
请参阅《更好的监管指南》工具#58 – 2021 年 11 月。
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European Commission. (2012). Product Environmental Footprint (PEF) Guide.
欧盟委员会。 （2012）。产品环境足迹 (PEF) 指南。
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Tenhunen – Lunkka et al, Greenhouse Gas Emission Reduction Potential of European Union’s Circularity Related Targets for Plastics, Circular Economy and Sustainability, Jan. 2022, https://doi.org/10.1007/s43615-022-00192-8
Tenhunen – Lunkka 等人，欧盟塑料、循环经济和可持续发展循环相关目标的温室气体减排潜力，2022 年 1 月，https://doi.org/10.1007/s43615-022-00192-8
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023: See chapter 6.4.1, Table 6-20 “Initial assessment of measures to identify discarded and short-listed measures; and chapter 7.4 Evaluation results of the effectiveness of the 3R Directive and its relation to the ELVD
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月：参见第 6.4.1 章，表 6-20“初始评估确定被放弃和入围的措施的措施；以及第 7.4 章 3R 指令有效性的评估结果及其与 ELVD 的关系
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Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年， ISBN 978-92-76-51784-9（在线），doi:10.2838/834615（在线），JRC129008
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023: See chapter 3.1.5.5 “Comparison of scenarios for steel”
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月：参见第 3.1.5.5 章“钢铁情景比较”
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Corresponds to the scenario JRC4c in the Annex of the study (JRC129008).
对应于研究附件 (JRC129008) 中的情景 JRC4c。
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023: See chapter 3.1.10.1.4 “Comparison of scenarios for EEC”
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：支持 Oeko-Institut 审查报废车辆指令 2000/53/EC 影响评估的研究，2023 年 6 月：参见第 3.1.10.1.4 章“EEC 情景比较”
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Export of low quality used vehicles to third non-EU countries often lack necessary ELV treatment infrastructure in place and environmental and safety risks in the receiving countries. (see Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023: See chapter 6.5.1 Facts on extra EU Export
向非欧盟第三国出口低质量二手车往往缺乏必要的报废汽车处理基础设施，且接收国存在环境和安全风险。 （参见 Baron, Y.；Kosińska-Terrade, I.；Loew, C.；Köhler, A.；Moch, K.；Sutter, J.；Graulich, K.；Adjei, F.；Mehlhart, G.：研究支持 Oeko-Institut 2023 年 6 月审查报废车辆指令 2000/53/EC 的影响评估：参见第 6.5.1 章欧盟额外出口的事实
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023: See chapter “6.6.2.4 Results of the scenario calculations regards the shift of number of whereabouts between categories”, Table “Change in categories of whereabouts for the different scenarios”
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：Oeko-Institut 2023 年 6 月支持审查报废车辆指令 2000/53/EC 影响评估的研究：参见章节“6.6.2.4” 情景计算的结果涉及类别之间行踪数量的变化”，表“不同情景行踪类别的变化”
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Dito: chapter: 3.2.9.3 Interrelations with preferred option regards the circularity
迪托：章节：3.2.9.3 与首选选项的相互关系涉及循环性
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023: See chapter 3.4.4.6
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：Oeko-Institut 为审查报废车辆指令 2000/53/EC 的影响评估提供支持的研究，2023 年 6 月：参见第 3.4.4.6 章
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Notably linked to the future share of steel long products in electric vehicles, which are the best candidates for such incorporation
与电动汽车中长钢产品的未来份额尤其相关，这是此类合并的最佳候选者
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Umweltbundesamt,(2022), Illegal treatment of end of-life vehicles - Assessment of the environmental, micro- and macroeconomic effects, texte 130/20 22
Umweltbundesamt，（2022），报废车辆的非法处理 - 环境、微观和宏观经济影响评估，文本 130/20 22
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As defined in Article 2(28) of the Commission proposal on a Regulation establishing a framework for setting ecodesign requirements for sustainable products. COM(2022) 142 final.
正如委员会关于建立可持续产品生态设计要求框架的法规提案第 2(28) 条所定义的那样。 COM(2022) 142 最终。
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Zattini, G. et al., (2019) Safer Plasticized Polyvinyl Chloride Synthetic Leathers for the Automotive Industry: Evaluation of Alternatives to Antimony Compounds as Flame Retardants. https://4spepublications.onlinelibrary.wiley.com/doi/abs/10.1002/pen.25121
Zattini, G. 等人，(2019) 汽车行业更安全的增塑聚氯乙烯合成皮革：锑化合物阻燃剂替代品的评估。 https://4spepublications.onlinelibrary.wiley.com/doi/abs/10.1002/pen.25121
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Mergfet, R., et al (2001).Evaluation of the health risk of platinum group metals emitted from automotive catalytic converters. https://pubmed.ncbi.nlm.nih.gov/11327390/
Mergfet, R., et al (2001)。汽车催化转化器排放的铂族金属的健康风险评估。 https://pubmed.ncbi.nlm.nih.gov/11327390/
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Leslie et al (2013): POP-BDE waste streams in the Netherlands: analysis and inventory, available at https://www.informea.org/en/pop-stream-pop-bde-waste-streams-netherlands-analysis-and-inventory
Leslie 等人（2013 年）：荷兰的 POP-BDE 废物流：分析和清单，参见 https://www.informea.org/en/pop-stream-pop-bde-waste-streams-netherlands-analysis-和库存
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Oeko Institute (2018): Effects on ELV waste management as a consequence of the decisions from the Stockholm Convention on decaBDE, available at https://www.oeko.de/fileadmin/oekodoc/ACEA-DecaBDE-final-report.pdf
环保研究所（2018）：《斯德哥尔摩公约》关于十溴二苯醚的决定对报废汽车废物管理的影响，参见 https://www.oeko.de/fileadmin/oekodoc/ACEA-DecaBDE-final-report.pdf
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Kukutschová, J., et al. (2009). Wear mechanism in automotive brake materials, wear debris and its
库库特绍夫，J.，等人。 （2009）。汽车制动材料、磨屑及其磨损机制
potential environmental impact. https://www.sciencedirect.com/science/article/pii/S004316480900163X
潜在的环境影响。 https://www.sciencedirect.com/science/article/pii/S004316480900163X
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As defined in the Annex of Decision 2000/532/EC.
如第 2000/532/EC 号决定附件中所定义。
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González-Fernández, O., et al (2008). Heavy metals’ content of automotive shredder residues (ASR): Evaluation of environmental Risk. https://pubmed.ncbi.nlm.nih.gov/17881104/
González-Fernández, O. 等人 (2008)。汽车粉碎机残留物（ASR）的重金属含量：环境风险评估。 https://pubmed.ncbi.nlm.nih.gov/17881104/
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Faber, J., et al. (2014). Comparison of Air Pollution by VOCs Inside the Cabins of New Vehicles. https://www.researchgate.net/publication/274579827_Comparison_of_Air_Pollution_by_VOCs_Inside_the_Cabins_of_New_Vehicles
法布尔，J.，等人。 （2014）。新车车厢内VOCs空气污染比较。 https://www.researchgate.net/publication/274579827_Comparison_of_Air_Pollution_by_VOCs_Inside_the_Cabins_of_New_Vehicles
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Brodzik, K., et al. (2014). In-vehicle VOCs composition of unconditioned, newly produced cars. https://www.sciencedirect.com/science/article/pii/S1001074213604593
布罗兹克，K.，等人。 （2014）。未经空调处理的新生产汽车的车内 VOC 成分。 https://www.sciencedirect.com/science/article/pii/S1001074213604593
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Lead, cadmium, mercury and hexavalent chromium
铅、镉、汞和六价铬
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The origin to this note can be found in recital 7 of Decision 2002/525/EC which stated: “Since it is evident that a total avoidance of heavy metals is in some instances impossible to achieve, certain concentration values of lead, mercury, cadmium or hexavalent chromium in specific materials and components should be tolerated, provided that these hazardous substances are not intentionally introduced”.
本说明的起源可在第 2002/525/EC 号决定的序言 7 中找到，其中指出：“由于很明显，在某些情况下不可能实现完全避免重金属，因此铅、汞、镉的某些浓度值或六价铬在特定材料和组件中的含量应该是可以容忍的，前提是这些有害物质不是故意引入的”。
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Regulation (EU) 2019/1021 implements the Union’s international commitments under the Stockholm Convention and is applicable for substances identified as POPs under the Convention. This includes limitations on the manufacture, placing on the market and use of POP substances, including, as applicable, to substances in vehicles.
(EU) 2019/1021 法规落实了欧盟在《斯德哥尔摩公约》下的国际承诺，适用于《公约》下确定为持久性有机污染物的物质。这包括对 POP 物质的制造、投放市场和使用的限制，包括（如适用）车辆中的物质。
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Commission Regulation (EU) 2018/1513. https://eur-lex.europa.eu/legal-content/EN/TXT/?toc=OJ:L:2018:256:TOC&uri=uriserv:OJ.L_.2018.256.01.0001.01.ENG
委员会法规 (EU) 2018/1513。 https://eur-lex.europa.eu/legal-content/EN/TXT/?toc=OJ:L:2018:256:TOC&uri=uriserv:OJ.L_.2018.256.01.0001.01.ENG
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Committee for Risk Assessment (RAC) and Committee for Socio-economic Analysis (SEAC) defined under article 76 of the REACH Regulation.
REACH 法规第 76 条定义的风险评估委员会 (RAC) 和社会经济分析委员会 (SEAC)。
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It should be noted that the requirements under the Authorisation title of REACH for those substances of very high concern (SVHCs) listed in Annex XIV to REACH (such as certain chromium VI salts) apply, regardless of whether restriction provisions for substances in vehicles remain in ELV or are taken-up by REACH or sector / product-specific legislation.
应该注意的是，REACH 授权标题下对 REACH 附件 XIV 中列出的高度关注物质 (SVHC)（例如某些六价铬盐）的要求适用，无论车辆中物质的限制规定是否仍然存在ELV 或被 REACH 或行业/产品特定立法所采用。
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The PPWR refers to Article 2(28) of proposal for a Regulation on Eco-design for Sustainable Products, according to which substances of concern means a substance that:
PPWR 提及《可持续产品生态设计法规》提案第 2(28) 条，根据该规定，关注物质是指以下物质：
(a) meets the criteria laid down in Article 57 and is identified in accordance with Article 59(1) of Regulation (EC) No 1907/2006; or
(a) 符合第 57 条规定的标准，并根据 (EC) 第 1907/2006 号法规第 59(1) 条进行认定；或者
(b) is classified in Part 3 of Annex VI to Regulation (EC) No 1272/2008 in one of the following hazard classes or hazard categories:
(b) 根据法规 (EC) No 1272/2008 附件 VI 第 3 部分的规定，属于以下危险等级或危险类别之一：
– carcinogenicity categories 1 and 2,
– 致癌性类别 1 和 2，
– germ cell mutagenicity categories 1 and 2,
– 生殖细胞致突变性类别 1 和 2，
– reproductive toxicity categories 1 and 2, [to be added in the course of the legislative procedure once Regulation (EC) No 1272/2008 contains these hazard classes: Persistent, Bioacumulative, Toxic (PBTs), very Persistent very Bioaccumulative (vPvBs); Persistent, Mobile and Toxic (PMT), very Persistent very Mobile (vPvM); Endocrine disruption],
– 生殖毒性类别 1 和 2，[一旦法规 (EC) No 1272/2008 包含这些危险类别，将在立法程序过程中添加：持久性、生物累积性、毒性 (PBT)、非常持久性、非常生物累积性 (vPvB)；持久、移动和有毒 (PMT)、非常持久、非常移动 (vPvM)；内分泌干扰]，
– respiratory sensitisation category 1,
– 呼吸道过敏类别 1，
– skin sensitisation category 1,
– 皮肤过敏1类，
– chronic hazard to the aquatic environment categories 1 to 4,
– 对水生环境的慢性危害类别 1 至 4，
– hazardous to the ozone layer,
– 对臭氧层有害，
– specific target organ toxicity
– 特异性靶器官毒性
– repeated exposure categories 1 and 2,
– 重复暴露类别 1 和 2，
– specific target organ toxicity
– 特异性靶器官毒性
– single exposure categories 1 and 2; or
– 单次暴露类别 1 和 2；或者
(c) negatively affects the re-use and recycling of materials in the product in which it is present
(c) 对产品中材料的再利用和回收产生负面影响
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COM(2020) 798 final and 2020/0353 (COD). . https://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX%3A52020PC0798
COM(2020) 798 最终版和 2020/0353 (COD)。 。 https://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX%3A52020PC0798
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COM(2019) 640 final. COM(2019) 640 最终。
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COM(2020) 667 final. COM(2020) 667 最终。
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COM(2022) 142 final. COM(2022) 142 最终。
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This is further explained in recital 22 which states that “This Regulation should not enable the restriction of substances based on chemical safety, as done under other Union legislation. Similarly, this Regulation should not enable the restriction of substances for reasons related to food safety.”.
序言 22 进一步解释了这一点，其中指出“本法规不应像其他欧盟立法那样基于化学安全性对物质进行限制。同样，本法规不应出于与食品安全相关的原因而对物质进行限制。”
(225)
COM(2022) 677 final. COM(2022) 677 最终。
(226)
Council Directive 67/548/EEC of 27 June 1967 on the approximation of laws, regulations and administrative provisions relating to the classification, packaging and labelling of dangerous substances (OJ 196, 16.8.1967, p. 1), repealed by the CLP Regulation.
1967 年 6 月 27 日关于危险物质分类、包装和标签相关法律、法规和行政规定的近似法律、法规和行政规定的理事会指令 67/548/EEC（OJ 196，16.8.1967，第 1 页），已被 CLP 法规废除。
(227)
Article 2(11) of the ELV Directive, as originally adopted in 18 September 2000, stated: “hazardous substance’ means any substance which is considered to be dangerous under Directive 67/548/EEC”
最初于 2000 年 9 月 18 日通过的 ELV 指令第 2(11) 条规定：“危险物质”是指根据 67/548/EEC 指令被视为危险的任何物质”
(228)
https://echa.europa.eu/information-on-chemicals/cl-inventory-database
(229)
In addition, the automotive sector has notified information on SVHCs in articles to the SCIP database, pursuant to Article 9 of the Waste Framework Directive, making this information available to the general public, supply chain actors and waste managers.
此外，根据《废物框架指令》第 9 条，汽车行业已在 SCIP 数据库的文章中通报了有关 SVHC 的信息，向公众、供应链参与者和废物管理者提供这些信息。
(230)
Costs and benefits of REACH restrictions proposed between 2016-2020. ECHA (2021). https://echa.europa.eu/documents/10162/17228/costs_benefits_reach_restrictions_2020_en.pdf/a96dafc1-42bc-cb8c-8960-60af21808e2e?t=1613386316829
2016 年至 2020 年期间提议的 REACH 限制的成本和收益。欧洲化学品管理局 (2021)。 https://echa.europa.eu/documents/10162/17228/costs_benefits_reach_restrictions_2020_en.pdf/a96dafc1-42bc-cb8c-8960-60af21808e2e?t=1613386316829
(231)
Opinion on PFHxS restriction (June 2020). https://echa.europa.eu/documents/10162/fdaed5b0-b6e4-9a21-b45d-ca607c05f845 ; Opinion on PFNA, PFDA, PFUnDA, PFDoDA, PFTrDA, PFTDA; their salts and Precursors (September 2018) - https://echa.europa.eu/documents/10162/3336e40c-b52c-d9f6-3745-3b4caf61599e
关于 PFHxS 限制的意见（2020 年 6 月）。 https://echa.europa.eu/documents/10162/fdaed5b0-b6e4-9a21-b45d-ca607c05f845 ；对 PFNA、PFDA、PFUnDA、PFDoDA、PFTrDA、PFTDA 的意见；它们的盐和前体（2018 年 9 月）- https://echa.europa.eu/documents/10162/3336e40c-b52c-d9f6-3745-3b4caf61599e
(232)
Annex XV restriction dossier for (certain) substances in single-use baby diapers (15 December 2020). https://echa.europa.eu/documents/10162/99f020fd-e8ae-1b66-4fe6-0ec40789db8a
附件 XV 针对一次性婴儿尿布中（某些）物质的限制档案（2020 年 12 月 15 日）。 https://echa.europa.eu/documents/10162/99f020fd-e8ae-1b66-4fe6-0ec40789db8a
(233)
Ibid. 同上。
(234)
Oeko-Institut 2010 on behalf of ACEA.
Oeko-Institut 2010 代表 ACEA。
(235)
Article 2(2) of REACH states that “Waste as defined in Directive 2006/12/EC of the European Parliament and of the Council is not a substance, mixture or article within the meaning of Article 3 of this Regulation”
REACH 第 2(2) 条规定“欧洲议会和理事会指令 2006/12/EC 中定义的废物不属于本法规第 3 条含义内的物质、混合物或物品”
(236)
Recital 14a of the politically agreed text of the draft Batteries Regulation states: “This Regulation should complement the REACH and CLP Regulations and allow the adoption of risk management measures related to substances including the waste phase”. See document 5469/23 dated 18 January 2023. https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CONSIL:ST_5469_2023_INIT&from=EN
电池法规草案政治商定文本的序言 14a 指出：“本法规应补充 REACH 和 CLP 法规，并允许采取与包括废物阶段在内的物质相关的风险管理措施”。请参阅 2023 年 1 月 18 日第 5469/23 号文件。 https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CONSIL:ST_5469_2023_INIT&from=EN
(237)
Registration, Evaluation, Authorisation and Restriction of Chemicals. Regulation (EC) No 1907/2006.
化学品的注册、评估、授权和限制。 (EC) 第 1907/2006 号法规。
(238)
COM(2020) 798 final and 2020/0353 (COD). Political agreement achieved in trilogue of 9 December 2022.
COM(2020) 798 最终版和 2020/0353 (COD)。 2022 年 12 月 9 日，三方达成政治协议。
(239)
Regulation (EU) 2019/1021 on Persistent Organic Pollutants.
关于持久性有机污染物的法规 (EU) 2019/1021。
(240)
Regulation (EU) 2019/1021 of the European Parliament and of the Council of 20 June 2019 on persistent organic pollutants (OJ L 169, 25.6.2019, p. 45–77).
欧洲议会和理事会 2019 年 6 月 20 日关于持久性有机污染物的法规 (EU) 2019/1021（OJ L 169，2019 年 6 月 25 日，第 45-77 页）。
(241)
Directive 2011/65/EU of the European Parliament and of the Council of 8 June 2011 on the restriction of the use of certain hazardous substances in electrical and electronic equipment (OJ L 174, 1.7.2011, p. 88–110).
欧洲议会和理事会 2011 年 6 月 8 日关于限制在电气和电子设备中使用某些有害物质的指令 2011/65/EU（OJ L 174，2011 年 7 月 1 日，第 88-110 页）。
(242)
It should be noted that the requirements under the Authorisation title of REACH for those substances of very high concern (SVHCs) listed in Annex XIV to REACH (such as certain chromium VI salts) applies, regardless of whether restriction provisions for substances in vehicles remain in ELV legilslation or are transferred to REACH or sector / product-specific legislation.
应该指出的是，REACH 授权标题下对 REACH 附件 XIV 中列出的高度关注物质 (SVHC)（例如某些六价铬盐）的要求适用，无论车辆中物质的限制规定是否仍然存在ELV 立法或转移到 REACH 或行业/产品特定立法。
(243)
The PPWR refers to Article 2(28) of proposal for a Regulation on Eco-design for Sustainable Products.
PPWR 提及可持续产品生态设计法规提案第 2(28) 条。
(244)
Committee for Risk Assessment and Committee for Socio-economic Analysis
风险评估委员会和社会经济分析委员会
(245)
Cost and benefit assessments in the REACH restriction dossiers. ECHA (2016). https://echa.europa.eu/documents/10162/17228/cost_benefit_assessment_en.pdf/b780a657-b4aa-4274-8c74-3a80bae8e883
REACH 限制档案中的成本和效益评估。欧洲化学品管理局 (2016)。 https://echa.europa.eu/documents/10162/17228/cost_benefit_assessment_en.pdf/b780a657-b4aa-4274-8c74-3a80bae8e883
(246)
“The restriction procedure is generally working, though further improvements in efficiency are needed”. Actions 8 to 10 include proposals to improve the restriction process, further enhance the involvement of Member States and better frame the application of the precautionary principle. Communication from the Commission to the European Parliament, the Council and the European Economic and Social Committee on Commission General Report on the operation of REACH and review of certain elements. Conclusions and Actions. https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0116&from=EN
“限制程序总体上有效，但需要进一步提高效率”。行动 8 至 10 包括改进限制程序、进一步加强会员国的参与以及更好地制定预防原则应用的建议。委员会向欧洲议会、理事会和欧洲经济和社会委员会传达关于 REACH 实施情况和某些要素审查的委员会总报告。结论和行动。 https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0116&from=EN
(247)
See SWD(2022) 128 final. Restrictions Roadmap under the Chemicals Strategy for Sustainability. 25.04.2022. https://ec.europa.eu/docsroom/documents/49734
参见社署(2022)128号最终稿。化学品可持续发展战略下的限制路线图。 2022 年 4 月 25 日。 https://ec.europa.eu/docsroom/documents/49734
(248)
Chemicals management in batteries. Position paper by EUROBAT, Eurometaux and RECHARGE. January 2022. https://www.eurobat.org/news-publications/position-papers/510-chemicals-management-in-batteries
电池中的化学品管理。 EUROBAT、Eurometaux 和 RECHARGE 的立场文件。 2022 年 1 月。https://www.eurobat.org/news-publications/position-papers/510-chemicals-management-in-batteries
(249)
COM(2020) 798 final. COM(2020) 798 最终。
(250)
Occupational Safety and Health.
职业安全与健康。
(251)
Industrial Emissions Directive.
工业排放指令。
(252)
With the exception of substances in vehicle batteries, addressed under the Batteries Regulation, substances covered by the POPs Regulation and substances of concern that hinder recycling, that could be restricted for broader sustainability reasons not primarily related to their chemical risk (which would be restricted under ELV).
除了《电池法规》所涉及的汽车电池中的物质、《持久性有机污染物法规》所涵盖的物质以及阻碍回收的受关注物质之外，这些物质可能出于更广泛的可持续性原因而受到限制，而这些原因主要与其化学风险无关（这些物质将根据《电池法规》受到限制）弱电）。
(253)
It should be noted that the requirements under the Authorisation title of REACH for those substances of very high concern (SVHCs) listed in Annex XIV to REACH (such as certain chromium VI salts) applies, regardless of whether restriction provisions for substances in vehicles remain in ELV or are transferred to REACH or sector / product-specific legislation.
应该指出的是，REACH 授权标题下对 REACH 附件 XIV 中列出的高度关注物质 (SVHC)（例如某些六价铬盐）的要求适用，无论车辆中物质的限制规定是否仍然存在ELV 或已转移至 REACH 或行业/产品特定法规。
(254)
The PPWR refers to Article 2(28) of proposal for a Regulation on Eco-design for Sustainable Products.
PPWR 提及可持续产品生态设计法规提案第 2(28) 条。
(255)
With the exception of substances of concern that hinder recycling, that would be restricted due to broader sustainability reasons, nor primarily related to chemical safety, under ELV.
除了阻碍回收的受关注物质外，这些物质将因更广泛的可持续发展原因而受到限制，也不是主要与化学品安全有关，根据ELV。
(256)
With the exception, as appropriate, of substances to be restricted in vehicle batteries, those covered by the POPs Regulation, or specific substances to be restricted for broader sustainability reasons not related primarily to their chemical risks.
适当情况下，汽车电池中受限制的物质、持久性有机污染物法规涵盖的物质或出于与其化学风险主要相关的更广泛可持续性原因而受限制的特定物质除外。
(257)
These considerations were very relevant in the negotiation of the Batteries Regulation and contributed to the agreement on a self-standing restriction mechanism under the Batteries Regulation.
这些考虑因素与《电池规例》的谈判非常相关，并有助于就《电池规例》下的独立限制机制达成一致。
(258)
Resulting from provisions on recycling targets in of the Batteries Regulation and envisaged further promotion of recycling via the Raw Materials Act.
源于《电池法规》中关于回收目标的规定，并设想通过《原材料法》进一步促进回收。
EUROPEAN COMMISSION 欧盟委员会
Brussels, 13.7.2023 布鲁塞尔，2023 年 7 月 13 日
SWD(2023) 256 final 社署(2023) 256 最终
COMMISSION STAFF WORKING DOCUMENT
委员会工作人员工作文件
IMPACT ASSESSMENT REPORT 影响评估报告
ANNEXES 10 TO 15 to the IMPACT ASSESSMENT REPORT
影响评估报告附件 10 至 15
Accompanying the document
随附文件
Proposal for a Regulation
法规提案
of the European Parliament and of the Council on circularity requirements for vehicle design and on management of end-of-life vehicles, amending Regulations (EU) 2018/858 and 2019/1020 and repealing Directives 2000/53/EC and 2005/64/EC
欧洲议会和理事会关于车辆设计和报废车辆管理的循环要求，修订法规 (EU) 2018/858 和 2019/1020，并废除指令 2000/53/EC 和 2005/64/欧共体
{COM(2023) 451 final} - {SEC(2023) 292 final} - {SWD(2023) 255 final} - {SWD(2023) 257 final}
{COM(2023) 451 最终} - {SEC(2023) 292 最终} - {SWD(2023) 255 最终} - {SWD(2023) 257 最终}
Contents 内容
Annex 10: Legal Environment
附件10：法律环境
10.1Legal Basis 法律依据
10.2Articulation with other EU policies and legislations
与其他欧盟政策和立法的衔接
Annex 11: 3R Type-approval Directive Evaluation report
附件 11：3R 型式核准指令评估报告
11.1Introduction 介绍
11.1.1 Purpose of the evaluation
11.1.1 评估目的
11.1.2 Scope of the evaluation
11.1.2 评估范围
11.2What was the expected outcome of the intervention?
干预的预期结果是什么？
11.2.1 Description of the intervention and its objectives
11.2.1 干预措施及其目标的描述
11.2.2 Point of comparison
11.2.2 比较点
11.3How has the situation evolved over the evaluation period?
评估期间情况有何变化？
11.3.1 Current state of play
11.3.1 目前的状况
11.3.2 Member State implementation of the 3R Directive
11.3.2 成员国实施 3R 指令
11.4Evaluation findings (analytical part)
评估结果（分析部分）
11.4.1 To what extent was the intervention successful and why?
11.4.1 干预的成功程度如何？为什么？
Internal coherence of the 3R Directive and coherence with the ELV Directive
3R 指令的内部一致性以及与 ELV 指令的一致性
Coherence with the Waste Framework Directive and REACH
与废物框架指令和 REACH 的一致性
Coherence with ISO 22628:2002 and UNECE
与 ISO 22628:2002 和 UNECE 保持一致
11.4.2 How did the EU intervention make a difference and to whom?
11.4.2 欧盟的干预如何产生影响以及对谁产生影响？
11.4.3 Is the intervention still relevant?
11.4.3 干预仍然有意义吗？
11.5What are the conclusions and lessons learned?
结论和教训是什么？
11.5.1 Conclusions
11.5.1 结论
11.5.2 Lessons learnt
11.5.2 经验教训
11.6Evaluation matrix 评价矩阵
11.7Overview of benefits and costs
效益和成本概述
Annex 12: Overview Of Projects And Research
附件 12：项目和研究概述
12.1Under Horizon 2020 programme:
地平线 2020 计划：
12.2Under LIFE programme: 根据 LIFE 计划：
12.3Under other programs: 在其他计划下：
Annex 13: SME test for the preferred option
附件 13：首选方案的中小企业测试
13.1Step (1) − Identification of affected businesses
步骤 (1) - 识别受影响的企业
13.2Step (2) consultation of SME stakeholders
步骤(2)中小企业利益相关者咨询
13.2.1 SMEs views relating to measures to increase the re-use of vehicle parts:
13.2.1 中小企业对增加汽车零部件再利用措施的看法：
13.2.2 Recycled content target for plastics
13.2.2 塑料回收含量目标
13.2.3 Material specific recycling targets
13.2.3 特定材料的回收目标
13.2.4 Export related requirements for the used vehicles
13.2.4 二手车出口相关要求
13.3Step (3) assessment of the impact on SMEs
步骤(3)对中小企业的影响评估
13.3.1 EPR related measures
13.3.1 EPR相关措施
13.3.2 Impacts on companies involved in the dismantling and recycling sector:
13.3.2 对涉及拆解和回收行业的公司的影响：
13.4Step (4) minimising negative impacts on SMEs
步骤(4)尽量减少对中小企业的负面影响
13.4.1 EU-wide measures to mitigate impacts for SMEs
13.4.1 欧盟范围内减轻中小企业影响的措施
Annex 14: Impacts of the proposed measures for the automotive industry in the international context
附件 14：拟议措施对国际背景下汽车行业的影响
14.1Main findings 主要发现
14.1.1 Decarbonisation efforts by vehicle manufacturers
14.1.1 汽车制造商的脱碳努力
14.1.2 Automotive global supply chain
14.1.2 汽车全球供应链
14.1.3 Factors for the development of the European automotive industry
14.1.3 欧洲汽车工业发展的因素
14.2Conclusion 结论
Annex 15: Contribution of the revision of the ELV and 3R Type-approval Directives to the circularity of critical raw materials (CRM)
附件 15：ELV 和 3R 型式核准指令的修订对关键原材料 (CRM) 循环性的贡献
15.1Relevant information on CRMs in vehicles and relevant components
车辆及相关部件中 CRM 的相关信息
15.2Expected 2035 and 2040 impacts of the measures for the circularity of the relevant CRMs and other materials contained in the preferred option
首选方案中包含的相关 CRM 和其他材料的循环措施对 2035 年和 2040 年的预期影响
15.2.1 Measure 1: Mandatory removal of e-drive motor by authorised treatment facilities:
15.2.1 措施 1：由授权处理机构强制拆除电力驱动电机：
15.2.2 Measure 2: Design provisions for e-drive motors:
15.2.2 措施 2：电驱动电机的设计规定：
15.2.3 Measure 3: Mandatory removal of selected embedded electronic components (EEC) group by authorised treatment facilities:
15.2.3 措施 3：由授权处理机构强制移除选定的嵌入式电子元件 (EEC) 组：
15.2.4 Measure 4: Request of information from OEMs on specific CRMs contained in vehicles, and their labelling:
15.2.4 措施 4：向 OEM 请求有关车辆中包含的特定 CRM 及其标签的信息：
15.3Suggestions for follow-up review clauses on CRM measures for vehicles
车辆CRM措施后续审查条款建议
15.4Additional contribution of the potential extension of scope to circularity of CRMs
CRM 循环范围的潜在扩展的额外贡献
15.4.1 Evidence on CRM content in lorries, buses and motorcycles:
15.4.1 有关卡车、公共汽车和摩托车中 CRM 内容的证据：
15.4.2 Challenges on CRM recovery from the extended scope, including export and miss-management:
15.4.2 扩大范围后 CRM 恢复面临的挑战，包括出口和管理失误：
15.4.3 Expected impacts of initial CRM measures for passenger cars in case of the proposed extension to new vehicles (lorries/buses/2-wheelers):
15.4.3 如果拟议扩展到新车（卡车/公共汽车/两轮车），乘用车初始 CRM 措施的预期影响：
15.4.4 Additional Expected impacts of the proposed extension the current legislation to new vehicles (lorries/buses/2-wheelers) to the recovery of CRM and the implementation of the CRM Act objectives:
15.4.4 拟议将现行立法扩展到新车（卡车/公共汽车/两轮车）对 CRM 恢复和 CRM 法案目标实施的其他预期影响：
Annex 10: Legal Environment
附件10：法律环境
1
2
3
4
5
6
7
8
9
10
10.1Legal Basis 法律依据
Discussions on waste from ELVs dating back to the 1970s focussed on the concerns caused by the illegal disposal of hazardous waste and the difficulties to treat plastic waste derived from ELVs. Increasing quantities of plastic waste were found in the Light Shredder Residues (LSR) and, due to its limited compacting characteristics, used a large amount of volume within landfills. Incineration of plastic waste was also challenging as it required pre-treatment operations. The treatment of exhaust gas of waste incinerators was less developed at that time. In addition, other environmental and health risks, such as contamination of the metal scrap with heavy metals, raised public concerns. All these factors determined the primary objective of the ELV Directive, to minimise the impact of ELVs on the environment and to improve the environmental performance of all the economic operators involved in the life-cycle of vehicles, as defined in Article 175 of the Treaty establishing European Community . Article 7(4) of the ELV Directive tasked the Commission to propose an amendment to the type-approval Directive and promote European standards relating to design for dismantling, recoverability and recyclability of vehicles. As a result, Directive 2005/64/EC on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability (3R type-approval Directive) was adopted in 2005 . Based on the internal market legal base (Article 95 TEC ), the 3R type-approval Directive constitutes one of the separate directives within the framework of the EU vehicle type-approval system which was originally established by Council Directive 70/156/EEC and which is now covered by the type-approval Regulation (EU) 2018/858 . Article 7(4) of Directive 2000/53/EC required that the measures to be adopted have to be incorporated into the vehicle type-approval procedure. It is a basic principle of EU type-approval legislation that Member States do not prohibit, restrict or impede the placing on the market, the registration or the entry into service of vehicles, systems, components or separate technical units that comply with the requirements of EU type-approval. To safeguard a consistency of rules between placing a product on the market and the disposal of that product, a single binding set of EU rules is necessary.
关于报废汽车废物的讨论可以追溯到 20 世纪 70 年代，主要集中在非法处置危险废物引起的担忧以及处理报废汽车产生的塑料废物的困难。在轻型粉碎机残渣 (LSR) 中发现的塑料废物数量不断增加，由于其压实特性有限，因此在垃圾填埋场中使用了大量的塑料废物。塑料废物的焚烧也具有挑战性，因为它需要预处理操作。当时垃圾焚烧炉废气处理还不太发达。此外，其他环境和健康风险，例如金属废料被重金属污染，也引起了公众的担忧。所有这些因素决定了 ELV 指令的主要目标，即最大限度地减少 ELV对环境的影响，并提高参与车辆生命周期的所有经济运营商的环境绩效，如《条约》第 175条所定义。建立欧洲共同体 ． ELV 指令第 7(4) 条责成委员会提出对型式核准指令的修正案，并推广与车辆拆解、可回收性和可回收性设计相关的欧洲标准。 因此，关于机动车辆可重复使用性、可回收性和可回收性的型式认证的指令 2005/64/EC（3R 型式认证指令）于 2005 年获得通过 。基于内部市场法律基础（第95 TEC 条） ， 3R 型式核准指令构成了欧盟车辆型式核准系统框架内的单独指令之一，该系统最初是 由理事会指令 70/156/EEC 制定，现已纳入型式批准法规的范围内 （欧盟）2018/858 ． 2000/53/EC指令第7(4)条要求所采取的措施必须纳入车辆型式核准程序。 欧盟型式批准立法的基本原则是 成员国不禁止、限制或阻碍符合以下要求的车辆、系统、组件或单独的技术单元投放市场、注册或投入使用： 欧盟型式认证的要求。 为了保证产品投放市场和处置该产品之间规则的一致性，需要一套具有约束力的单一欧盟规则。
It is therefore necessary that the legislative proposal replacing ELV and 3R type-approval Directives is based on Article 114 of the TFEU, which is the appropriate legal basis for measures that aim to establish or ensure the functioning of the internal market. This is essential as it is designed to set out requirements which govern the placing of vehicles on the EU market. Harmonised rules are necessary to ensure that all goods placed on the EU market comply with similar conditions and that manufacturers can rely on a type approval issued by one Member State for the entire Internal Market. This is line with the overall regulatory framework on type-approval for motor vehicles.
因此，取代 ELV 和 3R 型式核准指令的立法提案有必要以 TFEU 第 114 条为基础，该条是旨在建立或确保内部市场运作的措施的适当法律基础。这是至关重要的，因为它旨在制定管理车辆在欧盟市场投放的要求。统一的规则是必要的，以确保投放到欧盟市场的所有商品都符合类似的条件，并且制造商可以依赖一个成员国为整个内部市场颁发的型式批准。这符合机动车辆型式核准的总体监管框架。
The change compared to the ELV Directive, which was based on the environmental empowerment of Article 175 TEC (Article 192 TFEU) is justified as this proposal also regulates the design aspects of vehicles and the free circulation.
与基于第 175 条 TEC（第 192 条 TFEU）环境授权的 ELV 指令相比，这一变化是合理的，因为该提案还规范了车辆的设计方面和自由流通。
The choice of Article 114 TFEU as a legal basis allows to build environmental-related requirements as the core elements of conditions on the type-approval and thereby the placing on the EU market of vehicles. It follows other examples of legislative proposals tabled by the Commission recently, which also aim at covering in one single instrument sustainability/circularity requirements applying to the whole lifecycle of products, like the proposal for a Batteries Regulation, proposal for a Regulation on Eco-design for Sustainable Products and the proposal for a Regulation on Packaging and Packaging Waste.
选择 TFEU 第 114 条作为法律依据，可以将环境相关要求作为型式批准条件的核心要素，从而将车辆投放到欧盟市场。它遵循了委员会最近提出的立法提案的其他示例，这些提案也旨在通过单一文书涵盖适用于产品整个生命周期的可持续性/循环性要求，例如电池法规提案、生态设计法规提案可持续产品和包装和包装废物法规提案。
10.2Articulation with other EU policies and legislations
与其他欧盟政策和立法的衔接
The 3R type-approval Directive is the main EU-level instrument dealing with vehicles design for recycling, re-use and recovery, and the ELV Directive regulates the requirements of vehicles end-of life. There are also provisions on vehicles or provisions which are relevant for vehicles in other EU legislation. Table 10.1 below lists and compares specific aspects of the different initiatives, showing their interaction, with the ELV and 3R type-approval revision.
3R 型式认证指令是涉及回收、再利用和回收车辆设计的主要欧盟级文书，ELV 指令则规定了车辆报废的要求。其他欧盟立法中也有关于车辆的规定或与车辆相关的规定。下面的表 10.1 列出并比较了不同举措的具体方面，显示了它们与 ELV 和 3R 型式认证修订版的相互作用。
Table 10.1: Comparison of the ELV and 3R type-approval revision with specific aspects of other EU initiatives
表 10.1：ELV 和 3R 型式认证修订版与其他欧盟举措的具体方面的比较
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Critical Raw Materials (CRM) Act and CRM Communication
关键原材料 (CRM) 法案和 CRM 沟通 |
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Legislative or non-legislative?
立法还是非立法？ |
CRM Act: Legislative, mandatory.
CRM 法案：立法性、强制性。
Status: Commission proposal for a Regulation was adopted on 16 March 2023.
状态：委员会的法规提案于 2023 年 3 月 16 日获得通过。
CRM Communication: Non-legislative.
CRM 沟通：非立法。 |
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Brief description 简要说明 |
The aim of the CRM Act is to ensure EU the access to a secure and sustainable supply of critical raw materials in order to allow the EU to achieve its climate and digital ambitions. The proposal aims to strengthen different stages of CRMs value chains, diversify the EU imports to reduce strategic dependencies, improve EU capacity to monitor and mitigate risks of disruptions to the supply of CRMs, and improve circularity and sustainability.
CRM 法案的目的是确保欧盟能够获得安全且可持续的关键原材料供应，从而使欧盟能够实现其气候和数字目标。该提案旨在加强CRM价值链的不同阶段，使欧盟进口多样化以减少战略依赖，提高欧盟监测和减轻CRM供应中断风险的能力，并提高循环性和可持续性。
The proposal lays down list of critical raw materials and strategic raw materials as well as the methodology for their review. It establishes a framework to select and implement strategic projects eligible for streamlined permitting processes and having a simplified access to financial opportunities. The act develops a mechanism for coordinated monitoring of CRMs supply chains and provides measures to mitigate supply risks, such as obligations for large importers and manufacturers to regularly audit their supply chains and facilitate the joint purchases of strategic raw materials. The proposal focuses also on CRMs circularity, addressing in particular permanent magnets, for which it envisages detailed information obligations. It also empowers the Commission to establish in the future recycled content targets for certain CRMs include in these magnets via delegated acts. The proposal enables Member States to adopt and implement specific measures aim at circularity, particularly with respect to waste streams with high CRM recovery potential.
该提案规定了关键原材料和战略原材料清单及其审查方法。它建立了一个框架来选择和实施符合简化许可流程并简化获得财务机会的战略项目。该法案制定了协调监控CRM供应链的机制，并提供了减轻供应风险的措施，例如大型进口商和制造商有义务定期审核其供应链并促进战略原材料的联合采购。该提案还重点关注 CRM 的循环性，特别是永磁体，并为此规定了详细的信息义务。它还授权委员会在未来通过授权行为为这些磁铁中包含的某些 CRM 制定回收含量目标。该提案使成员国能够采取和实施旨在实现循环利用的具体措施，特别是针对具有高 CRM 回收潜力的废物流。
The CRM Communication lays down actions to be taken in areas of development of standards of CRMs-related industrial processes, education and training, research and innovation projects, financing CRM-related activities as well as establishing cooperation with partners to strengthen supply chains of these materials. It recognises the need to incentivise CRMs recycling by commercialisation of efficient recycling technologies, designing products containing CRMs so that these materials can be easily removed or accessed and requiring provision of information on CRMs and their location in certain products. The Communication specifically announces that the Commission will revise the ELV Directive to include specific requirements for design and end-of life treatment of vehicles focusing on CRM recovery. It also states that the Commission should provide recommendations to Member States in order to improve the separate collection of consumer electronics rich in CRMs, consider introduction of measures promoting substitution of CRMs in new products and review waste legislation in order to, where relevant, establish specific rules of CRMs recovery from certain product categories.
CRM 通讯规定了在制定 CRM 相关工业流程标准、教育和培训、研究和创新项目、资助 CRM 相关活动以及与合作伙伴建立合作以加强这些材料的供应链等领域要采取的行动。它认识到需要通过高效回收技术的商业化来激励 CRM 回收，设计包含 CRM 的产品，以便可以轻松移除或访问这些材料，并要求提供有关 CRM 及其在某些产品中的位置的信息。该通讯特别宣布，欧盟委员会将修订 ELV 指令，纳入以 CRM 回收为重点的车辆设计和报废处理的具体要求。它还指出，委员会应向成员国提供建议，以改进富含 CRM 的消费电子产品的单独收集，考虑采取措施促进新产品中 CRM 的替代，并审查废物立法，以便在相关时制定具体的从某些产品类别中回收 CRM 的规则。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
The presence of CRMs used in vehicles are expected to increase due to their electrification, therefore the new legislative proposal replacing ELV and 3R type-approval Directives will be one of the key legal acts relevant from the CRM perspective.
由于车辆电气化，CRM 的使用量预计将增加，因此，从 CRM 角度来看，取代 ELV 和 3R 型式批准指令的新立法提案将成为相关的关键法律法案之一。
The ELV Directive already contains provisions related to recovery and recycling of CRMs from end-of life vehicles. Its revision aims to strengthen recovery and recycling, by, inter alia, developing requirements effectuating design for dismantling and design for recycling, as well as to address the end-of life phase by reinforcing collection of ELVs and their recycling.
ELV 指令已包含与报废车辆中的 CRM 回收和再循环相关的条款。其修订旨在加强回收和再循环，除其他外，通过制定实现拆解设计和回收设计的要求，以及通过加强报废汽车的收集及其回收来解决报废阶段的问题。
Both proposals will address the issues related to CRMs present in vehicles and their components, in particular providing information on their presence in order to improve CRMs recycling and subsequent use of recycled materials in new products.
这两项提案都将解决与车辆及其零部件中存在的 CRM 相关的问题，特别是提供有关其存在的信息，以改善 CRM 的回收以及随后在新产品中使用回收材料。
The CRM Acts establishes requirements related to certain types of permanents magnets present in selected products, including motor vehicles. Operators placing vehicles containing such magnets on the market are obligated to mark them with label specifying type of magnets contain in them, and, in the future, also to provide digitalized information on the weight, location and chemical composition of all individual magnets, presence of coatings, glues and any additives, as well as information enabling access and removal of such magnets. CRM Act requires operators placing products containing certain amount of such magnets to inform about the share of neodymium, dysprosium, praseodymium, terbium, boron, samarium, nickel and cobalt recovered from post-consumer waste present in the permanent magnets incorporated in the product. The Commission is also empowered to set out recycled content targets for these CRMs via delegated acts after 2030.
CRM 法案制定了与某些类型的永磁体相关的要求 存在于选定的产品中，包括机动车辆。将含有此类磁铁的车辆投放市场的运营商有义务在车辆上贴上标签，说明其中所含磁铁的类型，并且将来还必须提供有关所有单个磁铁的重量、位置和化学成分的数字化信息、是否存在涂层、胶水和任何添加剂，以及能够访问和移除此类磁铁的信息。 CRM 法案要求经营者在放置含有一定量此类磁铁的产品时，告知产品中永磁体中从消费后废物中回收的钕、镝、镨、铽、硼、钐、镍和钴的比例。委员会还有权在 2030 年之后通过授权法案为这些 CRM 制定回收内容目标。
The new proposal replacing ELV and 3R type-approval directives will foresee an obligation for the manufacturers to draft declarations on the CRM content in vehicles and present it during the type-approval process and will require to remove parts and components containing CRMs prior to vehicles’ shredding. It will also empower the Commission to set out recycled content targets for these materials.
取代 ELV 和 3R 型式核准指令的新提案将预见制造商有义务起草有关车辆中 CRM 含量的声明，并在型式核准过程中提交该声明，并要求在车辆上市之前移除含有 CRM 的零部件。切碎。它还将授权委员会制定这些材料的回收含量目标。
Despite the fact, that both initiatives concern CRMs present in vehicles, their provisions will be complementary. To avoid legal uncertainty, CRM Act contains clear rules specifying that in case of adoption of EU harmonised legislation on recycling or recycled content of permanent magnets , this harmonised legislation will apply instead of provisions of the CRM Act. The new Regulation replacing ELV and 3R type-approval Directives would be an example of such legislation (lex specialis).
尽管事实上，这两项举措都涉及车辆中的 CRM，但它们的规定将是互补的。为了避免法律上的不确定性， CRM 法案包含明确的规则，规定如果采用关于永磁体回收或回收内容的欧盟协调立法9 ，适用该协调立法，而不是 CRM 法案的规定。取代 ELV 和 3R 型式批准指令的新法规就是此类立法（特别法）的一个例子。
Both analysed initiatives have the same objective, as they aim to improve the recovery and recycling of CRMs and promote inclusion of such recycled materials in new vehicles. Revision of ELV Directive is also specifically listed in the CRM Communication, as it is a key element from the CRM perspective.
这两项分析举措具有相同的目标，因为它们旨在改善 CRM 的回收和再循环，并促进在新车中使用此类回收材料。 ELV指令的修订也在CRM沟通中特别列出，因为从CRM的角度来看，它是一个关键要素。 |
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Eco-design Directive / Eco-design for Sustainable Products Regulation (ESPR) Proposal
生态设计指令 / 可持续产品生态设计法规 (ESPR) 建议 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Directive in force; Commission proposal for a Regulation, repealing this Directive, was adopted on 30 March 2022.
状态：指令已生效；废除该指令的委员会提案于 2022 年 3 月 30 日获得通过。 |
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Brief description 简要说明 |
The Eco-design Directive establishes minimum product-related and, where relevant, information requirements, for ‘energy-related products’, on energy efficiency and other environmental aspects. This is being operationalised via implementing regulations per product category, in accordance with regular working plans. These regulations, for a given product category, prevent the worst-performing products to enter the EU market. Since the first Circular Economy Action Plan (2015) the Commission systematically includes circular economy aspects (in addition to energy efficiency) in product requirements under the Eco-design Directive, including inter alia reparability, durability, upgradability and recyclability when drafting new or revising existing eco-design requirements.
生态设计指令针对“能源相关产品”、能源效率和其他环境方面制定了最低产品相关要求以及相关信息要求。这是根据常规工作计划，通过每个产品类别的实施条例来实施的。对于特定产品类别，这些法规阻止表现最差的产品进入欧盟市场。自第一个循环经济行动计划（2015）以来，委员会系统地将循环经济方面（除能源效率外）纳入生态设计指令的产品要求中，其中包括在起草新的或修订现有的产品要求时的可修复性、耐用性、可升级性和可回收性生态设计要求。
The proposal for a Regulation on eco-design for sustainable products will extend the Eco-design framework beyond energy-related products, excluding food and feedstuff. It will also enable the setting of eco-design requirements for groups of products sharing common characteristics. The ESP Regulation is a framework regulation, it will enable the setting of additional legislative measures which will strengthen products sustainability and facilitate more informed choices for consumers. Eco-design requirements to be set under ESPR will be mandatory. The ESPR will enable the setting of requirements that improve information flows through, inter alia, establishing a Digital Product Passport. The Digital Product Passport would give access along the value chain to relevant product characteristics (e.g. durability and reparability of products, presence of substances of concern, handling at the end of life etc.), with differentiated access to consumers, businesses and compliance authorities were appropriate.
关于可持续产品生态设计法规的提案将把生态设计框架扩展到能源相关产品之外，不包括食品和饲料。它还将为具有共同特征的产品组设定生态设计要求。 ESP 法规是一项框架法规，它将有助于制定额外的立法措施，从而加强产品的可持续性并促进消费者做出更明智的选择。 ESPR 下制定的生态设计要求将是强制性的。 ESPR 将通过建立数字产品护照等方式制定改善信息流的要求。数字产品通行证将允许沿着价值链访问相关产品特性（例如产品的耐用性和可修复性、所关注物质的存在、报废时的处理等），并为消费者、企业和合规机构提供差异化访问合适的。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
The ESPR will enable the setting of appropriate minimum performance and information requirements for a wider range of physical products, including vehicles and its parts. However, the Directives under revision already lay down certain requirements and obligations related to vehicles circularity. The 3R type-approval Directive requires that vehicles should be constructed in such a manner, that they are reusable and/or recyclable to a minimum of 85 % by mass, and reusable and/or recoverable to a minimum of 95 % by mass. The ELV Directive sets out re-use, recycling and recoverability at the corresponding levels. It also encourages vehicle manufacturers to use recycled materials and limit the use of hazardous substances and design vehicles suitable for dismantling and recycling.
ESPR 将为更广泛的物理产品（包括车辆及其零部件）设定适当的最低性能和信息要求。然而，正在修订的指令已经规定了与车辆循环相关的某些要求和义务。 3R 型式认证指令要求车辆的制造方式应使其可重复使用和/或可回收率至少达到 85%（按质量计），并且可重复使用和/或可回收率至少达到 95%（按质量计）。 ELV指令规定了相应级别的再利用、回收和可回收性。它还鼓励汽车制造商使用回收材料，限制有害物质的使用，并设计适合拆解和回收的车辆。
Also, the design and manufacture of vehicles are subject to overall type-approval legislation, in particular the type-approval Regulation 2018/858/EU of the European Parliament and of the Council , which lays down sector specific requirements for vehicles. These requirements are much different from the rules applicable for other products placed on the EU market, as they were established in order to address the specificity of the automotive sector.
此外，车辆的设计和制造须遵守整体型式认证立法，特别是欧洲议会和理事会的型式认证法规 2018/858/EU ，该法规规定了车辆的行业特定要求。这些要求与适用于欧盟市场上其他产品的规则有很大不同，因为它们是为了解决汽车行业的特定问题而制定的。
In addition it needs to be noted, the ESPR is based on the New Legislative Framework: Regulation (EC) No 765/2008 of the European Parliament and of the Council and Decision No 768/2008/EC of the European Parliament and of the Council . However, the sector automotive legislation related to type-approval do not follow the New Legislative Framework. The procedure of obtaining a type-approval is set out specifically for vehicles in its scope, in order to consider all the modalities related to their design and use.
此外，需要指出的是，ESP R基于新的立法框架：欧洲议会和理事会第 765/2008 号条例 (EC) 以及欧洲议会和理事会第 768/2008/EC 号决定理事会 ．然而，与型式批准相关的汽车行业立法并不遵循新的立法框架。获得型式批准的程序是专门针对其范围内的车辆制定的，以便考虑与其设计和使用相关的所有模式。
As the legal framework for vehicle design and end-of life already exists and it takes into the account the characteristics of the automotive sector, new requirements should be built on it rather than developed based on the ESPR. However, it needs to be underlined, that the level of ambition in transition to circularity and sustainability will be similar in the new legislative proposal replacing the ELV and 3R type-approval Directives as it would be if new provisions were established through delegated acts based on the ESPR.
由于车辆设计和报废的法律框架已经存在，并且考虑到了汽车行业的特点，因此新的要求应该建立在它的基础上，而不是基于ESPR来制定。然而，需要强调的是，在取代 ELV 和 3R 型式核准指令的新立法提案中，向循环性和可持续性过渡的雄心水平将与通过基于以下内容的授权法案制定新规定类似： ESPR。
Nonetheless, certain design requirements for vehicles or its parts could be set out under ESPR. It could concern vehicles which are outside the scope of this proposal, as well as other automotive related products, such as tyres. It is intended to propose development of recycled content targets for rubber via a delegated act prepared under the ESPR Framework.
尽管如此，ESPR 仍可以规定车辆或其零部件的某些设计要求。它可能涉及本提案范围之外的车辆，以及其他汽车相关产品，例如轮胎。其目的是通过 ESPR 框架下制定的授权法案来提议制定橡胶的回收含量目标。
The Commission has ensured complementarity and consistency between the future legislation and the ESPR and delegated acts adopted on its basis, for example for the definition of the respective requirements and empowerments (e.g. using the same definition of ‘recycled content’) and making use of the same methodologies for their implementation (e.g. on measurement of recycled content).
委员会已确保未来立法与 ESPR 以及在此基础上通过的授权法案之间的互补性和一致性，例如定义各自的要求和授权（例如，使用“回收内容”的相同定义）并利用其实施方法相同（例如回收成分的测量）。 |
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3 |
Type-Approval Regulation (EU) 2018/858
型式核准法规 （欧盟）2018/858 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Regulation in force.
状态：法规生效。 |
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Brief description 简要说明 |
The legal framework for the type-approval of motor vehicles aims at facilitating the free movement of automotive products in the internal market by laying down common requirements designed to achieve environmental, energy performance and safety objectives which are specified in several separate legal acts. These legal acts deal with a multitude of detailed technical requirements for different vehicle systems and components and are frequently updated to adapt them to technical progress while at the same time minimising the regulatory burden on industry.
机动车辆型式认证的法律框架旨在通过制定旨在实现环境、能源性能和安全目标的共同要求，促进汽车产品在内部市场的自由流动，这些要求在几项单独的法律法案中具体规定。这些法律法案涉及不同车辆系统和部件的大量详细技术要求，并经常更新以适应技术进步，同时最大限度地减少行业的监管负担。
The type-approval Regulation sets the central procedural framework for the requirements for the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles. As such it lays down the rules on conformity of vehicle types with the requirements of several pieces of legislation which are listed in the Annexes to the Regulation. Once the compliance with the various requirements of different legislations is checked by the national type-approval authority, the vehicle type can be placed on the market and registered in the internal market. It follows that the placing on the market or registration of the vehicle type cannot be refused for requirements for which the vehicle type has gone through the type-approval procedure.
型式核准条例为机动车辆及其拖车以及用于此类车辆的系统、组件和单独技术单元的核准和市场监督的要求制定了中央程序框架。因此，它制定了车辆类型符合条例附件中列出的几项立法要求的规则。一旦国家型式核准机构检查其是否符合不同法规的各种要求，该车型就可以投放市场并在内部市场注册。因此，对于已办理型式核准程序的车型，不得拒绝该车型上市或注册。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
The requirements of the 3R type-approval Directive are currently controlled in the process of vehicle type-approval established by the Type-Approval Regulation. With the inclusion of the 3R type-approval Directive and the ELV Directive in one new regulation, the requirements that will be formulated in the new instrument for type-approval will also need to be verified in accordance with the rules of Type-Approval Regulation. Therefore, the new proposal will cross-refer to provisions of the analysed regulation, not only for the type-approval procedures but also in relation as market surveillance.
3R 型式核准指令的要求目前在型式核准法规规定的车辆型式核准过程中受到控制。随着3R型式认证指令和ELV指令被纳入一项新法规，新型式认证文书中制定的要求也需要根据型式认证法规的规则进行验证。因此，新提案将交叉参考所分析法规的规定，不仅涉及型式批准程序，而且涉及市场监督。 |
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4 |
Euro 7 Regulation Proposal
Euro 7 法规提案 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Commission proposal for a Regulation was adopted on 10 November 2022.
状态：委员会的法规提案于 2022 年 11 月 10 日获得通过。 |
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Brief description 简要说明 |
The general objective of the initiative is to ensure the proper functioning of the single market by setting more adequate, cost-effective and future-proof rules for vehicle emissions as well as to ensure a high level of environmental and health protection in the EU by further reducing air pollutant emissions from road transport. This initiative will contribute to achieving the general objective by pursuing the following three specific objectives. It will reduce complexity of the current Euro emission standards, provide up-to-date limits for all relevant air pollutants and improve control of real-world emissions.
该倡议的总体目标是通过制定更充分、更具成本效益和面向未来的车辆排放规则来确保单一市场的正常运作，并通过进一步确保欧盟的高水平环境和健康保护。减少道路运输的空气污染物排放。该举措将通过实现以下三个具体目标来促进实现总体目标。它将降低现行欧洲排放标准的复杂性，为所有相关空气污染物提供最新的限值，并改善对现实世界排放的控制。
The proposal is in support of aims in the Ambient Air Quality Directive by setting limits for pollutants which are currently also covered by rules on the ambient air concentrations of specific air pollutants such as Ammonia, particles or NOx. Key new elements are the alignment of emission rules in a technology neutral way and by combining rules for Light-Duty Vehicles and Heavy-Duty Vehicles. Furthermore, the emission limits will be valid and verified in a wider and clearer defined range of conditions.
该提案支持环境空气质量指令中的目标 通过设定污染物限值，目前这些污染物也包含在特定空气污染物（例如氨、颗粒物或氮氧化物）的环境空气浓度规则中。关键的新要素是以技术中立的方式调整排放规则，并结合轻型车辆和重型车辆的规则。此外，排放限值将在更广泛、更明确的条件范围内有效并得到验证。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
Both initiatives concern the environmental performance of vehicles and their design. The requirements set out in these acts will be verified in accordance with procedures established in the Type-Approval Regulation.
这两项举措都涉及车辆的环保性能及其设计。这些法案中规定的要求将根据型式核准法规中规定的程序进行验证。
While the Euro 7 proposal aims at reducing vehicle emissions during a longer part of a vehicle’s lifetime by extending durability requirements, the revision of the ELV Directive focuses on designing the vehicles in a more circular way, to facilitate the reuse, recycling and recovery of vehicles and their parts and the actual treatment of the vehicle at the end of its life. The new proposal will also contribute to achievement of overall emission objectives of Euro 7 proposal, as it will limit the export of non-roadworthy, often polluting, used vehicles outside the EU. This proposal will also provide more detailed rules on removal and recycling of certain vehicle components, such as emission control systems, necessary to achieve the limit values in Euro 7 proposal, including catalysts, which contain significant amounts of CRMs.
虽然 Euro 7 提案旨在通过延长耐久性要求来减少车辆在较长使用寿命内的排放，但 ELV 指令的修订重点是以更循环的方式设计车辆，以促进车辆的再利用、回收和回收及其零件以及车辆报废时的实际处理。新提案还将有助于实现欧 7 提案的总体排放目标，因为它将限制欧盟以外不适合道路行驶、经常造成污染的二手车的出口。该提案还将针对某些车辆部件的去除和回收提供更详细的规则，例如排放控制系统，这是达到欧 7 提案中的限值所必需的，包括含有大量 CRM 的催化剂。
The Euro 7 proposal envisages also creation of Environmental Vehicle Passport, a digital tool granting access to information on the environmental performance of a vehicle at the moment of registration, including the level of pollutant emission limits, CO2 emissions, fuel consumption, energy consumption, electric range and engine power, and battery durability and other related values. The new proposal replacing ELV and 3R type-approval Directives will build on this, extending the scope of information that could be accessed via this passport to data facilitating the disassembly, reuse, recycling and recovery of vehicles and their parts.
欧盟 7 提案还设想创建环境车辆护照，这是一种数字工具，可在注册时获取有关车辆环境绩效的信息，包括污染物排放限值水平、CO 2排放量、燃料消耗、能源消耗、电动续航里程与发动机功率、电池耐用度等相关数值。取代 ELV 和 3R 型式批准指令的新提案将在此基础上扩展可通过此护照访问的信息范围，以促进车辆及其零部件的拆卸、再利用、回收和回收。 |
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5 |
Waste Framework Directive (WFD)
废物框架指令 (WFD) |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Directive in force; Commission proposal for amending directive expected to be adopted in 2023.
状态：指令已生效；委员会修订指令的提案预计将于 2023 年通过。 |
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Brief description 简要说明 |
The WFD establishes horizontally applicable concepts and definitions related to waste generation and waste management, including waste treatment, recycling and recovery. It lays down waste management principles, which should contribute to the reduction of adverse impact of the waste management to human health and the environment, with an emphasis on waste prevention. It follows from the waste hierarchy laid down in the WFD that waste prevention comes on top of the hierarchy followed by preparation for re-use and recycling in second and third place. Other recovery options, e.g. energy recovery shall finally take precedence over disposal. Additionally, it outlines conditions for waste to be considered a by-product and regulates the end-of-waste status. Pursuant to Art. 9 of the WFD, Member States must undertake actions to prevent waste generation, with measures encouraging the re-use of products, promoting and supporting sustainable production and consumption and reduction of hazardous substances in materials and products. The WFD sets targets for the preparation for re-use and the recycling of waste materials from municipal waste, which were increased in the 2018 revision through the setting of targets for the years 2025, 2030 and 2035.
WFD 建立了与废物产生和废物管理相关的横向适用的概念和定义，包括废物处理、回收和回收。它制定了废物管理原则，应有助于减少废物管理对人类健康和环境的不利影响，并强调废物预防。根据 WFD 中规定的废物等级制度，废物预防处于最高等级，其次是再利用和回收准备，位居第二和第三位。其他回收选项，例如能量回收，最终应优先于处置。此外，它还概述了废物被视为副产品的条件，并规范了废物的终结状态。根据艺术。根据 WFD 第 9 条，成员国必须采取行动防止废物产生，采取鼓励产品再利用、促进和支持可持续生产和消费以及减少材料和产品中有害物质的措施。 WFD 设定了城市垃圾中废物材料的再利用和回收准备目标，并通过设定 2025 年、2030 年和 2035 年的目标，在 2018 年修订中提高了目标。
The WFD obliges Member States to ensure the functioning of Extended Producer’s Responsibility (EPR) schemes, which is a set of measures taken by Member States to ensure that producers of products bear financial responsibility or financial and organisational responsibility for the management of the waste stage of a product’s life cycle. The WFD sets up a set of minimum requirements for EPR schemes to that end.
WFD 要求成员国确保生产者延伸责任 (EPR) 计划的运作，该计划是成员国采取的一系列措施，以确保产品生产商承担管理废物阶段的财务责任或财务和组织责任。产品的生命周期。为此，WFD 为 EPR 计划制定了一套最低要求。
In the new Circular Economy Action Plan, adopted in March 2020, the Commission committed to take steps towards:
在 2020 年 3 月通过的新循环经济行动计划中，委员会承诺采取措施：
- significant reduction of generation of waste,
- 显着减少废物的产生，
- better use of secondary raw materials and
- 更好地利用二次原材料和
- environmentally sound waste management.
- 无害环境的废物管理。
The Commission furthermore committed itself to assess feasibility of harmonising the separate waste collection systems in the Member States.
委员会还致力于评估协调成员国单独废物收集系统的可行性。
The ongoing revision of the WFD is focused on textiles and food waste. Another revision, of a larger scope, is envisaged for 2025.
正在进行的 WFD 修订主要针对纺织品和食物垃圾。预计 2025 年将进行另一次更大范围的修订。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
One of the aims of this proposal is to provide more clarity in the determination when a used vehicle should be considered waste. Therefore, the definition of end-of life vehicle will be revised, addressing the practical difficulties experienced in its application in the Member States, but it will remain in line with the general definition of waste provided for in the WFD.
该提案的目的之一是更明确地确定二手车何时应被视为废物。因此，报废车辆的定义将进行修订，以解决其在成员国应用中遇到的实际困难，但仍将与 WFD 中规定的废物的一般定义保持一致。
The definition of “recycling” in the proposal for a Regulation will be aligned with the definition in the WFD, in particular it will exclude backfilling operations from its scope.
法规提案中“回收”的定义将与 WFD 中的定义保持一致，特别是将回填作业排除在其范围之外。
The ELV Directive revision envisages also clearer methodology to calculate recycling rates, ensuring that what is accounted as “recycled” only includes materials which are effectively recycled, and not just collected for recycling, and improving the reporting on recycling targets. This change fits into the logic of the WFD, which aims to ensure high-quality recycling. The WFD, through the Commission Implementing Decision (EU) 2019/1004 adopted on its basis, provides for more correct and precise measurement of the amounts of recycled waste, by defining terms such as ‘calculation point’, ‘measurement point’ or ‘preliminary treatment’. This implementing act establishes specific rules for calculation of recycled waste, indicating different calculation points for various waste materials and recycling operations and provided rules concerning reflecting the preliminary treatment operations in the calculation. Further to these rules, data on waste recycling will be more accurate, as currently all waste collected for recycling is reported as recycled while all waste in practice is not currently effectively recycled. Similar changes in the calculation of the amount recycled waste stemming from ELVs will be done under the new legislative proposal.
ELV指令修订版还设想了更清晰的计算回收率的方法，确保被视为“回收”的材料仅包括有效回收的材料，而不仅仅是收集用于回收的材料，并改进回收目标的报告。这一变化符合 WFD 的逻辑，旨在确保高质量的回收。 WFD 通过在此基础上通过的委员会实施决定 (EU) 2019/1004 ，通过定义“计算点”、“测量点”或“初步治疗'。该实施法制定了回收废物计算的具体规则，规定了各种废物和回收作业的不同计算点，并提供了有关在计算中反映初步处理作业的规则。根据这些规则，废物回收数据将更加准确，因为目前所有收集用于回收的废物都被报告为已回收，而实际上所有废物目前并未得到有效回收。根据新的立法提案，将对报废汽车回收废物量的计算进行类似的改变。
The proposal will also contain provisions laying down EPR rules for ELVs. The ELV Directive was adopted before the WFD. It contains provisions on the responsibility of vehicles manufacturers for the end-of life phase of vehicles. These provisions are however not aligned with the provisions set out in the WFD. This will be adjusted with the revision of the ELV Directive and the provisions on EPR would build on Articles 8 and 8a of the WFD.
该提案还将包含针对 ELV 制定 EPR 规则的条款。 ELV 指令在 WFD 之前通过。它包含关于车辆制造商对车辆报废阶段的责任的规定。然而，这些规定与 WFD 中规定的规定不一致。这将随着 ELV 指令的修订而进行调整，并且有关 EPR 的规定将建立在 WFD 第 8 条和第 8a 条的基础上。 |
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6 |
Batteries Directive / Batteries Regulation (BR) Proposal and final compromise agreement text
电池指令 /电池法规 (BR) 提案和最终妥协协议文本 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Directive in force; Commission proposal for a Regulation, repealing this directive, was adopted on 10 December 2020. A final compromise text was agreed by the co-legislators on 18 January 2023 and should be published in the course of 2023 in the EU Official Journal.
状态：指令已生效；废除该指令的委员会提案于 2020 年 12 月 10 日获得通过。联合立法者于 2023 年 1 月 18 日同意了最终的妥协文本，并应于 2023 年在欧盟官方公报上发布。 |
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Brief description 简要说明 |
The Batteries Directive establishes general requirements for the treatment and recycling of batteries at the end of their life, but does not cover other aspects of the production and use phases of batteries, such as electrochemical performance and durability, GHG emissions, or responsible sourcing.
电池指令规定了电池寿命结束时的处理和回收的一般要求，但不涵盖电池生产和使用阶段的其他方面，例如电化学性能和耐用性、温室气体排放或负责任的采购。
The proposal for a Batteries Regulation aims to ensure that batteries placed in the EU market are sustainable and safe throughout their entire life cycle. The proposal introduces also progressive requirements to minimise the carbon footprint over the life cycle of batteries. It strengthens the functioning of the EU internal market for batteries and promotes the circular economy by closing the materials loop.
电池法规提案旨在确保投放到欧盟市场的电池在整个生命周期内可持续且安全。该提案还提出了渐进的要求，以最大限度地减少电池生命周期内的碳足迹。它加强了欧盟内部电池市场的运作，并通过闭合材料循环促进循环经济。
The new Regulation lays takes over existing restrictions for mercury and cadmium in batteries and defines a procedure for introducing new substance restrictions in batteries. It also includes provisions on mandatory recycled content targets and requirements on electrochemical performance and durability parameters. It obligates manufacturers to draft carbon footprint declaration for certain battery types and to ensure batteries’ removability and replaceability. It requires the economic operators placing certain types of batteries on the market to implement supply chain due diligence policies verified by a notified body and conduct detailed risks assessment. The Regulation lays also down targets on collection, recycling efficiencies and materials recovery.
新法规取代了对电池中汞和镉的现有限制，并定义了在电池中引入新物质限制的程序。它还包括关于强制性回收含量目标的规定以及电化学性能和耐久性参数的要求。它要求制造商起草某些电池类型的碳足迹声明，并确保电池的可拆卸性和可更换性。它要求将某些类型的电池投放市场的经济运营商实施经公告机构验证的供应链尽职调查政策，并进行详细的风险评估。该法规还规定了收集、回收效率和材料回收的目标。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
The Batteries Regulation will significantly contribute to putting the automotive industry on a circular path with respect to batteries. This is crucial due to the battery’s environmental footprint, in particular for batteries in future EV. However, it needs to be underlined, that the environmental impact of vehicles is not limited to batteries, but covers also the manufacture and end-of life treatment of other elements of vehicles. Therefore, in order to address this need, the ELV needs to be revised so that it complements the Batteries Regulation with a similar objective to increase circularity.
电池法规将极大地促进汽车行业在电池方面走上循环之路。由于电池的环境足迹，这一点至关重要，特别是对于未来电动汽车中的电池。但需要强调的是，车辆对环境的影响不仅限于电池，还包括车辆其他部件的制造和报废处理。因此，为了满足这一需求，需要对 ELV 进行修订，以补充电池法规，并具有类似的目标，即增加循环性。
The new proposal will be fully complementary with the Batteries Regulation. Both initiatives are prepared in close cooperation, in the view of significant increase in the electrification of passenger cars, buses and, to a lesser extent, vans and lorries that can be observed nowadays and the observed trend of its rapid growth.
新提案将与电池法规完全互补。鉴于当今乘用车、公共汽车以及较小程度的货车和卡车的电气化程度显着增加及其快速增长的趋势，这两项举措都是密切合作准备的。
All the batteries used in vehicles are within the scope of Batteries legislation. Both: the design of batteries and their treatment, when removed, is regulated by the Batteries Regulation. The new proposal replacing ELV Directive will clearly oblige economic operators to ensure that batteries used in vehicles are designed to allow for their removal, as well as oblige the ATFs to remove the battery from the ELVs before shredding, as a part of a depollution treatment of the vehicle.
车辆中使用的所有电池均在电池立法的范围内。两者：电池的设计及其拆卸后的处理均受《电池法规》的监管。取代 ELV 指令的新提案将明确要求经济运营商确保车辆中使用的电池设计为允许拆卸，并要求 ATF 在粉碎前将电池从 ELV 中拆卸下来，作为汽车去污染处理的一部分。车辆。
The main overlaps between these two legal acts regard: (a) prohibition using certain substances in automotive batteries, (b) treatment of waste vehicle batteries.
这两项法律的主要重叠之处在于：(a) 禁止在汽车电池中使用某些物质，(b) 废弃汽车电池的处理。
The Batteries Regulation provides restrictions related to use of mercury and cadmium in certain types of batteries. In case of cadmium, it foresees an exemption for batteries used in vehicles that benefit from a derogation under Annex II to ELV Directive. Moreover, the Batteries Regulation indicates that all exemptions from restrictions on the use of lead, mercury, cadmium or hexavalent set out in Annex II to the ELV Directive (points 5(a) and 5(b) (lead) and 16 (cadmium)) concerning batteries, should be complied with by battery manufacturers . The preferred policy option envisages, that these exemptions for the use of lead and cadmium will, following a transition period, be taken up by the Batteries Regulation and removed from the new regulation replacing ELV Directive. Consequently, all batteries-related restrictions and exemptions therefrom will be regulated in the Batteries Regulation.
《电池法规》对某些类型电池中汞和镉的使用做出了限制。就镉而言，预计车辆中使用的电池将获得豁免，这些电池将受益于 ELV 指令附件二的减损。此外，《电池法规》指出，ELV 指令附件 II 中规定的所有铅、汞、镉或六价元素的使用限制豁免（第 5(a) 和 5(b) 点（铅）和第 16 点（镉）） ）有关电池的规定，应由电池制造商遵守 。首选的政策选项设想，在过渡期之后，对铅和镉的使用的这些豁免将被电池法规所采纳，并从取代 ELV 指令的新法规中删除。因此，所有与电池相关的限制和豁免都将在《电池法规》中进行规范。
The Batteries Regulation sets out comprehensive rules concerning the design, collection, treatment and recycling of batteries. It also reinforces the principle of extended producer responsibility for the collection, transport and treatment/recycling of all batteries, including those coming from vehicles. Similar changes are contained in the future legislation on ELV, for the rest of the vehicle. This will result in ensuring coherence between these two initiatives.
《电池法规》制定了有关电池设计、收集、处理和回收的综合规则。它还强化了生产者对所有电池（包括来自车辆的电池）的收集、运输和处理/回收的延伸责任原则。对于车辆的其余部分，未来的 ELV 立法中也包含类似的变化。这将确保这两项举措之间的一致性。 |
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7 |
Waste Shipment Regulation (WSR) / Waste Shipment Regulation Proposal
废物运输法规 (WSR) / 废物运输法规提案 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Regulation in force; Commission proposal for a Regulation, repealing the previous one, was adopted on 17 November 2021.
状态：现行法规；委员会的一项法规提案于 2021 年 11 月 17 日获得通过，该提案废除了之前的法规。 |
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Brief description 简要说明 |
The Waste Shipment Regulation applies to shipments of waste:
废物运输法规适用于废物运输：
·Between EU countries within the EU borders or transiting via non-EU countries;
欧盟境内的欧盟国家之间或经非欧盟国家过境；
·Imported into the EU from non-EU countries;
从非欧盟国家进口到欧盟；
·Exported from the EU to non-EU countries;
从欧盟出口到非欧盟国家；
·In transit through the EU, on the way from or to non-EU countries.
通过欧盟过境、往返非欧盟国家的途中。
Shipments of hazardous waste from the EU to non-OECD countries are prohibited, while shipments of hazardous waste between Member States or from the EU to OECD countries are subject to the “prior information and consent procedure”. Shipments of “green-listed” non-hazardous wastes within the EU and OECD do not usually require the prior consent of the authorities, but information requirements apply.
禁止从欧盟向非经合组织国家运输危险废物，而在成员国之间或从欧盟向经合组织国家运输危险废物则须遵守“事先信息和同意程序”。在欧盟和经合组织内运输“绿色清单”无害废物通常不需要当局的事先同意，但需要提供信息。
In applying the regulation all parties involved must ensure that waste is managed in an environmentally sound manner, respecting EU and international rules, throughout the shipment process and when it is recovered or disposed of.
在应用该法规时，所有相关方必须确保在整个运输过程以及回收或处置过程中以无害环境的方式管理废物，尊重欧盟和国际规则。
The proposal for a new WSR adopted in November 2021 aims to (a) improve the functioning of internal market for waste fit for re-use and recycling, which would result in boosting the market for secondary raw materials, (b) guarantee that waste are shipped outside the EU only when they can be managed in environmentally sound manner and (c) tackle illegal shipments of waste.
2021 年 11 月通过的新 WSR 提案旨在 (a) 改善适合再利用和回收的废物内部市场的运作，这将促进二次原材料市场的发展，(b) 确保废物只有在能够以无害环境的方式进行管理的情况下才能运往欧盟境外，并且 (c) 解决非法运输废物的问题。
The proposal simplifies procedures for shipments of waste within the EU through their digitalisation.
该提案通过数字化简化了欧盟境内废物运输的程序。
The proposal would allow the export of waste to non-OECD countries only if they notify to the Commission their willingness to import EU waste and demonstrate ability to deal with it in a sustainable manner. Exports of waste to OECD countries will be closely monitored. Economic operators engaged in such export activities will be obligated to set up third party audit schemes to ensure that the facilities treating their waste manage it in an environmentally sound manner.
该提案将允许向非经合组织国家出口废物，前提是这些国家向欧盟委员会通报其愿意进口欧盟废物并表现出以可持续方式处理废物的能力。向经合组织国家出口废物将受到密切监控。从事此类出口活动的经济运营商将有义务制定第三方审核计划，以确保废物处理设施以无害环境的方式进行管理。
The proposal strengthens enforcement of the Regulation, lays down more stringent provisions on inspections and penalties and enables OLAF to investigate waste trafficking in the EU.
该提案加强了该法规的执行，制定了更严格的检查和处罚规定，并使 OLAF 能够调查欧盟境内的废物贩运。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
The new legislative proposal replacing the ELV Directive will not contain any specific provisions on the shipment of ELVs. All shipments of ELVs, within the EU as well as with third countries, will continue to be governed by rules of the WSR. As, prior to their depollution, ELVs are classified as hazardous waste, their export to a third country outside the OECD is banned.
取代 ELV 指令的新立法提案将不包含任何有关 ELV 运输的具体规定。所有 ELV 运输，无论是在欧盟境内还是与第三国的运输，都将继续受 WSR 规则的管辖。由于在消除污染之前，报废汽车被归类为危险废物，因此禁止将其出口到经合组织以外的第三国。
The new legislative proposal replacing the ELV Directive also aims to clarify when a used vehicle becomes an ELV, which is crucial for determination if the WSR applies to shipment of such vehicles. This clarification will be done by amending the definition of ELV, taking into consideration the existing waste shipment correspondents’ guidelines .
取代 ELV 指令的新立法提案还旨在澄清二手车何时成为 ELV，这对于确定 WSR 是否适用于此类车辆的运输至关重要。这一澄清将通过修改 ELV 的定义来完成，同时考虑到现有的废物运输通讯员指南 。
The new legislative proposal will also establish restrictions regarding the export of used vehicles not classified as ELVs. Such exports will be authorised only provided that the vehicle has a valid roadworthiness certificate. This change is not directly linked with the WSR, as it will not establish similar procedures as when exporting waste, but is necessary to avoid the export of old polluting and not roadworthy vehicles to third countries.
新的立法提案还将对不属于报废汽车的二手车的出口制定限制。仅当车辆具有有效的适航证书时，此类出口才会被授权。这一变化与 WSR 没有直接关系，因为它不会建立与出口废物时类似的程序，但有必要避免向第三国出口旧的污染性且不适合道路行驶的车辆。 |
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8 |
Regulation on Registration, Evaluation, Authorisation and Restriction of Chemicals (REACH)
化学品注册、评估、授权和限制法规 (REACH) |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Regulation in force; Commission proposal for amending regulation expected to be adopted in 2023.
状态：现行法规；委员会修订法规的提案预计将于 2023 年通过。 |
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Brief description 简要说明 |
REACH is the key Union legal instrument to ensure the safe use of chemical substances, as such, in mixtures or in articles. REACH aims to ensure a high level of protection of human health and the environment from risks resulting from the intrinsic properties of chemicals, as well as the free circulation of substances on the internal market, while enhancing competitiveness and innovation. REACH is organised around four processes, namely the registration, evaluation, authorisation and restriction of chemicals. Manufacturers and importers of substances are generally required to gather information on the properties of their chemical substances and to identify the uses and conditions under which they can be safely used. Substances manufactured or imported in quantities exceeding 1 tonne per year must be submit a registration dossier to ECHA containing information about the substance. The European Chemicals Agency (ECHA) is empowered to assess the completeness and compliance of the registrations during the evaluation process.
REACH 是确保安全使用混合物或物品中化学物质的关键欧盟法律文书。 REACH 旨在确保高度保护人类健康和环境免受化学品固有特性带来的风险，以及物质在内部市场上的自由流通，同时增强竞争力和创新。 REACH 围绕四个流程组织，即化学品的注册、评估、授权和限制。物质的制造商和进口商通常需要收集有关其化学物质特性的信息，并确定其用途和安全使用条件。每年生产或进口数量超过 1 吨的物质必须向 ECHA 提交包含该物质信息的注册档案。欧洲化学品管理局（ECHA）有权在评估过程中评估注册的完整性和合规性。
Restrictions of substances included in Annex XVII to REACH ban or limit the manufacturing, placing on the market or use of the substances concerned (varying from a complete ban to a restricted use under specific conditions), including as part of articles (term ‘article’ is understood under REACH as products). Restrictions can be adopted in case of an unacceptable risk to human health or the environment (Art.68(1)), following a dedicated procedure involving the agency ECHA (Art. 69-73), or, via a simplified procedure, that does not require the involvement of ECHA for substances presenting specific hazards (carcinogenicity, germ cell mutagenicity or reproductive toxicity on Categories 1A and 1B) and could be used by consumers (Art. 68(2)).
REACH 附件 XVII 中包含的物质限制禁止或限制相关物质的制造、投放市场或使用（从完全禁止到在特定条件下限制使用），包括作为物品的一部分（术语“物品”）根据 REACH 规定被理解为产品）。如果对人类健康或环境造成不可接受的风险（第 68(1) 条），可以按照涉及 ECHA 机构的专门程序（第 69-73 条）采取限制措施，或者通过简化程序，对于具有特定危害（类别 1A 和 1B 的致癌性、生殖细胞致突变性或生殖毒性）的物质，不需要 ECHA 的参与，并且可由消费者使用（第 68(2) 条）。
The Chemicals Strategy for Sustainability announces the targeted revision of the REACH Regulation, which will be limited to achieving the specific aims set out in the strategy. Considered measures include, among others, extending the generic approach to risk management (currently in REACH Art 68(2), restrictions based on hazardousness) to other categories of substances and strengthening enforcement. The revision will not impact the scope of REACH.
《化学品可持续发展战略》宣布对REACH法规进行针对性修订，修订内容将仅限于实现战略中规定的具体目标。考虑的措施包括，除其他外，将风险管理的通用方法（目前在 REACH 第 68(2) 条中，基于危险性的限制）扩展到其他类别的物质并加强执法。此次修订不会影响 REACH 的范围。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
The main interplay between these two legal acts regard restrictions on use of certain substances in vehicles and its parts. Although these products fall into the scope of REACH, the current Annex XVII applies to them only to the extent to which vehicles are covered in some specific substance restrictions. Specific restrictions on use of lead, mercury, cadmium or hexavalent chromium, as well as exemptions from them, are laid down in ELV Directive.
这两项法律之间的主要相互作用涉及限制在车辆及其零部件中使用某些物质。尽管这些产品属于 REACH 的范围，但当前的附件 XVII 仅适用于某些特定物质限制涵盖的车辆。 ELV 指令规定了对铅、汞、镉或六价铬的使用的具体限制及其豁免。
The preferred option envisages that:
首选方案设想：
(a) any new vehicle-related limitation in uses of certain substances will be addressed under REACH or as appropriate under the Batteries Regulation or be covered under the POPs Regulation, using the existing procedures;
(a) 任何新的与车辆相关的某些物质的使用限制将根据 REACH 或酌情根据电池法规予以解决，或使用现有程序由 POPs 法规涵盖；
(b) existing restrictions under ELV on four substances will be maintained in the new Regulation and reviewed via delegated acts with the support of ECHA. The scope of the assessment of exemptions for the four substances remaining under ELV legislation will be widened so that it would cover not only the cases of ‘unavoidable use’ of these substances (Article 4(2) of the ELV Directive) but also socio-economic, health and environmental impacts .
(b)新法规中将保留ELV对四种物质的现有限制，并在 ECHA 的支持下通过授权法案进行审查。 ELV 立法中剩余的四种物质的豁免评估范围将扩大，以便不仅涵盖这些物质“不可避免使用”的情况（ELV 指令第 4(2) 条），还涵盖社会-经济、健康和环境影响 ．
The possibility of a transfer of the restrictions on the four substances and any exemptions therefrom to REACH can be reassessed in the future once the ongoing REACH review is concluded and sufficient implementation time has elapsed to assess its functioning.
一旦正在进行的 REACH 审查结束并且经过足够的实施时间来评估其功能，将来可以重新评估对四种物质的限制及其任何豁免转移到 REACH 的可能性。 |
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9 |
Regulation on persistent organic pollutants (POPs)
持久性有机污染物 (POP) 法规 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Regulation in force.
状态：法规生效。 |
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Brief description 简要说明 |
The Stockholm Convention is implemented in the EU through the POPs Regulation, which bans or limits the production of persistent organic pollutants and their use in both chemical products and articles.
斯德哥尔摩公约在欧盟通过 POPs 法规实施，该法规禁止或限制持久性有机污染物的生产及其在化学产品和物品中的使用。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
The POPs Regulation applies to vehicles. Restrictions on POPs affect not only the substances and materials used for the production of new vehicles but also the treatment of materials recovered from ELVs, which subsequently may impact the ability of ELV operators to fulfil the targets specified in new proposal.
持久性有机污染物法规适用于车辆。对持久性有机污染物的限制不仅影响用于生产新车的物质和材料，还影响报废汽车回收材料的处理，这可能会影响报废汽车运营商实现新提案中规定的目标的能力。
The most important POP-related issue for the treatment of ELVs relates to the presence and disposal of the flame retardant decabromodiphenyl ether (DecaBDE) and other POP-BDE in shredder residue. The disposal and recovery of waste containing such POPs and the placing on the market or recovered materials from ELVs containing POPs is regulated through the POPs Regulation. The recently adopted Regulation that amends the waste annexes of the POPs Regulation further reduces the limit values for substances such as POP-PBDEs and HBCDD in waste and introduces limits on newly listed substances such as PFOA and PFHxS.
处理报废汽车时与持久性有机污染物相关的最重要问题涉及粉碎机残留物中阻燃剂十溴二苯醚 (DecaBDE) 和其他持久性有机污染物-BDE 的存在和处置。含有此类持久性有机污染物的废物的处置和回收以及投放市场或从含有持久性有机污染物的报废车辆中回收的材料均受持久性有机污染物法规的监管。最近通过的法规修订了POPs法规31废物附件，进一步降低了废物中 POP-PBDE 和 HBCDD 等物质的限值，并对新列出的PFOA 和 PFHxS 等物质引入了限制。 |
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10 |
Directive on the Restriction of Hazardous Substances in Electrical and Electronic Equipment (RoHS)
电气和电子设备中有害物质限制指令 (RoHS) |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Directive in force.
状态：指令生效。 |
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Brief description 简要说明 |
The RoHS Directive aims to prevent the risks posed to human health and the environment related to the management of electronic and electrical waste. It does this by restricting the use of specific hazardous substances in electronic and electrical equipment (EEE) if they can be substituted by safer alternatives. These restricted substances include certain heavy metals, flame retardants and plasticizers. It thus includes a set of restrictions for a specific sub-set of products.
RoHS 指令旨在防止与电子电气废物管理相关的对人类健康和环境造成的风险。它通过限制电子电气设备 (EEE) 中特定有害物质的使用（如果可以用更安全的替代品替代）来实现这一目标。这些限制物质包括某些重金属、阻燃剂和增塑剂。因此，它包括针对特定产品子集的一组限制。
The RoHS Directive also promotes the recyclability of EEE, as EEE and its components that have become waste contain fewer hazardous substances due to the restrictions.
RoHS 指令还促进了 EEE 的可回收性，因为由于这些限制，已成为废物的 EEE 及其组件所含的有害物质较少。
The RoHS Directive empowers the Commission to, by means of delegated acts, change or add restrictions with a view to achieving the objectives set out in Article 1, i.e. to contribute “to the protection of human health and the environment, including the environmentally sound recovery and disposal of waste EEE.”
RoHS 指令授权委员会通过授权行为，改变或增加限制，以实现第 1 条规定的目标，即“为保护人类健康和环境，包括无害环境的恢复做出贡献”。以及废弃电子电气设备的处置。” |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
RoHS Directive, similarly as WEEE Directive, excludes from its scope of application (a) means of transport for persons or goods, except for electric two-wheel vehicles which are not type-approved, and (b) equipment which is specifically designed, and is to be installed, as part of another type of equipment that is excluded or does not fall within the scope of the Directive, which can fulfil its function only if it is part of that equipment, and which can be replaced only by the same specifically designed equipment. Therefore, also in this case, the new legislation on ELV will be complementary to the existing legal act on EEE.
RoHS 指令与 WEEE 指令类似，将 (a) 人员或货物运输工具排除在其适用范围之外，未经型式批准的电动两轮车辆除外，以及 (b) 专门设计的设备，以及被安装为被排除或不属于指令范围的另一种类型设备的一部分，只有当它是该设备的一部分时才能履行其功能，并且只能由相同的特定设备替换设计的设备。因此，同样在这种情况下，关于 ELV 的新立法将是对关于 EEE 的现有法律法案的补充。
It also needs to be noted, that there is a group of EEE used in vehicles, which falls into the scope of RoHS Directive, for example equipment which is not specifically designed for vehicles but could be used in them. This EEE shall be compliant with RoHS Directive requirements.
还需要注意的是，有一组用于车辆的电子电气设备属于 RoHS 指令的范围，例如不是专门为车辆设计但可以在车辆中使用的设备。本 EEE 应符合 RoHS 指令要求。
As in certain situations determination of whether a given EEE falls into the scope of ELV or RoHS Directive was in practice problematic, the new legislative proposal on ELV aims to provide a clearer distinction between the scopes of these two legal acts.
由于在某些情况下，确定特定电子电气设备是否属于 ELV 或 RoHS 指令的范围在实践中存在问题，因此关于 ELV 的新立法提案旨在对这两种法律行为的范围进行更清晰的区分。
It should be also noted, that the rationale of restrictions and derogations therefrom is based on different principles in these two regimes. The ELV Directive focuses on the criterion of ‘avoidability’ of certain uses of the heavy metals in a given application, whereas the RoHS Directive takes into account the availability of substitutes, the socioeconomic impact of substitution, potential adverse impacts on innovation and, where relevant, life-cycle thinking on the overall impacts of the exemption. This distinction will be kept also in the future legislation.
还应该指出的是，这两种制度的限制和减损的理由是基于不同的原则。 ELV 指令侧重于特定应用中重金属某些用途的“可避免性”标准，而 RoHS 指令则考虑替代品的可用性、替代的社会经济影响、对创新的潜在不利影响以及相关的情况。 ，对豁免总体影响的生命周期思考。这种区别也将在未来的立法中保留。 |
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11 |
European Climate Law
欧洲气候法 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Regulation in force.
状态：法规生效。 |
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Brief description 简要说明 |
The European Climate Law writes into law the goal set out in the European Green Deal for Europe’s economy and society to become climate-neutral by 2050. The law also sets the intermediate target of reducing net greenhouse gas emissions by at least 55% by 2030, compared to 1990 levels and envisages a process for setting a 2040 climate target.
《欧洲气候法》将《欧洲绿色协议》中设定的欧洲经济和社会到2050年实现气候中和的目标写入法律。该法还设定了到2030年将温室气体净排放量减少至少55%的中期目标，与 1990 年的水平进行比较，并设想制定 2040 年气候目标的过程。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
The revision of the ELV Directive contributes to achieving climate neutrality both for the automotive sector and other connected industrial sectors. With the electrification of the vehicle fleet, the production and end-of life stages become relevant for the carbon footprint of a vehicle, compared to the use phase. The new legislation will contribute to decreasing the carbon footprint of vehicles through new measures favouring the use of secondary materials in the production of new vehicles. Secondary materials to be used in the automotive sector generally have a lower carbon intensive footprint than primary materials. This is especially the case for aluminium, steel, copper and CRMs like magnesium and REEs which are energy intensive to produce. The same counts for plastics from fossil fuel based production where recycling avoids incineration at end-of life and related carbon emissions. In addition, the new legislation will lay down new measures to increase the quality of metal scraps from ELVs, so that they can be used for high quality recycling/reprocessing by the steel or aluminium industry. The use of scrap is one of the main drivers for the decarbonisation of these industries.
ELV指令的修订有助于汽车行业和其他相关工业行业实现气候中和。随着车队的电气化，与使用阶段相比，生产和报废阶段变得与车辆的碳足迹相关。新立法将通过有利于在新车生产中使用二次材料的新措施，有助于减少车辆的碳足迹。汽车行业使用的二次材料通常比原生材料具有更低的碳密集足迹。对于铝、钢、铜以及镁和稀土元素等 CRM 来说尤其如此，这些材料的生产属于能源密集型。对于基于化石燃料生产的塑料来说也是如此，回收避免了报废时的焚烧和相关的碳排放。此外，新立法将制定新措施，提高报废汽车金属废料的质量，以便钢铁或铝行业将其用于高质量的回收/再加工。废料的使用是这些行业脱碳的主要驱动力之一。 |
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12 |
Regulation on emission standards for new passenger cars and vans and proposal of its amendment
新乘用车和货车排放标准规定及其修订案 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Regulation in force; Commission proposal for amending regulation was adopted on 14 July 2021.
状态：现行法规；委员会修订法规的提案于 2021 年 7 月 14 日获得通过。
A compromise text was agreed by the co-legislators on 16 November 2022 and should be published in the course of 2023 in the EU Official Journal.
联合立法者于 2022 年 11 月 16 日同意了一份折衷文本，并应于 2023 年在欧盟官方公报上发布。 |
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Brief description 简要说明 |
This regulation lays down CO2 emission performance requirements for new passenger cars and light commercial vehicles in order to contribute to the achievement of the reduction targets from the Paris Agreement . It sets CO2 reduction targets for the EU fleet for new registrations of vehicles categories M1 and N1. The Regulation contains also incentives for the update of zero- and low-emission vehicles.
该法规规定了新乘用车和轻型商用车的CO 2排放性能要求，以促进实现《巴黎协定》 的减排目标。它为新注册的欧盟船队设定了 CO 2减排目标 车辆类别M 1和 N 1 。该法规还包含对更新零排放和低排放车辆的激励措施。
The proposal for amending this regulation aims to align its ambition in order to contribute to the achievement of the reduction targets from the European Climate Law and sets more ambitious EU fleet targets for 2030 and lays down a 100% EU fleet-wide reduction target for new passenger cars and new vans to apply from 1 January 2035 onwards.
修订该法规的提案旨在调整其雄心，以便为实现《欧洲气候法》的减排目标做出贡献，并为 2030 年设定更雄心勃勃的欧盟机队目标，并为新的欧盟机队制定 100% 的欧盟机队减排目标。乘用车和新型货车自 2035 年 1 月 1 日起适用。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
The Regulation on CO2 emission standards focuses on the emissions generated in the use phase of vehicles categories M1 and N1. The new regulation replacing ELV and 3R type-approval Directives will focus on the manufacture and end-of life phase of these vehicles. In the view of the ongoing electrification process of the automotive fleet, in particular for these vehicles categories, the emissions generates during the production and treatment phase. As described above, reduction of CO2 emissions will be achieved mainly by ensuring high quality recycling, strengthening the possibility to retrieve secondary raw materials from the ELVs and stimulating their use in the manufacture of new cars. Therefore, the new legislative proposal will be complementary to regulation on emission standards.
CO 2排放标准规定重点关注M 1和N 1类车辆使用阶段产生的排放。取代 ELV 和 3R 型式核准指令的新法规将重点关注这些车辆的制造和生命周期结束阶段。鉴于汽车车队正在进行的电气化进程，特别是这些车辆类别，在生产和处理阶段会产生排放。如上所述，减少CO 2排放量主要通过确保高质量回收、加强从报废汽车中回收二次原材料的可能性以及刺激其在新车制造中的使用来实现。因此，新的立法提案将与排放标准监管形成补充。 |
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Regulation setting CO2 emission performance standards for new heavy-duty vehicles and proposal of its amendment
新型重型汽车CO 2排放性能标准规定及其修订提案 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Regulation in force; Commission proposal for amending regulation was adopted on 14 February 2023.
状态：现行法规；委员会修订法规的提案于 2023 年 2 月 14 日获得通过。 |
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Brief description 简要说明 |
This regulation lays down CO2 emission performance requirements for new heavy-duty vehicles in order to contribute to the achievement of the reduction targets from the Paris Agreement. It sets CO2 reduction targets for the EU fleet for 2025 and 2030 – respectively 15% and 30% – compared to the reported emissions generated in the period 1 July 2019 – 30 June 2020. The Regulation contains also incentives for the update of zero- and low-emission vehicles.
该法规规定了新型重型车辆的CO 2 排放性能要求，以有助于实现《巴黎协定》的减排目标。与 2019 年 7 月 1 日至 2020 年 6 月 30 日期间报告的排放量相比，它为欧盟机队设定了 2025 年和 2030 年的 CO 2减排目标，分别为 15% 和 30%。该法规还包含更新零排放的激励措施。和低排放车辆。
The proposal for an amending regulation sets CO2 emissions reduction targets for certain types and sub-groups of heavy-duty vehicles and introduces binding CO2 emissions reduction targets for heavy-duty vehicles for 2035 and 2040 onwards, respectively 65% and 90% – compared to the reported emissions generated in the period 1 July 2019 – 30 June 2020. It also widens the scope of this instrument i.e. to vehicles belonging to M2, M3, O3 and O4 and provides new rules on the monitoring and reporting.
法规修订提案为某些类型和子组的重型车辆设定了CO 2减排目标，并引入了2035年和2040年以后重型车辆具有约束力的CO 2减排目标，分别为65%和90% –与2019年7月1日至2020年6月30日期间报告的排放量相比。它还扩大了该文书的范围，即属于M 2的车辆、M 3 、O 3和O 4并提供了有关监测和报告的新规则。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
The Regulation on CO2 emission standards focuses on the emissions generated in the use phase of vehicles within its scope. The new regulation replacing ELV and 3R type-approval Directives will focus on the manufacture and end-of life phase of these vehicles. Certain obligations will apply also to these heavy-duty vehicles: using certain heavy metals in their components will be restricted, manufacturers will have to provide information on their dismantlability and users will be obliged to hand them to the authorised treatment facilities at their end-of life. The carbon footprint of these vehicles will be decreased, as valuable secondary raw materials, having a much less carbon intensive footprint than primary material will be retrieved from the vehicles and made available for the manufacture of new vehicles. The new regulation will also improve the quality of recycling operations, in particular with respect to steel and aluminium scrap, what will also contribute to the decarbonisation of automotive sector.
《CO 2排放标准规定》重点关注其适用范围内的车辆使用阶段产生的排放。取代 ELV 和 3R 型式核准指令的新法规将重点关注这些车辆的制造和生命周期结束阶段。某些义务也适用于这些重型车辆：在其部件中使用某些重金属将受到限制，制造商必须提供有关其可拆卸性的信息，用户有义务在其使用寿命结束时将其交给授权的处理设施。生活。这些车辆的碳足迹将会减少，因为将从车辆中回收宝贵的二次原材料，其碳密集足迹远低于初级材料，并可用于制造新车。新法规还将提高回收作业的质量，特别是废钢和废铝，这也将有助于汽车行业的脱碳。 |
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14 |
Directive on Vehicle Registration Documents
车辆登记文件指令 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Directive in force; Commission proposal for a revision of this directive expected to be adopted in 2023.
状态：指令已生效；委员会对该指令的修订提案预计将于 2023 年通过。 |
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Brief description 简要说明 |
The Directive harmonises the form and content of vehicle registration certificates. Such certificates should be recognized by other Member States for identification of vehicle in international traffic or for its re-registration in another Member State. The Directive obliges the Member States to record electronically data on all vehicles registered on their territory and to ensure, that technical vehicle data is made available for the purpose of periodic roadworthiness testing.
该指令统一了车辆登记证书的形式和内容。此类证书应得到其他成员国的认可，用于识别国际交通中的车辆或在另一个成员国重新注册。该指令要求成员国以电子方式记录在其领土上注册的所有车辆的数据，并确保提供车辆技术数据以用于定期道路适航性测试。
The directive specifies also, that in the event that the competent authority of a Member State receives notification that a vehicle has been treated as an ELV, the registration of that vehicle shall be cancelled permanently and information to that effect should be added to the electronic register.
该指令还规定，如果成员国主管当局收到车辆已被视为 ELV 的通知，则该车辆的注册将被永久取消，相关信息应添加到电子登记册中。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
One of the objectives of the ELV revision is to address the problem of ‘missing vehicles’. This will be done, inter alia, by introducing changes regarding registration, re-registration and de-registration of vehicles. Firstly, the scope of information exchanged among the Member States should also include reasons of vehicles’ de-registration. Secondly, Member States should report to the Commission the number of vehicles registered, de-registered, treated as ELVs and shipped outside the EU, and to this end, the Commission Decision 2005/293/EC will be supplemented.
ELV修订的目标之一是解决“失踪车辆”的问题。为此，除其他外，将通过对车辆登记、重新登记和注销登记进行改革来实现。首先，成员国之间交换信息的范围还应包括车辆注销的原因。其次，成员国应向欧盟委员会报告注册、注销、作为ELV处理并运往欧盟以外地区的车辆数量，为此，将对欧盟委员会第2005/293/EC 决定进行补充。
The new legislative proposal replacing the ELV Directive aims also to introduce more stringent rules on export of used vehicles allowing for such exports provided that such a vehicle has a valid roadworthiness certificate. In order to ensure proper enforcement, the Vehicle Identification Number (VIN) of such vehicles should be made available to customs authorities
取代 ELV 指令的新立法提案还旨在对二手车出口引入更严格的规则，允许此类出口，前提是此类车辆具有有效的道路适航证书。为了确保正确执法，此类车辆的车辆识别码 (VIN) 应向海关当局提供
Introducing of these changes would be done through the future roadworthiness package . The objective of the latter is to ensure better exchange of relevant vehicle roadworthiness data at EU level in order to enforce road safety measures more effectively. Although the objective of revisions are different, close cooperation within the Commission on these proposals would ensure the cohesion of these two initiatives and achievements of theirs objectives.
这些变化的引入将通过未来的适航性包来完成。后者的目标是确保在欧盟层面更好地交换相关车辆适航性数据，以便更有效地执行道路安全措施。尽管修订的目标不同，但委员会内部就这些提案进行密切合作将确保这两项举措的凝聚力及其目标的实现。 |
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Roadworthiness Directives
适航指令 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Directives in force; Commission proposals for revision of these directives expected to be adopted in 2023.
状态：指令有效；委员会修订这些指令的提案预计将于 2023 年通过。 |
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Brief description 简要说明 |
The Roadworthiness Directives aim to increase road safety in the EU and to ensure the environmental performance of vehicles, by means of regular testing of vehicles throughout their operational lifetime. They contribute also to reducing air pollutant emissions by detecting more effectively vehicles that are over-emitting due to technical defects, as the rules require periodic technical inspections and roadside inspections.
道路适航指令旨在通过在车辆整个使用寿命期间定期进行测试来提高欧盟的道路安全并确保车辆的环保性能。由于规则要求定期技术检查和路边检查，它们还通过更有效地检测因技术缺陷而超标的车辆，从而有助于减少空气污染物排放。
In the view of digital transformation of EU road transport, the revision of these Directives aims to improve road safety, contribute to more sustainable and smarter mobility and to facilitate and simplify the free movement of people and goods in the Union. The specific objectives include ensuring the functioning of modern electronic safety components, advanced driver assistance systems and automated functions during the vehicles’ lifetime, performing meaningful emission tests during vehicle inspections and improving the electronic storage, read-out and exchange of roadworthiness-relevant vehicle identification and status data between EU Member States as well as performance data, building amongst others also on the digitalisation of administrative documents and certificates.
鉴于欧盟道路运输的数字化转型，这些指令的修订旨在改善道路安全，促进更可持续和更智能的出行，并促进和简化欧盟内人员和货物的自由流动。具体目标包括确保现代电子安全组件、先进驾驶辅助系统和自动化功能在车辆使用寿命期间正常运行，在车辆检查期间进行有意义的排放测试，以及改进与道路适航性相关的车辆识别的电子存储、读出和交换欧盟成员国之间的状态数据以及绩效数据，其中还建立在行政文件和证书的数字化基础上。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
One of the objectives of the ELV revision is to increase the collection of ELVs in the EU. This aim is to be achieved, inter alia, by introducing requirements concerning export of used vehicles outside the EU, making exports dependent on the vehicles being roadworthy. Therefore, the assessment of vehicle’s roadworthiness will be even more important under the new legal framework. Introducing these requirements will contribute to increasing the safety on the roads also outside the EU, as well as the level of environmental protection.
ELV修订的目标之一是增加欧盟ELV的收集。除其他外，这一目标的实现方式是引入有关欧盟以外二手车出口的要求，使出口依赖于车辆的适航性。因此，在新的法律框架下，车辆的适航性评估将变得更加重要。引入这些要求将有助于提高欧盟以外地区的道路安全以及环境保护水平。 |
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16 |
Clean Vehicles’ Directive
清洁车辆指令 |
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Legislative or non-legislative?
立法还是非立法？ |
Legislative, mandatory. 立法性、强制性。
Status: Directive in force.
状态：指令生效。 |
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Brief description 简要说明 |
The directive aims at promoting and stimulating the market for clean and energy-efficient vehicles. It requires Member States to ensure that contracting authorities and contracting entities take into account lifetime energy and environmental impacts, including energy consumption and emissions of CO2 and of certain pollutants, when procuring certain road transport vehicles categories. The Directive defines ‘clean light-duty vehicles’ by referring to emission levels and ‘clean heavy-duty vehicles’ referring to types of fuels used by this vehicle. The Directive sets separate targets for each Member State, depending on the vehicle category, for the periods 2.08.2021 – 13.12.2025 and 01.01.2026 – 31.12.2030. It applies to vehicles procured through purchase, lease, rent or hire-purchase contracts, public service contracts and service contracts.
该指令旨在促进和刺激清洁节能汽车市场。它要求成员国确保订约当局和订约实体在采购某些道路运输车辆类别时考虑到终生能源和环境影响，包括能源消耗以及CO 2和某些污染物的排放。该指令根据排放水平定义“清洁轻型车辆”，根据该车辆使用的燃料类型定义“清洁重型车辆”。该指令根据车辆类别，为每个成员国设定了2021年8月2日至2025年12月13日和2026年1月1日至2030年12月31日期间的单独目标。它适用于通过购买、租赁、租赁或分期付款合同、公共服务合同和服务合同采购的车辆。 |
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Interaction with the ELV and 3R type-approval revision
与 ELV 和 3R 型式认证修订版的交互 |
The Directive aims to ensure, that public authorities procure vehicles that do not emit certain amounts of substances to the air during the usage phase. It does not allow for addressing other important environmental aspects, such as circularity in design – it mentions recyclability aspects only in a recital , which focuses further on batteries. This legal instrument cannot be used currently to address issues of vehicles’ reusability, recyclability and recoverability.
该指令旨在确保公共当局采购的车辆在使用阶段不会向空气中排放一定量的物质。它不允许解决其他重要的环境问题，例如设计中的循环性——它仅在说明会上提到可回收性方面 ，该说明进一步关注电池。该法律文书目前无法用于解决车辆的可重复使用性、可回收性和可回收性问题。
Therefore, in order to ensure that circularity is also taken into account then procuring vehicles, the revision of the Clean Vehicles’ Directive, currently planned for 2027, will aim to include minimum green public procurement criteria related to vehicles circularity – their recyclability, reusability and recoverability characteristics in the revised Directive.
因此，为了确保采购车辆时也考虑到循环性，目前计划于 2027 年修订清洁车辆指令，旨在纳入与车辆循环性相关的最低绿色公共采购标准——其可回收性、可重复使用性和修订后的指令中的可恢复性特征。 |
Annex 11: 3R Type-approval Directive Evaluation report
附件 11：3R型式核准指令评估报告
EVALUATION of Directive 2005/64/EC on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability (‘3R’ Type-approval Directive)
对机动车辆型式核准指令 2005/64/EC 的可重复使用性、可回收性和可恢复性进行评估（“3R”型式核准指令）
Contents 内容
Annex 11: 3R Type-approval Directive Evaluation report
附件 11：3R 型式核准指令评估报告
11.1Introduction 介绍
11.1.1 Purpose of the evaluation
11.1.1 评估目的
11.1.2 Scope of the evaluation
11.1.2 评估范围
11.2What was the expected outcome of the intervention?
干预的预期结果是什么？
11.2.1 Description of the intervention and its objectives
11.2.1 干预措施及其目标的描述
11.2.2 Point of comparison
11.2.2 比较点
11.3How has the situation evolved over the evaluation period?
评估期间情况有何变化？
11.3.1 Current state of play
11.3.1 目前的状况
11.3.2 Member State implementation of the 3R Directive
11.3.2 成员国实施 3R 指令
11.4Evaluation findings (analytical part)
评估结果（分析部分）
11.4.1 To what extent was the intervention successful and why?
11.4.1 干预的成功程度如何？为什么？
Internal coherence of the 3R Directive and coherence with the ELV Directive
3R 指令的内部一致性以及与 ELV 指令的一致性
Coherence with the Waste Framework Directive and REACH
与废物框架指令和 REACH 的一致性
Coherence with ISO 22628:2002 and UNECE
与 ISO 22628:2002 和 UNECE 保持一致
11.4.2 How did the EU intervention make a difference and to whom?
11.4.2 欧盟的干预如何产生影响以及对谁产生影响？
11.4.3 Is the intervention still relevant?
11.4.3 干预仍然有意义吗？
11.5What are the conclusions and lessons learned?
结论和教训是什么？
11.5.1 Conclusions
11.5.1 结论
11.5.2 Lessons learnt
11.5.2 经验教训
11.6Evaluation matrix 评价矩阵
11.7Overview of benefits and costs
效益和成本概述
Glossary 词汇表
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Term or acronym 术语或缩写词 |
Meaning or definition 含义或定义 |
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3R |
Reusability, recyclability and recoverability (also reuse, recycling and recovery)
可重用性、可回收性和可回收性（也称为再利用、回收和回收） |
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3R Directive 3R指令 |
Directive 2005/64/EC of the European Parliament and of the Council of 26 October 2005 on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability and amending Council Directive 70/156/EEC
欧洲议会和理事会 2005 年 10 月 26 日关于机动车辆可重复使用性、可回收性和可回收性的型式核准的指令 2005/64/EC 以及修订理事会指令 70/156/EEC |
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ACEA |
European Automobile Manufacturers Association
欧洲汽车制造商协会 |
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ATF |
Authorised Treatment Facility
授权治疗机构 |
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CFRP |
Carbon-fibre-reinforced plastic
碳纤维增强塑料 |
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ELV |
End-of-life vehicles 报废车辆 |
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ELV Directive 弱电指令 |
Directive 2000/53/EC of the European Parliament and of the Council of 18 September 2000 on end-of life vehicles
欧洲议会和理事会 2000 年 9 月 18 日关于报废车辆的第 2000/53/EC 号指令 |
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EU |
European Union 欧洲联盟 |
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EU-27 |
The 27 Member States of the European Union
欧盟27个成员国 |
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IDIS |
International Dismantling Information System
国际拆解信息系统 |
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KBA |
German Federal Motor Transport Authority (Kraftfahrt-Bundesamt)
德国联邦汽车运输管理局 ( Kraftfahrt-Bundesamt ) |
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REACH |
Regulation (EC) No 1907/2006 of the European Parliament and of the Council of 18 December 2006 concerning the Registration, Evaluation, Authorisation and Restriction of Chemicals (REACH)
欧洲议会和理事会 2006 年 12 月 18 日关于化学品注册、评估、授权和限制 (REACH) 的第 1907/2006 号法规 (EC) |
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SMEs 中小企业 |
Small and medium enterprises
中小企业 |
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SWD |
Staff Working Document 员工工作文件 |
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TEC |
Treaty establishing the European Community
建立欧洲共同体条约 |
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TFEU |
Treaty on the Functioning of the European Union
欧盟运作条约 |
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UNECE |
United Nations Economic Commission for Europe
联合国欧洲经济委员会 |
11
11.1Introduction 介绍
Directive 2005/64/EC on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability (hereinafter, the “3R Directive”) was adopted in 2005. This Directive is part of the EU type-approval framework, which ensures that motor vehicles meet certain safety, environmental, and technical standards before they can be sold and used in the European Union (EU). The framework is based on several pieces of EU legislation that set out the requirements for type approval. The type-approval process is administered by national type-approval authorities and involves the review of technical and test data and the performance of tests to ensure that the vehicles meet the required standards.
2005 年通过了关于机动车辆可重复使用性、可回收性和可回收性型式认证的指令 2005/64/EC （以下简称“3R 指令”）。该指令是欧盟型式认证框架的一部分，确保机动车辆在欧盟 (EU) 销售和使用之前符合一定的安全、环境和技术标准。该框架以规定型式批准要求的几项欧盟立法为基础。型式核准过程由国家型式核准机构管理，涉及技术和测试数据以及测试性能的审查，以确保车辆符合所需标准。
The 3R Directive is the main piece of EU legislation linking the design of new vehicles with their reusability, recyclability and recoverability. The main motivation for its adoption was the need to ensure coherence between the type-approval procedures and the obligations contained under the Directive 2000/53/EC on end-of-life vehicles (hereinafter referred to as the “ELV Directive”). The latter contains rules on the collection, treatment and recovery of end-of-life vehicles and their components, as well as restrictions on hazardous substances in new vehicles.
3R 指令是欧盟立法的主要内容，将新车的设计与其可重复使用性、可回收性和可回收性联系起来。采用该指令的主要动机是需要确保型式核准程序与关于报废车辆的 2000/53/EC 指令 （以下简称“ELV 指令”）所载义务之间的一致性。后者包含关于报废车辆及其零部件的收集、处理和回收的规则，以及对新车中有害物质的限制。
Neither the 3R Directive, nor the ELV Directive have undergone substantial revision since their respective adoptions in 2005 and 2000. Meanwhile, the way type-approval is carried out in the EU has known plenty of changes. The European regulatory framework has been revised to restore the confidence in the type-approval system and to include controls during market surveillance. Regulation (EU) 2018/858 has introduced from September 2020 new related EU type-approval rules (better quality and independence of vehicle type-approval and testing authorities, more controls of technical services, more checks on the roads, new EU wide recalls and penalties).
3R 指令和 ELV 指令自 2005 年和 2000 年分别通过以来都没有进行过实质性修订。与此同时，欧盟进行型式认证的方式也发生了很多变化。欧洲监管框架已进行修订，以恢复人们对型式核准系统的信心，并纳入市场监督期间的控制措施。法规 (EU) 2018/858 自 2020 年 9 月起引入了新的相关欧盟型式核准规则（车辆型式核准和测试机构的质量和独立性更高、对技术服务的控制更多、道路检查更多、新的欧盟范围内召回和处罚）。
11.1.111.1.1 Purpose of the evaluation
11.1.1 评估目的
This evaluation is being carried out following the presentation of the European Green Deal in December 2019 as a new growth strategy that will foster the transition to a climate-neutral, resource-efficient and competitive economy. Both the European Green Deal and the new Circular Economy Action Plan contain a commitment to review the legislation on end-of-life vehicles with the aim to “promote more circular business models by linking design issues to end-of-life treatment, consider rules on mandatory recycled content for certain materials, and improve recycling efficiency”. This is in line with the New Industrial Strategy , which promotes continued efforts towards sustainable product design to strengthen the competitiveness of Europe’s industry. The reason for this being that, increasing circularity in the automotive sector can deliver substantial material savings throughout the value chain and production processes, generate extra value and unlock economic opportunities.
此次评估是在 2019 年 12 月提出欧洲绿色协议后进行的，该协议是一项新的增长战略，将促进向气候中性、资源高效和有竞争力的经济转型。 《欧洲绿色协议》和新的《循环经济行动计划都承诺审查有关报废车辆的立法，目的是“通过将设计问题与报废处理联系起来，促进更多的循环商业模式，考虑对某些材料的强制回收含量进行规定，并提高回收效率”。这符合新工业战略51 该战略促进可持续产品设计的持续努力，以增强欧洲工业的竞争力。原因是，汽车行业不断增强的循环性可以在整个价值链和生产过程中节省大量材料，产生额外价值并释放经济机会。
To confirm the need for a review of the end-of-life vehicle legislation, an evaluation of the ELV Directive was carried out and published in March 2021. This evaluation also touched upon some of the 3R elements and illustrated that the 3R Directive provides useful information how to demonstrate reusability, recyclability and recoverability. However, some of its provisions were found to be unclear, leaving room for interpretation that could weaken its objectives. In addition, the evaluation of the ELV Directive pointed out that no monitoring mechanism for the implementation of the 3R rates has been put in place by the Member States or the vehicle manufacturers. Lastly, this evaluation raised that the 3R Directive has not appeared to incentivise the transition to a circular economy in the automotive sector. While the latter was not an explicit objective of the Directive, it potentially affects its relevance in today’s context of the new Circular Economy Action Plan.
为了确认审查报废车辆立法的必要性，对 ELV 指令进行了评估并于 2021 年 3 月发布。该评估还触及了一些 3R 要素，并表明 3R 指令提供了如何证明可重复使用性、可回收性和可回收性的有用信息。然而，它的一些条款被发现不明确，留下了可能削弱其目标的解释空间。此外，对ELV指令的评估指出，成员国或汽车制造商尚未制定3R费率实施的监督机制。最后，该评估指出，3R 指令似乎并未激励汽车行业向循环经济转型。虽然后者不是该指令的明确目标，但它可能会影响其在当今新循环经济行动计划背景下的相关性。
Although the evaluation of the ELV Directive contains brief conclusions on the functioning of the 3R Directive, no formal evaluation of the latter has so far been carried out. Hence, the purpose of this evaluation of the 3R Directive is to analyse to what extend the Directive has achieved its objectives and has led to environmental improvements. In line with the Better Regulation Guidelines , the evaluation examines five evaluation criteria, namely: the effectiveness, efficiency, coherence, EU added value and relevance. In particular, the evaluation investigates the following:
尽管 ELV 指令的评估包含了关于 3R 指令功能的简要结论，但迄今为止尚未对 3R 指令进行正式评估。因此，对 3R 指令进行评估的目的是分析该指令在多大程度上实现了其目标并带来了环境改善。根据《更好的监管指南》 ，评估审查了五个评估标准，即：有效性、效率、一致性、欧盟附加值和相关性。评估尤其调查以下内容：
üEffectiveness: the extent to which the actions defined under the Directive have been implemented and whether this has resulted in achieving the 3R objectives;
有效性：指令规定的行动的实施程度以及是否实现了 3R 目标；
üEfficiency: assessing whether the obligations arising from the implementation of the 3R Directive have been implemented in a cost-effective way and if there is a potential for further synergies to strengthen delivery while minimising costs and administrative burden, including impact on SMEs;
效率：评估因实施 3R 指令而产生的义务是否已以具有成本效益的方式得到履行，以及是否有可能进一步发挥协同作用来加强交付，同时最大限度地减少成本和行政负担，包括对中小企业的影响；
üCoherence: assessing coherence of the 3R Directive with the EU wide policy objectives on circular economy, as well as possible inconsistencies and overlaps of the 3R Directive with other related EU legislation;
一致性：评估 3R 指令与欧盟范围内循环经济政策目标的一致性，以及3R 指令与其他相关欧盟立法可能存在的不一致和重叠；
üEU added value: assessing what has been the added value of the 3R Directive compared to what Member States could have achieved acting alone at national or international level;
欧盟增加值：评估什么是增加值 将 3R 指令与成员国在国家或国际层面单独行动所能取得的成就进行比较；
üRelevance: assessing whether the issues addressed by the 3R Directive still match current needs and contribute to solutions to issues addressed by wider EU policies on circular economy, climate change, plastics, resource efficiency, raw materials, etc.
相关性：评估 3R 指令解决的问题是否仍然符合当前需求，并有助于解决更广泛的欧盟循环经济、气候变化、塑料、资源效率、原材料等政策所解决的问题。
Since the adoption of the 3R Directive in 2005, the automotive sector has undergone considerable changes. The ongoing transition to greener, decarbonised mobility represents a further transformation of the business model and manufacturing practices of the sector, notably with the increase in rare earth elements used in electric vehicles, which are mainly imported from China. In addition, the current geo-political landscape and the related supply chain disruptions and corresponding shortages of the early 2020s stress the relevance of moving towards more circularity in the automotive industry through improving recycling efficiency on the one hand and increasing the use of recycled materials in the production of new vehicles on the other hand. In that way, a further circular transition would allow for improved mitigation of price volatility and supply risk.
自2005年通过3R指令以来，汽车行业发生了相当大的变化。向绿色、脱碳出行的持续转型代表着该行业商业模式和制造实践的进一步转变，特别是电动汽车中使用的稀土元素的增加（主要从中国进口）。此外，当前的地缘政治格局以及相关的供应链中断和 2020 年代初期的相应短缺强调了汽车行业实现更加循环化的相关性，一方面要提高回收效率，另一方面要增加再生材料的使用。另一方面是新车的生产。这样，进一步的循环转型将有助于更好地缓解价格波动和供应风险。
The Commission decided to follow a back-to-back approach in which the evaluation of the 3R Directive and the joint impact assessment for the revision of both the ELV and the 3R Directive are conducted in parallel as a single process. The findings of the 3R evaluation will be used to provide further reflection on where improvements may be needed at the vehicle design and type-approval stage to further facilitate the transition to a circular automotive industry. Potential issues or pitfalls of the back-to-back approach were identified on a continuous basis. An example of this is the formulation of problems identified and preliminary policy options following the evaluation, which were subsequently targeted in the impact assessment of the joint revision of the ELV and the 3R Directive.
委员会决定采用背靠背的方法，其中对 3R 指令的评估以及对 ELV 和 3R 指令修订的联合影响评估作为单一流程并行进行。 3R评估的结果将用于进一步反思车辆设计和型式核准阶段可能需要改进的地方，以进一步促进向循环汽车行业的过渡。连续识别背靠背方法的潜在问题或陷阱。一个例子是评估后确定的问题和初步政策选择的制定，随后作为ELV和3R指令联合修订的影响评估的目标。
11.1.211.1.2 Scope of the evaluation
11.1.2 评估范围
This evaluation covers Directive 2005/64/EC on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability and Commission Directive 2009/1/EC amending, for the purposes of its adaptation to technical progress, Directive 2005/64/EC (the 3R Directive).
该评估涵盖关于机动车辆可重复使用性、可回收性和可回收性方面的型式核准的指令 2005/64/EC 以及委员会指令 2009/1/EC 的修订，以适应技术进步，指令 2005/64 /EC（3R 指令）。
It should be noted that the current 3R Directive only sets requirements for the light-duty segment –i.e., M1 and N1 vehicles (cars and vans). Today, no similar legislation is in place for the heavy-duty segment, or for L-category vehicles (which include motorcycles). This is consistent with the scope of the ELV Directive, from which the 3R Directive derives.
值得注意的是，当前的 3R 指令仅对轻型车辆（即 M1 和 N1 车辆（轿车和货车））提出了要求。如今，重型车辆或 L 类车辆（包括摩托车）还没有类似的立法。这与 3R 指令所衍生的 ELV 指令的范围一致。
The evaluation covers the period from the adoption of the 3R Directive in 2005 up until the recent past (2022). Geographically, the evaluation focuses on the achievements of the 3R Directive in the European Union. Hence, the evaluation covers the EU-27 Member States and additionally considers the implementation in former Member State, the United Kingdom. Therefore, this report analyses both the issues deriving from the nature of the legislation itself as well as those deriving from its transposition and implementation in Member States, including monitoring and enforcement.
评估涵盖从 2005 年 3R 指令通过到最近（2022 年）的时期。从地域上看，评估重点关注欧盟3R指令取得的成就。因此，评估涵盖了 EU-27 成员国，并另外考虑了前成员国英国的实施情况。因此，本报告既分析了立法本身性质所产生的问题，也分析了立法在成员国的转换和实施（包括监督和执行）所产生的问题。
However, the EU automotive sector is not an isolated sector, since many of the manufacturers and their suppliers selling vehicles on the EU market are global players. These players come in direct contact with other requirements in terms of vehicle design and production on other major market, which will be considered throughout the analysis.
然而，欧盟汽车行业并不是一个孤立的行业，因为在欧盟市场上销售汽车的许多制造商及其供应商都是全球参与者。这些参与者直接接触其他主要市场的车辆设计和生产方面的其他要求，这将在整个分析过程中予以考虑。
This staff working document is supported by a study on the evaluation of the 3R Directive and the impact assessment for the review of the ELV and the 3R Directive and its effectiveness, which was carried out from August 2020 to December 2022 .
本工作人员工作文件得到了 3R 指令评估研究以及 ELV 和 3R 指令及其有效性审查影响评估的支持，该研究于 2020 年 8 月至 2022 年 12 月进行 。
The methodology followed for the evaluation of the 3R Directive included a stakeholder consultation and the performance of ten targeted interviews with type-approval stakeholders, followed by targeted consultation through a survey of additional stakeholders (type-approval authorities, technical services, vehicle manufacturers and component suppliers) and a targeted review of the 3R Directive and its linkages to the ELV Directive .
评估 3R 指令所遵循的方法包括利益相关者咨询以及对型式核准利益相关者进行 10 次有针对性的访谈，然后通过对其他利益相关者（型式核准机构、技术服务、车辆制造商和零部件）的调查进行有针对性的咨询。供应商）以及对 3R 指令及其与 ELV 指令的联系的有针对性的审查 。
This evaluation of the 3R Directive has several limitations. Firstly, it is difficult to accurately measure the environmental impact of the directive, as this would have required long-term data collection and analysis, both on the design characteristics of new vehicles as they enter the EU market and on their treatment at their end of life. Due to a lack of detailed monitoring requirements in both the 3R and the ELV Directives, such detailed historic data are not available. Second, the impact of the 3R Directive on the automotive industry and the wider economy is difficult to isolate from that of the 3R Directive and from technical progress and general automotive industry trends towards greater sustainability. The costs and benefits of the directive for vehicle manufacturers, consumers, and the environment (and their complex interactions across value chains) were particularly difficult to assess quantitatively.
对 3R 指令的评估有几个局限性。首先，很难准确衡量该指令对环境的影响，因为这需要长期的数据收集和分析，包括新车进入欧盟市场时的设计特征以及最终的处理情况。生活。由于3R和ELV指令都缺乏详细的监测要求，因此无法获得如此详细的历史数据。其次，3R 指令对汽车行业和更广泛经济的影响很难与 3R 指令、技术进步和汽车行业朝着更大可持续性发展的总体趋势分开。该指令对汽车制造商、消费者和环境（及其跨价值链的复杂相互作用）的成本和效益特别难以定量评估。
11.2What was the expected outcome of the intervention?
干预的预期结果是什么？
To minimise the environmental impact of vehicles as they reach their end-of-life stage, vehicle manufacturers should take incorporate waste minimisation into vehicle design considerations. The 3R Directive therefore establishes the link between the design and production stages of certain road vehicles and their end-of-life treatment by setting type-approval requirements for these vehicles regarding their reusability, recyclability and recoverability. It lays down the administrative and technical provisions for the implementation of the minimum rates for the reuse and recovery of end-of-life vehicles set out in Article 7 of the ELV Directive. Vehicles of categories M1 and N1 can only be placed on the European internal market if the manufacturer is able to demonstrate that vehicles are either re-usable, recyclable, or recoverable at least up to the ‘3R rates’ of reusability, recyclability and recoverability set by the 3R Directive.
为了最大限度地减少车辆报废时对环境的影响，汽车制造商应将废物最小化纳入车辆设计考虑因素中。因此，3R 指令通过为这些车辆设定有关其可重复使用性、可回收性和可回收性的型式核准要求，在某些道路车辆的设计和生产阶段及其报废处理之间建立了联系。它制定了实施 ELV 指令第 7 条规定的报废车辆再利用和回收最低率的行政和技术规定。只有制造商能够证明车辆可重复使用、可回收或可回收，至少达到“3R 率”（即可重复使用性、可回收性和可回收性），M1 和 N1 类车辆才能投放到欧洲内部市场。根据3R指令。
11.2.111.2.1 Description of the intervention and its objectives
11.2.1 干预措施及其目标的描述
The evaluation of the ELV Directive describes how discussions on waste from ELVs date back to the 1970s. Back then, the main concerns were the illegal disposal of hazardous waste and the difficulties to treat plastic waste derived from ELVs. Increasing quantities of plastic waste were found in the Light Shredder Residues (LSR) and, due to their limited compacting characteristics, took up a large amount of volume within landfills, while their incineration was challenging as it required pre-treatment operations. In addition, other environmental and health risks, such as contamination of the metal scrap with heavy metals, raised public concerns.
ELV指令的评估描述了关于ELV废物的讨论可以追溯到 20 世纪 70 年代。当时，主要问题是危险废物的非法处置以及报废汽车塑料废物的处理困难。在轻型粉碎机残渣 (LSR)中发现的塑料废物数量不断增加，由于其压实特性有限，在垃圾填埋场中占据了大量体积，而其焚烧则具有挑战性，因为需要预处理操作。 此外，其他环境和健康风险，例如金属废料被重金属污染，也引起了公众的担忧。
As a response, under the Article 175(1) TEC (current Article 192 TFEU), the ELV Directive was adopted in 2000 to minimise the impact of ELVs on the environment and to improve the environmental performance of all the economic operators involved in the life-cycle of vehicles. To achieve this, the ELV Directive set rules on the collection, treatment and recovery of end-of-life vehicles and their components, as well as restrictions on hazardous substances in new vehicles. These rules include quantified targets (by weight) for the re-use and recycling (85%) of ELVs as well as re-use and recovery (95%) of components from ELVs.
作为回应，根据 TEC 第 175(1) 条（现为 TFEU 第 192 条），ELV 指令于 2000 年通过，旨在最大限度地减少 ELV 对环境的影响，并提高与生活相关的所有经济运营商的环境绩效-车辆循环。为了实现这一目标，ELV指令制定了报废车辆及其零部件的收集、处理和回收规则，以及对新车中有害物质的限制。这些规则包括报废汽车再利用和回收 (85%) 以及报废汽车零部件再利用和回收 (95%) 的量化目标（按重量） 。
For such targets to be achieved, the ELV Directive requires that vehicles should be designed and manufactured in a way that allows this. The need to incorporate end-of-life measures in the design of new vehicles was first realised in the 1990s. At that time, bilateral agreements were concluded between vehicle manufacturers and Member States – first in France and the Netherlands, later in other Members States – that aimed at setting realistic recycling and recovery targets. Subsequently, the concept of ‘design to be recycled’ was brought into the design criteria of vehicles meant for the EU market by vehicle manufacturers active in research in recycling processing.
为了实现这些目标，ELV 指令要求 车辆的设计和制造方式应能够实现这一点。在 20 世纪 90 年代，人们首次意识到在新车设计中纳入报废措施的必要性。 当时，汽车制造商与成员国（首先是法国和荷兰，后来是其他成员国）签订了双边协议，旨在设定切合实际的回收和回收目标。随后，积极从事回收处理研究的汽车制造商将“可回收设计”的概念纳入了面向欧盟市场的车辆设计标准。
To translate the above into binding legal requirements at EU level, the ELV Directive committed to the preparation of an amendment for the European vehicle type-approval legislation in which new vehicle models are tested and granted type-approval to meet a minimum set of regulatory and technical requirements before being placed on the EU market (Article 7(4) of the ELV Directive).
为了将上述内容转化为欧盟层面具有约束力的法律要求，ELV 指令致力于准备欧洲车辆型式批准立法的修正案，其中对新车型进行测试并授予型式批准，以满足最低限度的监管和要求进入欧盟市场之前的技术要求（ELV 指令第 7(4) 条）。
Figure 11.1 gives an overview of how the overarching needs or problems were translated into general and specific objectives for the 3R Directive. These objectives were in turn translated into specific activities at EU level. That way, the 3R Directive aimed at ensuring the dual objectives of (i) ensuring the coherence between the type-approval procedures for new vehicles and the obligations contained in the ELV Directive and (ii) protecting the environment and human health by reducing the final disposal of waste from ELVs while ensuring the proper functioning of the Internal Market. The intervention logic of how the Directive was expected to work can be summarised along two main actions:
图 11.1概述了如何将总体需求或问题转化为 3R 指令的一般和具体目标。这些目标又转化为欧盟层面的具体活动。这样，3R 指令旨在确保双重目标：(i) 确保新车型式核准程序与 ELV 指令中包含的义务之间的一致性；(ii) 通过减少最终车辆的排放量来保护环境和人类健康。处理报废汽车废物，同时确保内部市场的正常运作。该指令预期如何发挥作用的干预逻辑可以概括为两个主要行动：
Figure 11.1 – Intervention logic of type-approval Directive 2005/64/EC on vehicle reusability, recyclability and recoverability
图 11.1 – 型式核准指令 2005/64/EC 关于车辆可重复使用性、可回收性和可恢复性的干预逻辑
A. 一个。Set administrative and technical provisions for the type-approval of vehicles with a view to ensuring their component parts and materials can be reused, recycled and recovered
制定车辆型式核准的管理和技术规定，以确保其零部件和材料可以重复使用、回收和回收
The main requirements set in place by the 3R Directive directly translates the targets of the ELV Directive into design requirements for vehicles. In particular, the 3R Directive prescribes that M1 and N1 vehicles (cars and vans) shall be constructed as to be:
3R指令设定的主要要求直接将ELV指令的目标转化为车辆的设计要求。特别是，3R 指令规定 M1 和 N1 车辆（轿车和货车）应构造为：
-reusable and/or recyclable to a minimum of 85 % by mass, and;
可重复使用和/或可回收至至少 85%（按质量计）；
-reusable and/or recoverable to a minimum of 95 % by mass.
可重复使用和/或可回收至至少 95%（按质量计）。
To verify this, the 3R Directive includes three main administrative and technical elements. A first element introduced in the 3R Directive is the preliminary assessment of the manufacturer to be carried out by the competent authority before granting any type-approval. Through this assessment, the manufacturers must demonstrate that they manage properly the collection of relevant data received from their suppliers with a view to calculating the recyclability and recoverability rates for any version within a vehicle type to be produced. In this context, the manufacturers should inform the authorities of the strategy they recommend in the field of re-use, recycling and recovery. After the competent authority has completed all necessary checks of the preliminary assessment, it will issue a certificate of compliance to ascertain that the manufacturer satisfies the obligations under the Directive. This certificate is designated ‘Certificate of Compliance with Annex IV to Directive 2005/64/EC’.
为了验证这一点，3R 指令包括三个主要的管理和技术要素。 3R 指令中引入的第一个要素是主管当局在授予任何型式批准之前对制造商进行的初步评估。通过此评估，制造商必须证明他们正确管理了从供应商处收到的相关数据的收集，以便计算要生产的车型中任何版本的可回收性和可回收率。在这种情况下，制造商应向当局通报他们在再利用、回收和回收领域建议的策略。主管当局完成初步评估的所有必要检查后，将颁发合格证书，以确定制造商满足指令规定的义务。该证书被指定为“符合 2005/64/EC 指令附件 IV 的证书”。
Secondly, compliance with the requirements of the Directive shall be verified in accordance with general rules on vehicle type-approval. During the type-approval process, the manufacturers shall demonstrate that the vehicle type has been designed and constructed to meet the above rates. The calculation of these shall be carried out on calculation sheets conform to the standards ISO 22628:2002 to be submitted to the type-approval authority or designated technical service. Subsequently, the latter issues a validation of the calculation in the light of the above documentation of the certificate of compliance and should conduct physical controls on vehicle prototypes to verify the information submitted by the manufacturer and its suppliers.
其次，应根据以下通用规则来验证是否符合指令要求： 车辆类型批准。在型式批准过程中，制造商应证明车辆类型的设计和制造符合上述标准。这些计算应在符合ISO 22628:2002 标准的计算表上进行，并提交给型式核准机构或指定的技术服务机构。随后，后者根据上述合格证书文件对计算进行验证，并对车辆原型进行物理控制，以验证制造商及其供应商提交的信息。
Third, in-line with the commonly applied worst-case approach in vehicle type-approval and for the sake of simplification, detailed calculations are restricted to those vehicles within the type that are expected to constitute the greatest challenge in reusability, recyclability and recoverability – i.e., reference vehicle(s).
第三，根据车辆型式核准中普遍采用的最坏情况方法，并且为了简化起见，详细计算仅限于预计在可重复使用性、可回收性和可回收性方面构成最大挑战的类型内的车辆 -即参考车辆。
B.Set specific provision to ensure that the re-use of component parts does not give rise to safety or environmental hazards
制定具体规定，确保零部件的重复使用不会造成安全或环境危害
To ensure that road safety and the protection of the environment are not impaired by the re-use of component parts, the 3R Directive contains a list of component parts, which are not allowed to be re-used in the construction of new vehicles ( Table 11.1 ). These parts play a key role in the protection of vehicle occupants and in the general safe use of vehicles making that reusing them in another vehicle after being dismantled from end-of-life vehicles would entail many risks.
为了确保道路安全和环境保护不会因零部件的重复使用而受到损害，3R指令包含了不允许在新车制造中重复使用的零部件清单（表11.1 ）。这些零件在保护车辆乘员和车辆的一般安全使用方面发挥着关键作用，因此从报废车辆上拆解后在另一辆车上重新使用它们会带来许多风险。
Table 11.1 - List of component parts deemed to be non-reusable from Annex V of Directive 2005/64/EC
表 11.1 - 2005/64/EC 指令附件 V 中被视为不可重复使用的零部件列表
|
–List of component parts deemed to non-reusable
被视为不可重复使用的零部件清单 |
|
·All airbags (1), including cushions, pyrotechnic actuators, electronic control units and sensors
所有安全气囊 (1)，包括气垫、烟火式执行器、电子控制单元和传感器 |
|
·Automatic or non-automatic seat belt assemblies, including webbing, buckles, retractors, pyrotechnic actuators
自动或非自动安全带组件，包括织带、带扣、卷收器、烟火致动器 |
|
·Seats (only in cases where safety belt anchorages and/or airbags are incorporated in the seat)
座椅（仅适用于座椅中装有安全带固定装置和/或安全气囊的情况） |
|
·Steering lock assemblies acting on the steering column
作用于转向柱的转向锁总成 |
|
·Immobilisers, including transponders and electronic control units
防盗器，包括应答器和电子控制单元 |
|
·Emission after-treatment systems (e.g., catalytic converters, particulate filters)
排放后处理系统（例如催化转化器、颗粒过滤器） |
|
·Exhaust silencers 排气消音器 |
While separate legislation on safety and environmental vehicle type-approval was already in place , there was not yet any harmonised legislation to ensure that reused component parts continue to offer the same level of performance that is required to obtain type-approval. Component parts such as catalytic converters and exhaust silencers, dismantled from end-of-life vehicles, cannot be guaranteed to offer the required level of environmental protection. In addition, it is extremely difficult to check whether dismantled parts from end-of-life vehicles will meet the durability requirements as provided for in the relevant separate legislation on the Euro standards for vehicle emissions. Similarly, separate legislation was already in place providing test procedures to ensure that component parts such as safety belts and airbags operate safely in the case of accidents. The test procedures entailed 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 reusable component parts would render them unfit for use.
虽然关于安全和环境车辆型式认证的单独立法已经到位 ，但尚未有任何统一的立法来确保重复使用的零部件继续提供获得型式认证所需的相同水平的性能。从报废车辆上拆下来的催化转化器和排气消音器等零部件无法保证达到所需的环境保护水平。此外，检查报废车辆的拆解零件是否符合欧洲车辆排放标准相关单独立法中规定的耐用性要求极其困难。 同样，单独的立法已经到位，提供测试程序，以确保安全带和安全气囊等零部件在发生事故时安全运行。 测试程序包括牵引阻力测试以及卷收器的耐久性测试，这些测试只能在代表生产零件的原型零件上进行。对可重复使用的零部件进行的此类测试将使它们不适合使用。
To adapt 3R to technical progress, the Directive underwent a minor amendment in Commission Directive 2009/1/EC. This amendment was appropriate to ensure that competent authorities can verify –for the purpose of reusability, recyclability and recoverability– the existence of contractual arrangements between the vehicle manufacturer concerned and his suppliers and the communication of arrangements.
为了使 3R 适应技术进步，该指令在委员会指令 2009/1/EC 中进行了细微修改。 该修正案适当地确保主管当局能够出于可重复使用性、可回收性和可回收性的目的，核实有关车辆制造商与其供应商之间是否存在合同安排以及安排的沟通。
11.2.211.2.2 Point of comparison
11.2.2 比较点
The achievements of the 3R Directive will be assessed and compared to a baseline. In this context, the baseline is defined by the date of entry into force of the Directive (2005). Back then, no formal impact assessment of the intervention with an assessment of how the situation would have developed and what could have happened in the absence of the intervention (i.e., counterfactual) was carried out, which limits the possibility to present a comprehensive overview of the original baseline. Nevertheless, the evaluation considers the situation prior to the adoption of the Directive. Considering that the ELV Directive was adopted in 2000, the additional achievements of the 3R Directive over the initial achievements of this closely linked Directive will be assessed to the extent possible.
3R 指令的成就将被评估并与基线进行比较。在这种情况下，基线由指令生效日期（2005 年）定义。当时，没有对干预措施进行正式的影响评估，评估如果没有干预措施（即反事实）情况会如何发展以及可能发生什么，这限制了全面概述干预措施的可能性。原始基线。尽管如此，评估考虑了该指令通过之前的情况。考虑到 ELV 指令于 2000 年通过，将尽可能评估 3R 指令相对于这一密切相关指令的初步成就的额外成就。
As indicated above, the ELV Directive committed to the preparation of an amendment to the European vehicle type-approval legislation in which new vehicle models are tested and granted type-approval to meet a minimum set of requirements regarding their reusability, recyclability and recoverability before entering the EU market. Still, the ELV Directive includes some other provisions to improve vehicle design and production in this context.
如上所述，ELV 指令致力于对欧洲车辆型式核准立法进行修订，其中新车型经过测试并获得型式核准，以满足有关其可重复使用性、可回收性和可回收性的最低要求。欧盟市场。尽管如此，ELV 指令还包括一些其他条款，以改善这方面的车辆设计和生产。
Firstly, the Directive requires Member States to promote the prevention of waste by encouraging the design and production of new vehicles which take into full account and facilitate the dismantling, reuse and recovery, in particular the recycling, of end-of life vehicles, their components and materials.
首先，该指令要求成员国通过鼓励新车的设计和生产来促进废物的预防，充分考虑并促进报废车辆及其零部件的拆解、再利用和回收，特别是回收。和材料。
Secondly, under the ELV Directive the Member States shall require in each case the relevant economic operators to publish information on the design of vehicles and their components with a view to their recoverability and recyclability.
其次，根据 ELV 指令，成员国应在每种情况下要求相关经济运营商公布有关车辆及其零部件的设计信息，以考虑其可回收性和可再循环性。
Although it is highly unlikely that these two provisions – one being an encouragement and the other being an information requirement – would have the same results on the actual reusability, recyclability and recoverability of end-of-life vehicles as the 3R type-approval Directive, the ELV Directive provisions could in principle have led to some improvements in the baseline after 2000. However, the evaluation of the ELV Directive which dived into the specific achievements of the provisions on vehicle design and production, contradicts this assumption. The evaluation found that the provisions in the ELV Directive are insufficiently specific and measurable, while several enforcement problems were also identified for the whole ELV Directive. No information is available which shows that Member States have taken measures in this context. Therefore, we can assume that these provisions had little to no impact on the design and manufacturing of new vehicles making it unlikely that the ELV Directive alone has resulted in new vehicles being easier to dismantle and recycle than they were in 2000.
尽管这两项规定（一项是鼓励性的，另一项是信息要求）不太可能在报废车辆的实际可重复使用性、可回收性和可回收性方面产生与 3R 型式核准指令相同的结果， ELV指令的规定原则上可以使2000年后的基线有所改善。然而，对ELV指令的评估深入探讨了车辆设计和生产规定的具体成就，与此相矛盾 假设。评估发现，ELV指令的规定不够具体和可衡量，同时整个ELV指令也存在一些执行问题。没有任何信息表明会员国已在这方面采取措施。因此，我们可以假设这些规定对新车的设计和制造几乎没有影响，因此仅靠 ELV 指令不太可能导致新车比 2000 年更容易拆卸和回收。
Some interesting initiatives have been adopted by some car manufacturers, notably to promote the reuse of spare parts, the remanufacturing of components or recycling of materials, as well as the use of recycled materials. These initiatives were taken on a voluntary basis and cannot be traced back to the implementation of the ELV Directive and 3R Directive. This shows that due to business incentives, some improvements in vehicle design for reusability, recyclability and recoverability would most probably still have taken place, even in the absence of the 3R Directive.
一些汽车制造商采取了一些有趣的举措，特别是促进零部件的再利用、零部件的再制造或材料的回收，以及回收材料的使用。这些举措是在自愿的基础上采取的，不能追溯到ELV指令和3R指令的实施。这表明，由于商业激励，即使没有 3R 指令，车辆设计在可重复使用性、可回收性和可回收性方面的一些改进很可能仍然会发生。
Due to a lack of data, this evaluation cannot quantify what share of today’s improvements is a direct result of the 3R Directive distinctly from the share due to the ELV Directive or other business incentives.
由于缺乏数据，该评估无法量化当今的改进中有多少是 3R 指令的直接结果，与 ELV 指令或其他商业激励措施所带来的份额截然不同。
11.3How has the situation evolved over the evaluation period?
评估期间情况有何变化？
11.3.111.3.1 Current state of play
11.3.1 目前的比赛状态
The 3R Directive indicates that the preliminary assessment of the manufacturer and the issuing of a certificate of compliance in accordance with the 3R prescriptions shall be carried out by a competent body. The competent body may be a technical service or type-approval authority, provided its competence in this field is properly documented.
3R指令表明，按照3R规定对制造商进行初步评估并颁发合格证书应由主管机构进行。主管机构可以是技术服务机构或型式核准机构，只要其在该领域的能力得到适当记录。
Since there are no reporting requirements for Member States on the implementation of the Directive, evaluating the 3R implementation comes with challenges. Still, the new type-approval framework Regulation reinforces the type-approval testing of new cars and vans on the EU market and where tests and investigations show non-compliance, the market surveillance authority of the Member State can decide to demand a recall or, in severe cases, full withdrawal from the market.
由于成员国没有关于指令实施情况的报告要求，因此评估 3R 实施情况面临着挑战。尽管如此，新的型式核准框架法规加强了欧盟市场上新车和货车的型式核准测试，如果测试和调查显示不合规，成员国的市场监督机构可以决定要求召回，或者，情节严重的，全面退出市场。
For the 3R Directive to contribute to circularity of the automotive sector, vehicle types that are granted a 3R type-approval first need to find their way to the European vehicle fleet before eventually being treated at an Authorised Treatment Facility (ATF) as an end-of-life vehicle. Article 10 of the 3R Directive illustrates that the requirements were to be implemented in type-approval in three distinct stages. These stages are summarised in Table 11.2 . Only from July 2010 on, five years after the adoption of the Directive, were all new cars and vans entering the EU market required to be type-approved in line with the 3R prescriptions. Considering that the service life of vehicles routinely spans twenty years and beyond, the share of vehicles type-approved under the 3R regime in the vehicles that are currently reaching the end-of-life stage is still expected to be limited (with differences across EU Member States).
为了使 3R 指令促进汽车行业的循环发展，获得 3R 型式认证的车辆类型首先需要进入欧洲车队，然后最终在授权处理设施 (ATF) 中作为最终处理品进行处理。生命中的车辆。 3R 指令第 10 条说明，这些要求将在型式核准中分三个不同阶段实施。表 11.2总结了这些阶段。仅从 2010 年 7 月起，即该指令通过五年后，所有进入欧盟市场的新车和货车都需要根据 3R 规定进行型式认证。考虑到车辆的使用寿命通常长达二十年甚至更长，预计目前达到报废阶段的车辆中，通过 3R 制度获得型式认证的车辆所占比例仍然有限（欧盟各国之间存在差异）成员国）。
Table 11.2 – Implementation roadmap of the 3R Directive in type-approval
表 11.2 – 型式认证中 3R 指令的实施路线图
|
Implementation stages of 3R Directive in type-approval
型式认证中 3R 指令的实施阶段 |
|
1 |
Allowed for new type of vehicles / new vehicles*
允许新型车辆/新车* |
12/2006 |
|
2 |
Required for new type of vehicles
新型车辆所需 |
12/2008 |
|
3 |
Required for new vehicles
新车需要 |
07/2010 |
*Article 7 on the reuse of component parts also applied from this date.
*关于零部件重复使用的第 7 条也自该日期起适用。
In addition, observations from other type-approval legislation indicate that most vehicle manufacturers are not early implementers of new type-approval requirements. Taking this into account, Figure 11.2 makes a rough visualisation of the share of 3R type-approved vehicles in the current EU vehicle fleet for cars and vans. In 2020, only about 55% of cars and vans in the EU vehicle fleet were expected to be 3R type- approved. To put these developments in the context of ELVs, Figure 11.3 displays the annual number of new registrations of 3R type-approved vehicles against the annual number of vehicles leaving the EU fleet and the share of ELVs in this last number. In every year of the 8-year period, the new vehicle registrations for cars and vans 3R type- approved outweigh the number of vehicles leaving the fleet which confirms the continuous growth in the EU fleet.
此外，其他型式认证立法的观察结果表明，大多数汽车制造商并不是新型式认证要求的早期实施者。考虑到这一点，图 11.2粗略地展示了当前欧盟轿车和货车车队中 3R 型式认证车辆的份额。 到 2020 年，欧盟车队中只有约 55% 的轿车和货车预计获得 3R 型式认证。为了将这些发展放在 ELV 的背景下，图 11.3显示了每年新注册的 3R 型式认证车辆数量与每年离开欧盟车队的车辆数量以及 ELV 在最后一个数字中所占的份额。在这 8 年期间的每一年，经过 3R 型式认证的轿车和货车的新车注册量都超过了离开车队的车辆数量，这证实了欧盟车队的持续增长。
Figure 11.2 – Approximation of 3R type-approved vehicles in the EU vehicle fleet for cars and vans between 2011 and 2019, based on: ACEA
图11. 2 – 2011 年至 2019 年间欧盟轿车和货车车队中经过 3R 型式认证的车辆近似值，基于： ACEA
Figure 11.3 – Annual number of vehicle registrations in comparison to the number of vehicles leaving the EU fleet between 2012 and 2019, based on: ACEA and Eurostat
图11. 3 – 2012 年至 2019 年间年度车辆登记数量与离开欧盟车队的车辆数量相比，基于：ACEA 和 Eurostat
11.3.211.3.2 Member State implementation of the 3R Directive
11.3.2 成员国实施 3R 指令
Many national and Commission reports have been published regarding the implementation of the ELV Directive. However, the progress of the implementation of the 3R Directive has not been documented in the same manner throughout Member States. All Member States transposed the Directive 2005/64/EC within their national deadlines between 2006 and 2007. Subsequently, Directive 2009/1/EC, amending the 3R Directive, was transposed in all Member States between 2009 and 2010. An overview of the national transposition is presented in Table 11. 3 .
许多关于 ELV 指令实施情况的国家报告和委员会报告已经发布。然而，各成员国并没有以同样的方式记录 3R 指令的实施进展情况。所有成员国均在 2006 年至 2007 年期间在其国家期限内更换了指令 2005/64/EC。随后，修订 3R 指令的指令 2009/1/EC 在 2009 年至 2010 年期间在所有成员国中更换。 概述国家转置如表 11 所示。 3 .
Table 11. 3 – Overview of national transposition of 3R Directive and amendment 2009/1/EC
表11. 3 – 3R 指令和修正案 2009/1/EC 的国家换位概述
|
Member State 成员国 |
Transposition 3R Directive 2005/64/EC
换位 3R 指令 2005/64/EC |
Transposition amendment 2009/1/EC
换位修正案 2009/1/EC |
|
Austria 奥地利 |
11.10.2007 |
27.04.2010 |
|
Belgium 比利时 |
03.10.2006 |
01.10.2009 |
|
Bulgaria 保加利亚 |
27.10.2006 |
21.05.2010 |
|
Croatia 克罗地亚 |
2011 |
2011 |
|
Cyprus 塞浦路斯 |
24.02.2006 |
12.02.2010 |
|
Czechia 捷克 |
06.08.2013 |
06.08.2013 |
|
Denmark 丹麦 |
03.03.2006 |
08.03.2010 |
|
Estonia 爱沙尼亚 |
01.06.2006 |
13.06.2011 |
|
Finland 芬兰 |
27.07.2006 |
18.09.2009 |
|
France 法国 |
09.05.2007 |
06.05.2009 |
|
Germany 德国 |
31.12.2005 |
15.04.2009 |
|
Greece 希腊 |
18.04.2007 |
17.02.2010 |
|
Hungary 匈牙利 |
26.12.2006 |
2010 |
|
Ireland 爱尔兰 |
25.04.2006 |
04.05.2010 |
|
Italy 意大利 |
18.07.2007 |
24.10.2009 |
|
Latvia 拉脱维亚 |
04.07.2006 |
31.12.2009 |
|
Lithuania 立陶宛 |
16.11.2006 |
16.01.2010 |
|
Luxembourg 卢森堡 |
07.04.2006 |
14.01.2010 |
|
Malta 马耳他 |
25.07.2006 |
06.11.2009 |
|
Netherlands 荷兰 |
07.12.2006 |
29.06.2009 |
|
Poland 波兰 |
15.11.2006 |
2010 |
|
Portugal 葡萄牙 |
16.05.2007 |
12.03.2010 |
|
Romania 罗马尼亚 |
20.10.2005 |
26.11.2009 |
|
Slovakia 斯洛伐克 |
15.12.2006 |
03.02.2010 |
|
Slovenia 斯洛文尼亚 |
11.08.2006 |
28.08.2009 |
|
Spain 西班牙 |
23.02.2006 |
27.03.2009 |
|
Sweden 瑞典 |
2006 |
2010 |
|
United Kingdom 英国 |
2007 |
2009 |
To date, no infringements have been recorded in relation to the 3R Directive, which could suggest that Member States are effectively implementing the measures regarding the reusability, recyclability and recoverability of motor vehicles. However, this could also be a direct result of the lacking reporting or monitoring obligations upon Member States in the 3R Directive that hamper its enforcement.
迄今为止，尚未记录到与 3R 指令相关的违规行为，这可能表明成员国正在有效实施有关机动车辆可重复使用、可回收和可回收性的措施。然而，这也可能是 3R 指令中成员国缺乏报告或监测义务的直接结果，从而阻碍了其执行。
In general, this absence of reporting and monitoring obligations makes it particularly difficult to obtain extensive data regarding the progress of the Directive’s implementation. Moreover, Member States have differing monitoring and market surveillance methods which hampers consistent practice. As an example, the implementation of the 3R Directive in Member State Germany is elaborated further in
总的来说，由于缺乏报告和监测义务，获取有关指令实施进展的大量数据特别困难。此外，成员国有不同的监测和市场监督方法，这阻碍了实践的一致性。例如，德国成员国对 3R 指令的实施情况进行了进一步阐述：
Box 11. 1 .
框11. 1 .
Box 11.1 – German implementation of the 3R Directive
框 11.1 – 德国对 3R 指令的实施
In Germany, the Federal Motor Transport Authority (KBA) is the designated entity for market surveillance regarding the 3R Directive. Amongst other measures, the KBA oversees awarding manufacturers the ‘certificate of compliance with Annex IV’ once they have an adequate 3R management strategy in place. Audi – which is part of Volkswagen Group – was the first German brand that fulfilled the requirements of the Directive even before its implementation, with most of its vehicle models being recyclable to a high degree. Later, also other German brands including BMW, Volkswagen and Mercedes started to publish reports concerning their vehicle recycling strategies. In the meantime, Germany set up a list of designated test laboratories to assist the KBA with the attribution of the compliance certificate to vehicle manufacturers.
在德国，联邦汽车运输管理局 ( KBA ) 是负责 3R 指令市场监管的指定实体。除其他措施外，KBA 还监督一旦制造商制定了适当的 3R 管理策略，就向制造商颁发“符合附件 IV 的证书”。大众集团旗下的奥迪是第一个在该指令实施之前就满足该指令要求的德国品牌，其大部分车型都具有高度可回收性。 随后，宝马、大众和梅赛德斯等其他德国品牌也开始发布有关其车辆回收策略的报告。与此同时，德国设立了指定测试实验室名单，协助KBA将合格证书归属于汽车制造商。
The German federal state of Sachsen-Anhalt published a handbook on how to monitor the implementation of the ELV Directive, including what is required under the 3R Directive to put vehicles on the EU market.
德国萨克森-安哈尔特联邦州发布了一本关于如何监控 ELV 指令实施情况的手册，其中包括 3R 指令要求将车辆投放到欧盟市场的要求。
11.4Evaluation findings (analytical part)
评估结果（分析部分）
This section provides the analysis and the results for the five evaluation criteria of effectiveness, efficiency, relevance, coherence, and EU added value. The findings presented are based on the results from desk research, as well as results obtained through stakeholder consultations.
本节提供了有效性、效率、相关性、一致性和欧盟附加值五个评估标准的分析和结果。所提出的调查结果基于案头研究的结果以及通过利益相关者协商获得的结果。
11.4.111.4.1 To what extent was the intervention successful and why?
11.4.1 干预的成功程度如何？为什么？
This section provides the analysis and the results for the evaluation criteria of effectiveness, efficiency, and coherence.
本节提供了有效性、效率和一致性评估标准的分析和结果。
11.4.1.1Effectiveness 效力
Evaluation question 1: To what extent have the objectives of the 3R Directive been met and monitored
评估问题 1： 3R 指令的目标在多大程度上得到满足和监控
Overall conclusion: The 3R Directive has been effective in ensuring that the recyclability, reusability and recoverability rates of vehicles under its scope (as evaluated according to the ISO 22628:2002 standard at the type-approval stage) mirror the requirements of the ELV Directive on vehicle recycling, reuse and recovery at end of life.
总体结论： 3R 指令有效确保其范围内车辆的可回收性、可重复使用性和可回收率（在型式核准阶段根据 ISO 22628:2002 标准进行评估）反映了 ELV 指令的要求车辆回收、再利用和报废时的回收。
However, recyclability, recoverability and reusability have an uneven treatment in the 3R Directive, which focuses mostly on recyclability and does not directly address reusability. This is, to a considerable extent, driven by the ISO 22628:2002 standard (Road Vehicles – Recyclability and recoverability – Calculation method). Whereas reuse is implicitly covered by these the recyclability and recoverability rates, it is not specified individually and thus there can be no requirement to report on reusability individually in the calculation. The ISO 22628:2002 standard does define “reusability” separately and specifies criteria for when a component can be considered as “reusable, recyclable or both based on its dismantlability”. The logic of the standard results in no obligation for manufacturers to provide separate data about the total weight and composition of components with a greater potential for reuse.
然而，3R指令对可回收性、可回收性和可重复使用性的处理并不均衡，主要关注可回收性，并没有直接解决可重复使用性。这在很大程度上是由 ISO 22628:2002 标准（道路车辆 – 可回收性和可回收性 – 计算方法）驱动的。尽管可回收性和可回收率隐含地涵盖了再利用性，但并未单独指定，因此无需在计算中单独报告可再利用性。 ISO 22628:2002 标准确实单独定义了“可重复使用性”，并指定了组件何时可被视为“可重复使用、可回收或基于其可拆卸性”的标准。该标准的逻辑导致制造商没有义务提供有关具有更大再利用潜力的组件的总重量和成分的单独数据。
A core part of the 3R type-approval process relates to the specification of components and materials that are considered as recyclable. This is addressed in the ELV “pre-treatment” and “dismantled” fractions that are covered by the ISO 22628:2002 standard calculation. It is also addressed in the ISO 22628:2002 standard calculation section on “metal separation” (i.e., all metals separated from the vehicle through shredding) and on non-metallic residue treatment (specification of recyclable materials). On the other hand, the 3R Directive does not distinguish between treatment technologies, aside from the differentiation into pre-treated, dismantled, metal separation and non-metallic residue treated fractions. If a treatment type falls under the definition of recycling , it will be counted towards achieving the reuse and recycling target. Thus, there is no prioritisation of technologies that achieve higher recycling qualities or that reduce the losses of certain materials.
3R 型式认证流程的核心部分涉及可回收组件和材料的规范。 ISO 22628:2002 标准计算涵盖的 ELV“预处理”和“拆卸”部分解决了这个问题。 ISO 22628:2002 标准计算部分中有关“金属分离”（即通过粉碎从车辆中分离出的所有金属）和非金属残留物处理（可回收材料规范）的部分也对此进行了阐述。另一方面，3R 指令除了区分预处理、拆解、金属分离和非金属残留物处理部分外，不区分处理技术。如果处理类型属于回收的定义，则它将被计入实现再利用和回收目标。因此，没有优先考虑实现更高回收质量或减少某些材料损失的技术。
In that sense, we can conclude that the 3R Directive has ensured the required levels of recyclability and recoverability of the vehicles, but the method to qualify the recyclability of the different components of the vehicles has resulted in a simplified process that provides little granularity and does not support the most advanced recycling technologies.
从这个意义上说，我们可以得出结论，3R 指令确保了车辆所需的可回收性和可回收性水平，但鉴定车辆不同部件可回收性的方法导致了简化的过程，提供的粒度很小，并且不支持最先进的回收技术。
The 3R Directive has also ensured that reused components do not cause any safety or environmental risk by providing a list of components parts that are banned from being reused in new vehicles (such as airbags, seat belts and steering locks), and that the materials used for the construction of a vehicle type comply with the provisions of Article 4(2)(a) of the ELV Directive on the prevention of use of lead, mercury, cadmium and hexavalent chromium in new vehicles.
3R指令还通过提供禁止在新车中重复使用的零部件清单（例如安全气囊、安全带和转向锁）以及所使用的材料来确保重复使用的零部件不会造成任何安全或环境风险。车辆类型的制造符合 ELV 指令第 4(2)(a) 条关于防止在新车中使用铅、汞、镉和六价铬的规定。
Overall compliance with the requirements of the 3R Directive has been ensured by the strength of the type-approval framework, which is upheld by the application of the available enforcement mechanisms by EU Member State authorities. There is, however, no systematic monitoring or studies that compare between the targets reported in type-approval declarations of vehicle manufacturers for specific vehicle types and between their actual performance at end-of-life.
型式批准框架的强度确保了总体符合 3R 指令的要求，而欧盟成员国当局应用现有的执行机制也支持了这一框架。然而，没有系统的监测或研究来比较车辆制造商针对特定车辆类型的型式批准声明中报告的目标及其报废时的实际性能。
Effect of 3R Directive on achieving the targets ELV Directive
3R指令对实现ELV指令目标的影响
When assessing the interaction between the ‘3R requirements’ of the 3R Directive and those of the ELV Directive, it is important to note the semantic differences between them: whereas the requirements of the 3R Directive are on recyclability, reusability and recoverability (i.e., on circularity potential of vehicles as evaluated at the design and production stages), ELV Directive 3R requirements are on recycling, reuse and recovery rates (i.e., on effective treatment rates at the end-of-life stage). Moreover, the requirements apply to different actors (3R Directive requirements concern Member States and vehicle manufacturers, whereas the ELV Directive requirements concern the Member States) and at various levels (the 3R Directive operates at the vehicle type level, ant the ELV Directive looks at aggregated annual level for the ‘average vehicle’, i.e., for the flow of end-of-life vehicles, with no recycling rate targets applying specifically to vehicle types or vehicle manufacturers). Therefore, although the nominal values of the 3R rates of both directives are the same (85% for reuse (reusability) and/or recycling (recyclability) and 95% reuse (reusability) and/or recovery (recoverability), the targets have distinct meanings and carry different consequences for authorities and economic operators.
在评估 3R 指令的“3R 要求”与 ELV 指令的“3R 要求”之间的相互作用时，重要的是要注意它们之间的语义差异：而 3R 指令的要求是关于可回收性、可重用性和可恢复性（即，关于ELV 指令 3R 要求涉及回收、再利用和回收率（即报废阶段的有效处理率）。此外，这些要求适用于不同的参与者（3R 指令要求涉及成员国和车辆制造商，而 ELV 指令要求涉及成员国）和不同级别（3R 指令在车辆类型级别运行，而 ELV 指令则关注“平均车辆”的年度汇总水平，即报废车辆的流量，没有专门针对车辆类型或车辆制造商的回收率目标。因此，尽管两个指令的3R率标称值相同（85%为再利用（reuseability）和/或回收（recyclability），95%为再利用（reuseability）和/或recovery（recoverability），但目标却截然不同。对当局和经济经营者来说具有不同的意义和后果。
A second point to consider (also more generally when considering the interaction between both Directives, beyond the 3R rates) is that the effect of 3R Directive provisions on ELV Directive targets is mediated by the useful life of vehicle types and the rate at which vehicles reach the end of life: at any given point, the vehicles reaching authorised treatment facilities include vehicles that have been type approved decades ago, vehicles that only very recently entered the market, and everything in between.
要考虑的第二点（也是更普遍地考虑两个指令之间的相互作用时，除了 3R 比率之外）是，3R 指令条款对 ELV 指令目标的影响是由车辆类型的使用寿命和车辆达到目标的比率来调节的。报废：在任何特定时刻，到达授权处理设施的车辆包括几十年前已获得型式认可的车辆、最近才进入市场的车辆以及介于两者之间的所有车辆。
A third and last point to consider is that, whereas every Member State in the EU hosts Authorised Treatment Facilities that process end-of-life vehicles, the number of 3R type approvals performed per Member State varies largely. Some Member States have not issued any 3R type approvals since Directive 2005/64/EC came into force (e.g., Latvia, Finland) but do report on type approvals for second stage of N category vehicles. Some Member States perform 3R type approvals regularly (between 6 and 9 annually).
需要考虑的第三点也是最后一点是，虽然欧盟每个成员国都拥有处理报废车辆的授权处理设施，但每个成员国执行的 3R 型式批准数量差异很大。自 2005/64/EC 指令生效以来，一些成员国尚未颁发任何 3R 型式认证（例如拉脱维亚、芬兰），但报告了 N 类车辆第二阶段的型式认证。一些成员国定期执行 3R 型式认证（每年 6 到 9 次）。
The 3R Directive has remained as part of the EU type-approval framework for motor vehicles through two major overhauls: after two revisions, Directive 70/156/EC on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers (referred to in the 3R Directive) was repealed by Directive 2007/46/EC, which was in turn repealed by Regulation 2018/858/EU (Figure 11.4).
经过两次重大修改，3R 指令仍然是欧盟机动车辆型式核准框架的一部分：经过两次修订，70/156/EC 指令近似于各成员国有关机动车辆型式核准的法律车辆及其拖车（在 3R 指令中提及）已被 2007/46/EC 指令废除，该指令又被法规废除2018/858/EU（图 11.4）。
The changes made in the Regulation on type approval following the amendment prescribed in Annex VI of Directive 2005/64/EC have been maintained throughout the revisions. Therefore, the Regulation on type approval from 2018 further relates to the 3R Directive (step 5 in Figure 11.4). Based on the amendment that 3R Directive, Annex VI stipulates for the general type approval that, if the manufacturer does not meet the requirements of the 3R Directive, no type approval shall be granted.
在 2005/64/EC 指令附件 VI 中规定的修订之后，型式批准法规中所做的更改在整个修订过程中得到了保留。因此，2018 年起的型式核准法规进一步与 3R 指令相关（图 11.4 中的步骤 5）。基于3R指令的修订，附件六对于一般型式认可规定，如果制造商不符合3R指令的要求，则不予授予型式认可。
Figure 11.4 – Timeline of amendments of ELV Directive, 3R Directive and related type-approval legislation. Source: Oeko-Institut.
图 11.4 – ELV 指令、3R 指令和相关型式认证立法的修订时间表。资料来源：Oeko-Institut。
According to the 3R Directive (recital 2), to facilitate the treatment of vehicles at their end of life, ‘manufacturers should be requested to include [reusability, recyclability and recoverability] at the earliest stages of the development of new vehicles’. This is rephrased in recital 15 of the 3R Directive which states that ‘the objective of this Directive [is] to minimize 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 reuse, recycling and recovery’. Both recitals point out the importance of the design phase to ensure the effectiveness of the ELV Directive.
根据 3R 指令（说明 2），为了促进车辆报废时的处理，“应要求制造商在新车开发的最早阶段就考虑[可重复使用性、可回收性和可回收性]”。 3R 指令的第 15 条对此进行了重新表述，其中指出“本指令的目标是通过要求车辆从概念阶段就开始设计，以最大限度地减少报废车辆对环境的影响”。促进再利用、回收和回收”。这两场演讲都指出了设计阶段对于确保 ELV 指令有效性的重要性。
The 3R Directive has therefore acted as the link between the vehicle design and production stages and the end-of-life stage by requiring that the design of a vehicle type meets the requirements that ensure that it will not hinder the achievement of the ELV Directive 3R targets that are relevant at the end-of-life stage of a vehicle. It is by virtue of the slow replacement of old vehicles by new vehicles compliant with 3R Directive, and by the gradual arrival of these vehicles at the end-of-life stage, that the flow of end-of-life vehicles being treated at authorised treatment facilities became increasingly more reusable, recyclable and recoverable. This is visible both in the historic and recent data for the attainment of ‘3R rates’ for ELVs by the different EU Member States (Figures 11.5 and 11.6).
因此，3R 指令充当了车辆设计和生产阶段与报废阶段之间的纽带，要求车辆类型的设计满足确保不会妨碍 ELV 指令 3R 实现的要求与车辆报废阶段相关的目标。正是由于符合3R指令的新车对旧车的缓慢替换，以及这些车辆逐渐达到报废阶段，报废车辆的流量才得到授权处理。处理设施变得越来越可重复使用、可回收和可回收。这从不同欧盟成员国实现 ELV“3R 率”的历史和近期数据中可见一斑（图 11.5 和 11.6）。
Figure 11.5 – Total recovery and reuse rate of end-of-life vehicles (% of weight of vehicles), 2008-2020. Source: Eurostat, 2021. End-of-life vehicle statistics.
图11 . 5 –报废车辆的总回收和再利用率（占车辆重量的百分比），2008-2020 年。资料来源：欧盟统计局，2021 年。报废车辆统计数据。
Figure 11.6 – Reuse/recovery and reuse/recycling rate for end-of-life vehicles (% of weight of vehicles), 2008-2020. Source: Eurostat, 2021. End-of-life vehicle statistics.
图11. 6 – 2008-2020 年报废车辆的再利用/回收和再利用/回收率（占车辆重量的百分比）。资料来源：欧盟统计局，2021 年。报废车辆统计数据。
Remaining obstacles in vehicle design
车辆设计中尚存的障碍
Under the ISO 22628:2002 calculation method, all materials considered to be recyclable (even to a low degree) are fully accounted for compliance with the “reuse and recycling” target. Two limitations are observed here in terms of the 3R type-approval process facilitating recycling by fostering the necessary changes in vehicle design.
根据 ISO 22628:2002 计算方法，所有被认为可回收（即使是低程度）的材料都完全符合“再利用和回收”目标。 3R 型式批准流程通过促进车辆设计的必要改变来促进回收，在此观察到两个限制。
For the case of materials for which there are no available recycling capacities in the EU at the time of type approval, the application of the ISO 22628:2002 standard leads to a material being considered recyclable when there are technologies which have been successfully tested, at least on a laboratory scale. The logic behind this is that vehicles have a long service life (it is not rare for vehicle to remain in use for more than 20 years, although a minority of vehicles can have much longer or much shorter lives, e.g., if they are wrecked in an accident) in which it can be expected that a technology at laboratory stage would reach maturity in terms of available recycling capacities. However, it is observed that vehicles that have been type-approved may include materials in substantial amounts that end up being poorly recyclable at end of life.
对于在型式批准时欧盟没有可用回收能力的材料，如果有已成功测试的技术，则应用 ISO 22628:2002 标准会导致材料被认为是可回收的。至少在实验室规模上。其背后的逻辑是，车辆的使用寿命很长（车辆使用超过20年的情况并不罕见，尽管少数车辆的寿命可能更长或更短，例如，如果它们在事故中失事）事故），可以预期实验室阶段的技术在可用的回收能力方面将达到成熟。然而，据观察，已获得型式认证的车辆可能包含大量在使用寿命结束时难以回收的材料。
For materials that can be recycled, the ISO 22628:2002 standard prescribes that the full weight of the material is considered for the calculation of the share of the vehicle that is reused and recycled. Material losses during waste operations are not taken into consideration, even though materials are not recycled at 100% efficiency. In addition, there is no differentiation in this case between high-quality recycling (which generates secondary raw materials that can be used in vehicle manufacture or equivalent uses) and downcycling, such as backfilling or construction filling materials.
对于可回收的材料，ISO 22628:2002 标准规定，在计算车辆重复使用和回收的份额时，应考虑材料的总重量。即使材料没有以 100% 的效率回收，也不考虑废物处理过程中的材料损失。此外，在这种情况下，高质量回收（产生可用于车辆制造或同等用途的二次原材料）和降级回收（例如回填或建筑填充材料）之间没有区别。
Achievements of the 3R Directive in preventing safety and environmental hazards from reuse of components
3R指令在防止组件重复使用带来的安全和环境危害方面取得的成就
The ELV Directive (in Art. 7(4)) refers to 3R targets as the only provision for which the type-approval shall be used to ensure the compliance. In addition, Art. 7(5) of ELV Directive states that amendment of Directive 70/156/EEC should also take consideration that the reuse of components does not give rise to safety or environmental hazards. Article 7 of the 3R Directive refers to the list of ‘Component parts deemed to be non-reusable’ specified in its Annex V that cannot count toward recyclability and recoverability rates and that cannot be used in the construction of vehicles covered by type approval legislation. These parts (which include, among others, airbags, electronic control units and sensors, seat belt assemblies, emission after-treatment systems and exhaust silencers) play a key role in the protection of vehicle occupants and in the general safe use of vehicles.
ELV 指令（第 7(4) 条）将 3R 目标视为应使用型式认证来确保合规性的唯一规定。此外，艺术。 ELV指令第7(5)条规定，70/156/EEC指令的修订还应考虑到组件的重复使用不会引起安全或环境危害。 3R 指令第 7 条提及其附件 V 中规定的“被视为不可重复使用的零部件”清单，这些零部件不能计入可回收性和可回收率，也不能用于制造型式批准立法所涵盖的车辆。这些部件（其中包括安全气囊、电子控制单元和传感器、安全带组件、排放后处理系统和排气消音器）在保护车辆乘员和车辆的总体安全使用方面发挥着关键作用。
During the stakeholder consultation, upon being asked the question ‘One of the objectives of the 3R Directive is to prevent safety and environmental hazards through restrictions on re-use of certain component parts (e.g., airbags, seat belt assemblies). Has this objective been achieved in your view?’, of the 34 stakeholders that responded, nine agreed that the objective had been met, five did not agree and the rest did not know. There is no evidence that these safety critical parts are reused in the construction of new vehicles. The type-approval framework (beyond the 3R Directive) effectively prevents such reuse because the test procedures for such test components require destructive or durability tests to be performed on several samples.
在利益相关者咨询期间，当被问及“3R指令的目标之一是通过限制某些零部件（例如安全气囊、安全带组件）的重复使用来防止安全和环境危害”时。您认为这个目标实现了吗？”，在做出回应的 34 个利益相关者中，9 个同意目标已经实现，5 个不同意，其余的则不知道。没有证据表明这些安全关键部件在新车的制造中被重复使用。型式批准框架（超出 3R 指令）有效地防止了此类重复使用，因为此类测试组件的测试程序需要对多个样品进行破坏性或耐久性测试。
Reporting and monitoring the achievements of the 3R Directive
报告和监控 3R 指令的成就
The lack of monitoring provisions in the 3R Directive has led to an absence of dedicated monitoring of compliance with the 3R Directive. In any case, because the 3R Directive is incorporated in the type-approval framework, type-approval authorities in each EU Member State are responsible for ensuring that the vehicle types comply with the provisions of the 3R Directive before the type approval can be granted and the type can be placed in the market. It is likely that the relative simplicity and lack of ambiguity of the text of the 3R Directive has facilitated a uniform application of its provisions by type-approval authorities in the different Member States.
3R 指令中缺乏监控条款导致缺乏对 3R 指令合规情况的专门监控。无论如何，由于 3R 指令已纳入型式核准框架，因此每个欧盟成员国的型式核准机构有责任确保车辆类型符合 3R 指令的规定，然后才能授予型式核准，并且该类型可以投放市场。 3R 指令文本的相对简单性和明确性可能有助于不同成员国的型式核准机构统一应用其规定。
Hazardous substance and plastic coding provisions are specifically part of the checks to be performed by the competent body (3R Directive, Annex IV). The legal text states that ‘the competent body shall ensure that the manufacturer has taken the necessary measures’ and that ‘the vehicle manufacturer shall be required to demonstrate’ that compliance is ensured. There are additional explanations as to what is accepted as a necessary measure, e.g., supply chain management and communication with the manufacturer’s staff. It is expected that where the competent body is checking these requirements, they will find the requested information, as the legal text appears clear for this aspect. In both cases, that is point 3.1(f) of Annex IV for the coding and Article 6(2) of the 3R Directive and subsequently article 4.1 and 4.2 of Annex IV for the hazardous substances, there is a reference made to the ELV Directive. These requirements being checked in the preliminary assessment means that they are not checked for each vehicle type to be approved. The 3R Directive, Annex II (‘Information Document for EC vehicle type approval’) does not contain an information request on hazardous substances or material coding. Therefore, documents and data as to how the manufacturer organizes the information flows on hazardous substances and plastic coding in his value chain is being checked every two years with the update of the preliminary assessment. But, for the types approved, there is no indication whether they contain hazardous substances, e.g., where ELV Directive annex II exemptions cover the use of a prohibited substance in a material and/or component part. On the other hand, the masses obtained in the steps of the ISO 22628:2002 standard calculation, i.e., recyclability and recoverability are indicated for each new type to be approved.
有害物质和塑料编码规定是主管机构执行检查的具体部分（3R 指令，附件 IV）。法律文本规定，“主管机构应确保制造商已采取必要措施”，并且“应要求车辆制造商证明”确保了合规性。对于什么是被接受的必要措施，还有其他解释，例如供应链管理和与制造商员工的沟通。预计主管机构在检查这些要求时，将找到所要求的信息，因为法律文本在这方面似乎很明确。在这两种情况下，即附件 IV 第 3.1(f) 点的编码和 3R 指令的第 6(2) 条，以及随后附件 IV 的危险物质的第 4.1 和 4.2 条，均引用了 ELV 指令。在初步评估中检查这些要求意味着不会对每种待批准的车型进行检查。 3R 指令附件 II（“EC 车辆类型批准信息文件”）不包含有关危险物质或材料编码的信息请求。因此，每两年检查一次关于制造商如何在其价值链中组织有害物质和塑料编码信息流的文件和数据，并更新初步评估。但是，对于批准的类型，没有说明它们是否含有有害物质，例如，ELV 指令附件 II 豁免涵盖在材料和/或零部件中使用禁用物质。另一方面， ISO 22628:2002标准计算步骤中得到的质量，即，对于每个待批准的新类型都标明了可回收性和可回收性。
One instrument to ensure circularity of vehicles is the ‘strategy for dismantling, reuse of component parts, recycling and recovery of materials’. The manufacturer submits the strategy for dismantling etc. during the preliminary assessment phase (described in Article 6 of the 3R Directive). Although the consultation process confirmed that the strategies of the vehicles manufacturers are checked and approved by type-approval authorities, in practice this strategy does not go beyond commitments to certain strategic goals of the company and is not specific to the vehicles to be type-approved. It can be assumed that this is because there are no explicit requirements as to the content of the strategy, except for that it ‘shall take into account the proven technologies available or in development at the time of the application for a vehicle type approval’. The purpose of the dismantling strategy is not fully clear, and whether its current implementation is relevant to the achievement of the goals of the 3R Directive goals may be questionable.
确保车辆循环利用的一项手段是“拆解、零部件再利用、材料回收和回收策略”。制造商在初步评估阶段提交拆除等策略（如3R指令第6条所述）。尽管咨询过程确认车辆制造商的策略已得到型式核准机构的检查和批准，但实际上，该策略并未超出对公司某些战略目标的承诺，也并非特定于要进行型式核准的车辆。 。可以认为，这是因为该战略的内容没有明确的要求，只是“应考虑申请车型核准时现有或正在开发的成熟技术”。拆除策略的目的尚不完全明确，目前其实施是否与3R指令目标的实现相关可能值得怀疑。
During the evaluation, it was investigated whether type-approval authorities performed any sort of monitoring of the (actual) achievability of the (potential) 3R targets in the type approval phase at end-of-life; i.e., whether the recyclability, reusability and recoverability (potentials) translated into corresponding effective 3R when the vehicles were disposed of. Most are not performing such monitoring, or even studies that look at this aspect, and only one type-approval service provider taking part in the consultation would occasionally visit authorised treatment facilities to see how dismantling is performed and check how this compares with the data provided by the vehicle manufacturer at type approval. This highlights the need to ‘close the circle’ and bridge information and cooperation gaps between vehicle manufacturers, type-approval authorities and vehicle dismantlers and recyclers.
在评估过程中，调查了型式核准机构是否在报废时的型式核准阶段对（潜在）3R 目标的（实际）可实现性进行了任何形式的监控；即，当车辆被处置时，可回收性、可重复使用性和可回收性（潜力）是否转化为相应的有效3R。大多数都没有进行此类监测，甚至没有进行这方面的研究，只有一家参与咨询的型式核准服务提供商偶尔会访问授权的处理设施，以了解如何进行拆除，并检查其与所提供的数据的比较情况由车辆制造商在型式核准时进行。这突出表明需要“闭环”并弥合汽车制造商、型式核准机构以及汽车拆解和回收商之间的信息和合作差距。
Evaluation question 2: How effective are the 3R provisions in verifying a vehicle’s reusability, recyclability and recoverability?
评估问题2： 3R规定在验证车辆的可重复使用性、可回收性和可回收性方面的有效性如何？
Overall conclusion: The 3R type-approval process requires manufacturers to compile various data on the vehicle being type-approved as a means of showing its potential reusability, recyclability and recoverability. Though the 3R type-approval process requires manufacturers to specify recycled amounts separately, it does not require a differentiation between qualities of recycling (high quality recycling vs. downcycling). It also does not require taking recycling inefficiencies into account. For this reason, it cannot be considered effective in facilitating recycling of components and material parts to their highest recycling potential.
总体结论： 3R 型式核准流程要求制造商编制有关正在型式核准的车辆的各种数据，以显示其潜在的可重复使用性、可回收性和可回收性。尽管 3R 型式批准流程要求制造商单独指定回收量，但它并不要求区分回收质量（高质量回收与降级回收）。它还不需要考虑回收效率低下的问题。因此，不能认为它能有效地促进组件和材料部件的回收，使其达到最高的回收潜力。
The scope of the ISO 22628:2002 standard refers to its use for the purpose of calculating the “recyclability rate” and the “recoverability rate”. Reuse is covered by these two rates but is not specified individually and thus there is also no requirement to report on reuse individually in the calculation. The standard defines “reusability” separately and specifies criteria for when a component can be considered as “reusable, recyclable or both based on its dismantlability”, however, here too, there is no obligation for manufacturers to provide separate data about e.g., the total weight and composition of components with a potential for reuse.
ISO 22628:2002标准的范围是指其用于计算“可回收率”和“可回收率”的目的。这两个费率涵盖了再利用，但没有单独指定，因此也不需要在计算中单独报告再利用。该标准单独定义了“可重复使用性”，并指定了何时可以将组件视为“可重复使用、可回收或基于其可拆卸性的两者”的标准，但是，制造商也没有义务提供单独的数据，例如：具有重复使用潜力的组件的重量和成分。
Components removed for reuse or recycling prior to the shredder can be specified in the data provided on the “pre-treated” fraction and on the “dismantled” fraction. For the former, the standard specifies a list of components and materials for which data must be provided. Many of these component parts and materials appear under the ELV Directive Annex I, part 3 and 4 (e.g., depollution and removal requirements), though not all. For the latter, i.e., the ‘dismantled fraction’, there is no specification, however the calculation format provided in Annex A of the standard requires that data provided is specified in relation to a specific component. In practice, it is understood that each manufacturer will specify different components in this section, “based on the dismantling strategy” .
在粉碎机之前移除以供再利用或回收的组件可以在“预处理”部分和“拆卸”部分提供的数据中指定。对于前者，该标准指定了必须提供数据的组件和材料清单。其中许多零部件和材料均出现在 ELV 指令附件 I 第 3 部分和第 4 部分（例如，去污染和清除要求）之下，但不是全部。对于后者，即“拆解分数”，没有具体规定，但标准附录 A 中提供的计算格式要求所提供的数据与特定组件相关。实际上，据了解，每个制造商将在本节中“根据拆解策略”指定不同的组件 。
The method of calculation set out through the reference to the ISO 22628:2002 standard refers to specification of components that can be dismantled and reused, but it does not require manufacturers to address reuse separately in their 3R type approval applications. It can be understood that manufacturers rarely refer in their calculation to components that can be reused as it is not possible to make a meaningful assumption of what components will be dismantled and reused in practice at end of life (because this depends on several factors, notably the state of the parts once the vehicle reaches its end of life, and the future demand for such parts).
通过参考 ISO 22628:2002 标准提出的计算方法是指可拆卸和重复使用的组件的规范，但它不要求制造商在其 3R 型式批准申请中单独解决重复使用问题。可以理解的是，制造商在计算中很少提及可以重复使用的组件，因为不可能对哪些组件在使用寿命结束时将在实践中被拆卸和重复使用做出有意义的假设（因为这取决于几个因素，特别是车辆达到使用寿命后零件的状态以及此类零件的未来需求）。
However, different type approval documents submitted to the consultants as part of the stakeholder input suggest that the number of components specified can vary greatly. Of two submission examples, one specified a single component (material composition was not specified) and the other close to twenty, of which all were composed of plastic aside from a reference to glass. Based on the component types and composition, the consultants assume that, in the latter case, the components were considered dismantlable for the purpose of recycling. As dismantled components can be relevant for reuse and/or recycling, it is concluded that a vehicle can achieve the 3R rates required at type approval without referring to components that are relevant for reuse. This was explicitly confirmed in a stakeholder interview and, more generally, most stakeholders stated that the verification of reusability of parts and components of ELVs is not facilitated by the 3R Directive.
然而，作为利益相关者意见的一部分提交给顾问的不同类型批准文件表明，指定的组件数量可能有很大差异。在两个提交的示例中，一个指定了单一组件（未指定材料成分），另一个指定了接近二十个组件，其中除了提到玻璃外，所有组件均由塑料组成。根据组件类型和成分，顾问认为，在后一种情况下，组件被认为是可拆卸的以进行回收。由于拆卸的部件可能与再利用和/或回收相关，因此得出的结论是，车辆可以达到型式批准时所需的 3R 率，而无需参考与再利用相关的部件。这一点在利益相关者访谈中得到了明确证实，更普遍的是，大多数利益相关者表示，3R 指令并没有促进 ELV 零部件可重复使用性的验证。
Most stakeholders who were interviewed or surveyed (e.g., Member State type-approval authorities but also vehicle manufacturers) support this view and specified that reuse is not taken into consideration in the type-approval process. Various stakeholders (including two vehicle manufacturers) explained that reuse is solely based on market demand and that, in principle, every part is reusable – however it is not possible in the design phase to estimate what will be reused when the demand is not yet known.
大多数接受采访或调查的利益相关者（例如，成员国型式核准机构以及车辆制造商）都支持这一观点，并指出在型式核准过程中不考虑再利用。各利益相关者（包括两家汽车制造商）解释说，重复使用完全基于市场需求，原则上每个部件都是可重复使用的——但是，在需求未知的情况下，在设计阶段不可能估计哪些部件将被重复使用。
Evaluation question 3: What are (other) benefits of the 3R Directive for industry, environment and citizens?
评估问题 3： 3R 指令对工业、环境和公民有哪些（其他）好处？
Overall conclusion: The other benefits of the 3R Directive are tied to the benefits of the ELV Directive as far as the former plays a supporting role towards the objectives of the latter. In this light, the environmental benefits of the 3R include avoided damages to the environment due to improved handling of ELVs (i.e., increased rates of recovery, recycling and reuse made possible by the changes in vehicle design supported by the 3R Directive). Indirect benefits may include the lower environmental damage associated with resource extraction avoided due to recycling and reuse of materials and components from ELVs and avoided damage to human health due to exposure to hazardous substances whose use is limited by 3R. Other social benefits include the employment and income generation for employees across the EU in the dismantling sector and other economic operators, the majority of which are small and medium enterprises (SMEs). In addition, new employment may have been created at vehicle manufacturers in relation to vehicle design considerations to ensure continued compliance of vehicles to be type approved. As the range of design changes could vary between vehicles it is not possible to estimate the range of this impact.
总体结论： 3R 指令的其他好处与 ELV 指令的好处相关，只要前者对后者的目标发挥支持作用。有鉴于此，3R 的环境效益包括由于改进了 ELV 的处理而避免了对环境的损害（即，通过 3R 指令支持的车辆设计变化提高了回收、再循环和再利用率）。间接效益可能包括因回收和再利用报废汽车中的材料和组件而避免与资源开采相关的环境损害较低，以及避免因暴露于 3R 限制使用的有害物质而对人类健康造成损害。其他社会福利包括为整个欧盟拆解行业和其他经济运营商（其中大多数是中小企业）的员工提供就业和创收。 此外，车辆制造商可能会在车辆设计方面创造新的就业机会，以确保待型式批准的车辆持续合规。由于设计变更的范围可能因车辆而异，因此无法估计这种影响的范围。
No evidence was found of a significant impact of the 3R Directive on spare part availability (and, through it, of reduced costs of repairs for consumers).
没有发现证据表明 3R 指令对备件可用性产生重大影响（并通过它降低消费者的维修成本）。
A precise quantification of these benefits that is distinct from the previous estimate of the benefits of the ELV Directive is not possible from the (qualitative) evidence basis for the evaluation of the 3R Directive.
根据评估 3R 指令的（定性）证据基础，不可能对这些益处进行精确量化，这与之前对 ELV 指令益处的估计不同。
11.4.1.2Efficiency 效率
Evaluation question 4: What are the regulatory costs related to the 3R Directive and are they affordable for industry and consumers? Has the 3R Directive caused unnecessary regulatory burden or complexity?
评估问题4：与3R指令相关的监管成本是多少？行业和消费者是否可以承受？ 3R 指令是否造成了不必要的监管负担或复杂性？
Overall conclusion: The regulatory costs of the 3R Directive derive from the increased obligation on vehicle manufacturers to report to Member State authorities at the type approval stage, from the changes to vehicle design necessitated by compliance with 3R provisions, and from the administrative support that Member State authorities need to provide to keep the 3R Directive as part of the type approval process.
总体结论： 3R 指令的监管成本源自车辆制造商在型式批准阶段向成员国当局报告的义务增加、遵守 3R 规定所需的车辆设计变更以及成员国提供的行政支持。国家当局需要规定保留 3R 指令作为型式批准流程的一部分。
The administrative costs for vehicle manufacturers and type-approval authorities are modest compared to other aspects of type approval which are more cost intensive such as safety or pollutant emissions (with more physical tests and engineering development requirements) and which have seen a faster path of regulatory development in the period covered by the evaluation.
与型式核准的其他方面相比，车辆制造商和型式核准机构的管理成本较低，这些方面的成本更高，例如安全或污染物排放（需要更多的物理测试和工程开发要求），并且监管路径更快评估期间的发展。
The compliance costs of the 3R Directive for vehicle manufacturers are expected to be passed to customers in full. Since the 3R Directive has been fully phased in since 2010 (it applies to all newly registered vehicles under its scope), these costs are not expected to increase in the future in absence of further regulatory intervention.
汽车制造商的3R指令合规成本预计将全部转嫁给客户。由于 3R 指令自 2010 年起已全面实施（适用于其范围内的所有新注册车辆），如果没有进一步的监管干预，预计这些成本未来不会增加。
Regulatory costs of the 3R Directive, regulatory burden and complexity
3R 指令的监管成本、监管负担和复杂性
When asked the question ‘Since its adoption in 2005, do the economic and environmental benefits achieved by the 3R Directive in your view outweigh the cost of its implementation?’, of a total of 31 participating stakeholders, twenty did not provide an answer, however of those that did, the majority (five stakeholders) considered that benefits are high or that costs are low (three stakeholders) or both (one stakeholder). Only two stakeholders stated that benefits are too low and costs too high and one stakeholder that benefits are too low.
然而，当被问及“自2005年通过以来，您认为3R指令所带来的经济和环境效益是否超过其实施成本？”时，共有31名参与的利益相关者中，有20人没有给出答案在那些这样做的人中，大多数（五个利益相关者）认为收益高或成本低（三个利益相关者）或两者（一个利益相关者）。只有两位利益相关者表示效益太低且成本太高，一位利益相关者表示效益太低。
The main costs of the 3R Directive for vehicle manufacturers relate to the provision of the necessary supporting information to justify compliance for each type approval of vehicles under scope. Unlike other aspects covered by type approval (vehicle safety, emissions), the demonstration of compliance does not require the performance of physical tests and is instead performed on a documentary basis. Information is provided in the two steps of the 3R type approval, this is i) the preliminary assessment, and ii) the type approval as such. The requirements as to what data must be provided, are listed in Annex I (Requirements), Annex II (Information Document for EC vehicle type approval), and IV (Preliminary Assessment).
对于车辆制造商来说，3R 指令的主要成本涉及提供必要的支持信息，以证明其符合范围内的每种车辆型式核准的合理性。与型式核准涵盖的其他方面（车辆安全、排放）不同，合规性证明不需要进行物理测试，而是以文件形式进行。 3R 型式批准的两个步骤中提供了信息，即 i) 初步评估，以及 ii) 型式批准本身。关于必须提供哪些数据的要求列于附件一（要求）、附件二（EC 车辆类型批准信息文件）和附件四（初步评估）中。
The design of 3R provisions is such that the burden on vehicle manufacturers can be partially mitigated when appropriate. For example, the 3R Directive makes use of the concept of a reference vehicle to avoid the need to conduct repeated detailed calculations under the ISO 22628:2002 process. The selection of a reference vehicle takes account of the version within a type that will constitute the greatest challenge regarding reusability, recyclability and recoverability. The 3R Directive, however, makes clear that all vehicles covered by the type must comply, and that the selection of the reference vehicle should be performed jointly by the manufacturer of the vehicle and the type-approval authority. The exemptions applicable to special purpose vehicles (e.g., motorcaravans, armoured vehicles, ambulances, hearses and others), multi-stage built vehicles belonging to category N1 (provided that the base vehicle complies with the Directive) and vehicles produced in small series have kept the type approval effort proportionate for SMEs. Since the exempted vehicles are still covered by the ELV Directive, this has not measurably hindered the recycling rates at end of life.
3R条款的设计是在适当的时候可以部分减轻汽车制造商的负担。例如，3R指令利用参考车辆的概念来避免需要在ISO 22628:2002流程下进行重复的详细计算。参考车辆的选择考虑了类型中的版本，该类型将构成可重复使用性、可回收性和可回收性方面的最大挑战。然而，3R 指令明确规定，该类型所涵盖的所有车辆都必须符合该标准，并且参考车辆的选择应由车辆制造商和型式核准机构共同进行。适用于特殊用途车辆（例如大篷车、装甲车、救护车、灵车等）、属于 N1 类的多级制造车辆（前提是基础车辆符合该指令）和小批量生产的车辆的豁免保留型式核准工作与中小企业相称。由于豁免车辆仍受 ELV 指令管辖，因此这并没有显着影响报废车辆的回收率。
In other cases, the information required by the 3R Directive can be reused elsewhere. The preliminary assessment of the manufacturer (according to Article 6(3) of the 3R Directive) requires that the manufacturer prepare a strategy for dismantling, reuse, recycling and recovery . Although the consultation clarified that this strategy and the documents that vehicle manufacturers prepare for the exchange of information using the IDIS platform are not the same, one vehicle manufacturer declared that they provide to IDIS an adapted version of the strategy prepared to comply with Article 6(3) of the 3R Directive. This indicates that the information needed to prepare the 3R strategy is already available in a structured manner within manufacturers.
在其他情况下，3R 指令要求的信息可以在其他地方重复使用。制造商的初步评估（根据3R指令第6（3）条）要求制造商制定拆解、再利用、回收和回收策略 。尽管咨询澄清该战略与汽车制造商为使用IDIS平台交换信息而准备的文件并不相同，但一家汽车制造商宣称，他们向 IDIS 提供了为遵守第 6 条而准备的战略的改编版本3R指令的(3)。这表明准备 3R 战略所需的信息已经在制造商内部以结构化方式提供。
Compliance with provisions on coding of plastic parts and parts containing hazardous substances are also checked in the preliminary assessment, thus, not per vehicle type, but only whether manufacturers handle data properly and completely over the value chain. This too has a moderating effect on the administrative burden on both vehicle manufacturers and type-approval authorities.
初步评估中还会检查塑料零件和含有有害物质的零件是否符合编码规定，因此，不是针对每种车辆类型，而是仅检查制造商是否正确且完整地处理整个价值链的数据。这也减轻了汽车制造商和型式核准机构的行政负担。
Box 2 – The ELV Directive and the 3R Directive: together or separate?
框 2 – ELV 指令和 3R 指令：一起还是分开？
During the consultation process for the revision of the ELV Directive, stakeholders were asked about the possibility of merging the ELV and the 3R Directives together under one legal text. No stakeholder clearly indicated their preference for a merge of 3R Directive and ELV Directive. The participating Member States that perform 3R type approvals were not in favour of a merge with the ELV Directive. China was provided as an example where one legal instrument is in place, but the European market would be more diverse, according to stakeholders.
在 ELV 指令修订的咨询过程中，利益相关者被问及将 ELV 和 3R 指令合并到一份法律文本下的可能性。没有利益相关者明确表示他们倾向于合并 3R 指令和 ELV 指令。执行 3R 型式批准的参与成员国不赞成与 ELV 指令合并。利益相关者表示，中国作为一个例子，虽然已经制定了一项法律文书，但欧洲市场将更加多样化。
An ACEA position paper refers to the positions of the automotive industry in relation to the merge of 3R Directive and ELV Directive: ACEA “call[s] for the current legal framework to be maintained.” Rather than focusing on recyclability, they would like to see their engagement in the field of emission reductions during the use phase, i.e., strategies focusing on light weight, acknowledged framing it Design for Sustainability.
ACEA 立场文件提及了汽车行业对于 3R 指令和 ELV 指令合并的立场：ACEA“呼吁维持当前的法律框架”。他们希望看到自己在使用阶段参与减排领域，而不是关注可回收性，即关注轻量化的战略，承认其可持续设计框架。
However, the co-existence of two separate legal acts (ELV Directive and 3R type-approval Directive) brings with it the risk that the provisions that are ‘mirrored’ (e.g., the 3R rates, or the hazardous substance prohibitions) lose coherence if amendments are not made to both pieces of legislation at the same time. The merging of the two existing Directives would ensure this coherence, and it could also simplify the regulatory framework by gathering all requirements into a single act, also contributing to a stronger EU market integration (especially at the end-of-life stage, where there is no equivalent to the harmonisation effect provided by the type-approval framework). Lastly, merging the two Directives would be beneficial to circularity in the automotive sector, helping to bridge the gaps between vehicle design and production and the end-of-life stage.
然而，两个单独的法律法案（ELV 指令和 3R 型式批准指令）的共存带来了“镜像”条款（例如 3R 税率或有害物质禁令）失去一致性的风险，如果不同时对两项立法进行修订。两个现有指令的合并将确保这种一致性，并且还可以通过将所有要求集中到一个法案中来简化监管框架，也有助于加强欧盟市场一体化（特别是在生命周期结束阶段，在该阶段，不等同于型式核准框架提供的协调效果）。最后，合并这两个指令将有利于汽车行业的循环利用，有助于弥合汽车设计和生产与报废阶段之间的差距。
Evaluation question 5: To what extent has 3R Directive been cost-effective? Are the costs proportionate to the benefits attained?
评估问题 5： 3R 指令在多大程度上具有成本效益？成本与所获得的收益是否成比例？
Overall conclusion: As previously discussed in Evaluation question 4, there is no evidence to suggest that the 3R Directive has resulted in excessive costs for industry, authorities or consumers. At the same time, the evaluation of the effectiveness of the 3R Directive suggests that it has had a positive effect in promoting environmentally friendly design practices in the automotive industry (albeit with limited results in the promotion of reuse). This positive effect was acknowledged by vehicle manufacturers and type-approval authorities alike, although it was not backed up by data.
总体结论：正如之前在评估问题 4 中所讨论的，没有证据表明 3R 指令给行业、当局或消费者带来了过高的成本。同时，对3R指令有效性的评估表明，它对促进汽车行业的环保设计实践产生了积极的作用（尽管在促进再利用方面效果有限）。尽管没有数据支持，但这种积极影响得到了汽车制造商和型式认证机构的认可。
However, given the difficulty in precisely quantifying the costs and benefits of both the ELV Directive and the 3R Directive, and in performing an allocation of the qualitative benefits between the two pieces of legislation, the cost-effectiveness of the 3R Directive cannot be evaluated in detail. The targeted survey asked ‘since its adoption in 2005, do the economic and environmental benefits achieved by the 3R Directive in your view outweigh the cost of its implementation?’ About 16% of replies stated that the environmental benefits are high, while 10% stated that the costs were low. This indicates that stakeholders broadly shared the view that the 3R Directive has led to environmental advantages at a reasonable cost.
然而，由于难以准确量化ELV指令和3R指令的成本和收益，以及在两项立法之间进行定性收益分配，因此无法评估3R指令的成本效益。细节。这项有针对性的调查询问“自2005年通过以来，您认为3R指令所带来的经济和环境效益是否超过其实施成本？”大约16%的答复表示环境效益高，而10%的答复表示成本低。这表明利益相关者普遍认为3R指令以合理的成本带来了环境优势。
11.4.1.3Coherence 连贯性
Evaluation question 6: To what extent is the EU legislation on circularity in the automotive industry coherent?
评估问题6：欧盟关于汽车行业循环性的立法在多大程度上是一致的？
Overall conclusion: The 3R Directive was found to be internally coherent and coherent with the ELV Directive. The mirrored ‘3R requirements’ in both directives are seen as a strong element that ensures the coherence between the two texts, despite the differences in meaning of the two sets of requirements (potential rates at type approval vs. effective rates at end-of-life).
总体结论： 3R 指令被认为具有内部一致性，并且与 ELV 指令一致。两项指令中镜像的“3R 要求”被视为确保两个文本之间一致性的重要元素，尽管两组要求的含义存在差异（型式批准的潜在率与最终的有效率）生活）。
The 3R Directive was also found to remain coherent with the type-approval framework even though it is the last directive remaining that is a main legal text of the overall framework (the others being regulations) and despite some legal references needing an update to improve clarity.
3R 指令还被发现与型式批准框架保持一致，尽管它是最后一个指令，是整个框架的主要法律文本（其他指令是法规），并且尽管一些法律参考文件需要更新以提高清晰度。
Internal coherence of the 3R Directive and coherence with the ELV Directive
3R 指令的内部一致性以及与 ELV 指令的一致性
It could be argued that the 3R Directive was set up as a market oversight instrument to support the ELV Directive (i.e., waste legislation). However, from the interviews and workshop participants, specifically the EU Member State representatives’ workshop, it became clear that the 3R Directive is more often connected to the general type-approval legislation rather than to the ELV Directive, as usually, both are handled in the Member States in ministries of transport or finance. If expected by the regulator that in the future, the 3R Directive is a means to link the design and production of vehicles with their end-of-life stage, and that the 3R Directive shall contribute to the ELV Directive objectives and effectively ensure that vehicles put on the market are more circular, such intention is to be made more explicit in the 3R legal text and to be communicated to stakeholders.
可以说，3R 指令是作为支持 ELV 指令（即废物立法）的市场监督工具而设立的。然而，从访谈和研讨会参与者，特别是欧盟成员国代表的研讨会来看，很明显，3R 指令更多地与一般型式批准立法相关，而不是与 ELV 指令相关，因为通常两者都在成员国交通部或财政部。如果监管机构期望，未来3R指令是一种将车辆的设计和生产与其报废阶段联系起来的手段，并且3R指令将有助于实现ELV指令的目标，并有效确保车辆投放市场的产品更加可循环，这一意图将在3R法律文本中更加明确，并传达给利益相关者。
One of the elements that more strongly ensures the internal coherence of the 3R Directive and the coherence of the 3R Directive with the ELV directive is the mirrored ‘3R requirements’ in both Directives . In absence of improvements in the (potential) reusability, recyclability and recoverability of newly type-approved vehicles, it becomes difficult to meet the (effective) recovery, recycling and reuse targets down the line as the vehicles reach their end-of-life stage, although improvements in recycling and end-of-life treatment are also needed to increase those rates (and thereby the circularity of the vehicles in the scope of both directives).
更强有力地确保 3R 指令的内部一致性以及 3R 指令与 ELV 指令的一致性的要素之一是两个指令中镜像的“3R 要求” 。如果新获得型式认证的车辆的（潜在）可重复使用性、可回收性和可回收性没有得到改善，当车辆达到报废阶段时，就很难实现（有效）回收、再循环和再利用目标，尽管还需要改进回收和报废处理来提高这些比率（从而提高这两个指令范围内车辆的循环性）。
The scopes of ELV Directive and 3R Directive are similar but not identical. Both include M1 vehicles (passenger cars) and N1 vehicles (light-commercial vehicles). The ELV Directive includes three-wheel motor vehicles but excludes motor tricycles, both defined in the type-approval of two- or three-wheel vehicles and quadricycles . In terms of the exemptions, small series and multi-stage built vehicles are exempt from the 3R Directive but not from the ELV Directive. Special purpose vehicles are exempt from the 3R Directive too; however, they are in scope of ELV Directive (although exempt from Art. 7 provisions on the reuse, recycling and recovery rates, so that they do not enter the calculations for the overall 3R rates at end-of-life). There is no evidence that these minor differences in scope have had a detrimental effect on the achievement of the goals of either directive, especially considering how limited the exemptions are in terms of relative share of ELVs.
ELV指令和3R指令的范围相似但不完全相同。均包括M1车（乘用车）和N1车（轻型商用车）。 ELV 指令包括三轮机动车辆，但不包括机动三轮车，这两种车辆均在两轮或三轮车辆以及四轮车的型式核准中定义 。在豁免方面，小型和多阶段制造的车辆不受 3R 指令的约束，但不受 ELV 指令的约束。特殊用途车辆也不受 3R 指令的约束；然而，它们属于 ELV 指令的范围（尽管不受第 7 条有关再利用、再循环和回收率的规定的约束，因此它们不进入报废时的总体 3R 率的计算）。没有证据表明这些范围上的微小差异对任一指令目标的实现产生了不利影响，特别是考虑到豁免在 ELV 的相对份额方面是多么有限。
The questions of the evaluation refer to the future possible requirements and the future legislation to cover the hazardous substance requirements. For the moment, coherence in relation to the substance prohibitions is ensured as far as the legal text of 3R Directive makes a direct reference to ELV Directive Art. 4(2) for the hazardous substances. On the other hand, for the coding of plastic parts, there is no reference to ELV Directive Art. 8(1), but only to Commission Decision 2003/138/EC . Thus, coherence with any changes to ELV Directive Article 8(1), or new part coding standards introduced through other legislation adopted in line with ELV Directive Art. 8 would not be automatically ensured.
评估的问题涉及未来可能的要求以及未来涵盖有害物质要求的立法。目前，只要 3R 指令的法律文本直接引用 ELV 指令第 1 条，就可以确保与物质禁令相关的一致性。 4（2）有害物质。另一方面，对于塑料部件的编码，没有参考ELV指令艺术。 8(1)，但仅限于委员会决定 2003/138/EC 。因此，与 ELV 指令第 8(1) 条的任何变更或根据 ELV 指令第 1 条通过的其他立法引入的新零件编码标准保持一致。 8 不会自动得到保证。
The 3R Directive is also seen as coherent with the overall EU type-approval framework, even after the two overhauls that the framework has undergone since the time that the 3R Directive entered into force. Any future modifications to 3R type approvals should at least ensure an update of the legal references (from the old Directive 70/156/EEC to the current Regulation (EU) 2018/858 governing the type approval of and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles). The exemptions of the 3R Directive applicable to certain vehicles (special purpose vehicles, multi-stage built vehicles belonging to category N1 and vehicles produced in small series) are found to be consistent with the normal functioning of the type-approval framework.
3R 指令也被认为与整个欧盟型式批准框架保持一致，即使自 3R 指令生效以来该框架已经经历了两次彻底改革。未来对 3R 型式认证的任何修改应至少确保法律参考的更新（从旧指令 70/156/EEC 到现行法规 (EU) 2018/858，管理机动车辆及其市场的型式认证和市场监督）拖车以及用于此类车辆的系统、组件和单独的技术单元）。 3R 指令适用于某些车辆（特殊用途车辆、属于 N1 类的多阶段制造车辆和小批量生产的车辆）的豁免被认为与型式认证框架的正常运作一致。
Evaluation question 7: To what extent is the 3R Directive externally coherent with other EU legislation and policy developments?
评估问题 7： 3R 指令与其他欧盟立法和政策发展的外部一致性程度如何？
Overall conclusion: In terms of coherence with other EU waste legislation (notably the Waste Framework Directive ) and with other EU legislation aimed at promoting sustainability, such as REACH. The 3R Directive is also coherent with the broader objectives of the EU to promote sustainability and reduce waste, but further efforts are needed to increase circularity in the automotive sector and address the remaining challenges, especially those related to the electrification of road vehicles.
总体结论：与其他欧盟废物立法（特别是废物框架指令 ）以及旨在促进可持续性的其他欧盟立法（例如 REACH）的一致性。 3R指令也与欧盟促进可持续发展和减少浪费的更广泛目标相一致，但需要进一步努力提高汽车行业的循环性并解决剩余的挑战，特别是与道路车辆电气化相关的挑战。
Coherence with the Waste Framework Directive and REACH
与废物框架指令和 REACH 的一致性
The various levels of the waste hierarchy are being addressed in a different manner in the 3R Directive. Waste prevention and reuse are not being promoted through the 3R Directive. Also, the 3R Directive does not provide an incentive to improve recyclability with an increasing ambitious level, especially if the 3R targets are being achieved across most of the EU Member States. It is thus likely that the 3R Directive is not effective in ensuring that vehicles placed on the EU market increase in circularity, which would not be fully coherent with the aims of the Waste Framework Directive or with high-level political goals of the European Green Deal. It is estimated that current trends towards greater electrification of the vehicle fleet, or the increased use of new materials for vehicle construction (which, in turn, are motivated by policy initiatives under the European Green Deal) could contribute to make this situation worse.
3R 指令以不同的方式处理不同级别的废物。 3R 指令并未促进废物预防和再利用。此外，3R 指令并没有提供激励措施来提高可回收性，尤其是在大多数欧盟成员国都实现了 3R 目标的情况下。因此，3R 指令可能无法有效确保投放到欧盟市场的车辆增加循环性，这与废物框架指令的目标或欧洲绿色协议的高层政治目标不完全一致。据估计，目前车队进一步电气化的趋势，或车辆制造中新材料的使用增加（这反过来又受到欧洲绿色协议下政策举措的推动）可能会使情况变得更糟。
The key for ensuring that the 3R Directive is effectively addressing substance prohibitions is the direct cross-reference to Art. 4(2) in the ELV Directive. It should be possible to add the direct cross-reference to another legislation, e.g., REACH, if deemed necessary in the future. In the case of merging ELV Directive and 3R Directive and should hazardous substance provisions of the ELV Directive be moved to another legislation, (e.g., REACH), it might be relevant that the (dynamic) reference to the legislation where hazardous substance provisions will be regulated in the future is amended to ensure compliance is checked through the 3R approval process. Alternatively, any legislation addressing prohibitions for vehicles in the future would need to address how compliance is to be ensured or how the future 3R type-approval process works in relation to hazardous substance provisions.
确保 3R 指令有效解决物质禁令的关键是直接交叉引用第 1 条。 ELV 指令中的 4(2)。如果将来认为有必要，应该可以添加与其他立法（例如 REACH）的直接交叉引用。在合并 ELV 指令和 3R 指令的情况下，如果 ELV 指令的有害物质条款被移至另一项立法（例如 REACH），则对有害物质条款将被移至其他立法的（动态）参考可能是相关的。未来监管将进行修订，以确保通过 3R 审批流程检查合规性。或者，任何涉及未来车辆禁令的立法都需要解决如何确保合规性或未来 3R 型式审批流程如何与有害物质规定相关的问题。
Coherence with ISO 22628:2002 and UNECE
与 ISO 22628:2002 和 UNECE 保持一致
Looking at the wording of the targets, the ELV Directive refers to a reusable and/or recyclable and, secondly to a reusable and/or recoverable target. This is a different wording compared to the outcome of calculations according to the ISO 22628:2002 standard which is a “recyclability rate” and “recoverability rate.” However, these differences in framing, also in relation to reuse, are not perceived to result in any problems in the implementation, except for reuse not playing a role in the ISO calculations, as indicated by stakeholders.
从目标的措辞来看，ELV 指令指的是可重复使用和/或可回收的目标，其次是指可重复使用和/或可回收的目标。与根据 ISO 22628:2002 标准计算的“可回收率”和“可回收率”的结果相比，这是不同的措辞。然而，正如利益相关者所指出的，这些框架差异（也与重用有关）不会导致实施中出现任何问题，除非重用在 ISO 计算中没有发挥作用。
From the formulation of the targets of the 3R Directive, this can only be a potential or hypothetical recyclability and recoverability, since the various masses of materials included in the calculation are ‘considered recyclable for the purpose of the calculation’. In the ISO 22628:2002 standard, recyclability is a yes or no decision, while in practice, different recycling efficiencies are achieved for different materials. Hence, the rates calculated through the ISO 22628:2002 standard do not represent the final shares of what is effectively recycled. But, from how the ELV Directive requirement is formulated, and given that no further discrepancy between the wordings of Art. 7 of the ELV Directive, 3R Directive and ISO 22628:2002 could be identified, it is concluded that the standard is coherent with the objectives of the 3R Directive.
从3R指令目标的制定来看，这只能是潜在的或假设的可回收性和可回收性，因为计算中包含的各种材料质量“出于计算的目的被认为是可回收的”。在ISO 22628:2002标准中，可回收性是一个是或否的决定，而在实践中，不同的材料会实现不同的回收效率。因此，通过 ISO 22628:2002 标准计算的比率并不代表有效回收的最终份额。但是，从 ELV 指令要求的制定方式来看，并且考虑到 Art 的措辞之间没有进一步的差异。 ELV 指令第 7 条、3R 指令和 ISO 22628:2002 可以被识别，结论是该标准与 3R 指令的目标一致。
However, a minor point was identified, where coherence between ISO standard and EU legislation (ELV Directive & 3R Directive) was not ensured: In relation to the assessment of dismantled component parts to be considered reusable or recyclable, (a) accessibility, fastening and dismantling technology shall be assessed in relation to the dismantlability, (b) safety and environmental hazards shall be assessed in relation to reuse, and (c) material composition and proven recycling technology shall be assessed in relation to recyclability (requested in step 2 in the ISO calculation). Interviewees were asked how the classification of component parts into reusable parts and recyclable parts is done. One vehicle manufacturer answered that “the reusability of vehicle components is usually possible for all components unless they are explicitly excluded by law, or they are wearing parts. Which vehicle components are reused in practice depends on the requirements over the life of a vehicle. This cannot be foreseen by the vehicle manufacturer.” This suggests that the assessment of dismantled components to be considered reusable or recyclable according to the three criteria mentioned is of no particular importance for manufacturers in the compilation of the 3R type approval.
然而，我们发现了一个小问题，即无法确保 ISO 标准与欧盟立法（ELV 指令和 3R 指令）之间的一致性：关于评估拆卸零部件是否可重复使用或可回收，(a) 可接近性、紧固和应根据可拆卸性评估拆卸技术，(b) 应根据再利用评估安全和环境危害，以及 (c) 应根据可回收性评估材料成分和经过验证的回收技术（在 ISO 计算的步骤 2 中要求）。受访者被问及如何将零部件分类为可重复使用部件和可回收部件。一位汽车制造商回答说，“车辆部件的可重复使用通常对所有部件都是可能的，除非法律明确排除它们，或者它们是易损件。在实践中重复使用哪些车辆部件取决于车辆整个生命周期的要求。这是汽车制造商无法预见的。”这表明，根据上述三个标准评估拆卸部件是否可重复使用或可回收，对于制造商编制 3R 型式认证来说并不特别重要。
The stakeholder consultation also addressed the importance of coherence between the 3R Directive and UNECE Regulation No. 133 (used for international type approvals beyond the EU) in the workshop, explaining that it also made the process more efficient for vehicle manufacturers, i.e., as they did not need to perform the type-approval process multiple times for the same vehicle type in different world regions. The evaluation questions asked whether it is ensured that vehicles placed on the market following a type approval under UNECE Regulation No. 133 also comply with the relevant provisions that are required for vehicles that are type approved based on the 3R Directive, and vice versa.
利益相关者磋商还在研讨会上讨论了 3R 指令和 UNECE 第 133 号法规（用于欧盟以外的国际型式批准）之间一致性的重要性，并解释说这也使汽车制造商的流程更加高效，即，因为他们不需要在世界不同地区对同一车型多次执行型式核准流程。评估问题询问是否确保根据 UNECE 第 133 号法规获得型式批准后投放市场的车辆也符合根据 3R 指令进行型式批准的车辆所需的相关规定，反之亦然。
Minor deviations in the criteria for the selection of the worst-case vehicle were found. Another aspect is, that the definition of recovery in the UNECE Regulation No. 133 differs from that included in the 3R Directive and ELV Directive. The latter refers to a list of recovery processes agreed under the Waste Framework Directive. Hence, the definition in ELV Directive is more detailed than the UNECE Regulation No. 133 definition. However, it was neither mentioned by stakeholders nor were there any other indications that pointed out or concluded that this discrepancy between the definitions was problematic. As the 3R Directive has been the main source for the UNECE regulation, and given that there are only slight differences that are not substantial to the objectives and main provisions, it is assumed that the 3R Directive is coherent with the UNECE Regulation No. 133. A stakeholder reported that his company was applying for type approvals under the UNECE regulation.
发现最坏情况车辆的选择标准存在微小偏差。另一方面，UNECE第133号法规中回收的定义与3R指令和ELV指令中的定义不同。后者是指根据废物框架指令商定的回收流程列表。因此，ELV指令中的定义比UNECE第133号法规的定义更为详细。然而，利益相关者既没有提到这一点，也没有任何其他迹象表明或得出结论，定义之间的这种差异是有问题的。由于 3R 指令一直是 UNECE 法规的主要来源，并且考虑到目标和主要条款仅存在细微差别，并不具有实质性，因此假定 3R 指令与 UNECE 第 133 号法规一致。一位利益相关者报告说，他的公司正在根据 UNECE 法规申请型式批准。
11.4.211.4.2 How did the EU intervention make a difference and to whom?
11.4.2 欧盟的干预如何产生影响以及对谁产生影响？
Evaluation question 8: What is the added value resulting from having a 3R Directive at EU level?
评估问题 8：欧盟层面 3R 指令带来的附加值是什么？
Overall conclusion: The 3R Directive is deemed to have created EU added value throughout the years it has been in force, with positive impacts in the automotive sector and in the completion of the EU Single Market. The 3R Directive was also successfully turned into an international UNECE Regulation supporting global harmonisation of type approvals.
总体结论： 3R指令被认为创造了欧盟附加值 多年来，它一直有效，对汽车行业和欧盟单一市场的完成产生了积极影响。 3R 指令还成功转变为支持全球统一型式认证的国际 UNECE 法规。
11.4.2.1EU added value 欧盟附加值
The examination of EU added value of the 3R Directive assesses the benefits of developing legislation at EU level, compared to individual action by Member States through the development of their own comparable legislation, or through other combined international efforts, like those of the United Nations Economic Commission for Europe (UNECE). The following analysis is of qualitative nature, having used inputs from stakeholders and previous experience from the type-approval legislation.
对 3R 指令的欧盟附加值的审查评估了在欧盟层面制定立法的好处，与成员国通过制定自己的类似立法或通过其他联合国际努力（如联合国经济合作组织的努力）采取的单独行动相比。欧洲委员会（UNECE）。以下分析是定性分析，利用了利益相关者的意见和以往型式批准立法的经验。
When asked ‘In your view, does it make sense to move away from a type-approval Directive on vehicle reusability, recyclability & recoverability to a type-approval regulation on vehicle reusability, recyclability & recoverability?’, 60% of the stakeholders agreed with this thesis. This clear result assumes that the relevant actors acknowledge the added value of regulating 3R on the EU level, by asking for even more EU intervention. As such, the EU should consider expanding its current 3R Directive into a Regulation, while respecting the principle of subsidiarity in accordance with EU law.
当被问到“在您看来，从关于车辆可重复使用性、可回收性和可回收性的型式核准指令转向关于车辆可重复使用性、可回收性和可回收性的型式核准法规是否有意义？”时，60% 的利益相关者同意这篇论文。这一明确的结果假设相关行为者承认在欧盟层面监管 3R 的附加价值，并要求欧盟进行更多干预。因此，欧盟应考虑将其现行的 3R 指令扩展为法规，同时根据欧盟法律尊重辅助性原则。
The evaluation of ELV Directive already pointed out the advantages of having these issues regulated at EU level, rather than the Member States’ individual national level. Given that the environmental impact of the automotive industry (i.e., pollution, non-recyclable waste, etc.) is affecting all Member States, it was deemed important to prioritise EU legislation supporting the completion of the EU Single Market and to prevent that diverging national regulations emerge.
ELV指令的评估已经指出了在欧盟层面而不是成员国各自国家层面监管这些问题的优势。鉴于汽车工业的环境影响（即污染、不可回收废物等）正在影响所有成员国，因此优先考虑欧盟立法以支持欧盟单一市场的完善并防止各国的分歧非常重要。法规出现。
This is even more so the case for the 3R Directive, considering that the vehicles manufactured in the EU are also sold, transported and disposed of across the Union. Thus, harmonised and coherent regulations concerning the type-approval of vehicles with regard to their reusability, recyclability and recoverability on the EU level are of utter importance for the effective protection of the environment and the functioning of the Single Market.
考虑到欧盟制造的车辆也在欧盟范围内销售、运输和处置，3R 指令的情况更是如此。因此，欧盟层面关于车辆可重复使用性、可回收性和可回收性的型式认证的协调一致的法规对于有效保护环境和单一市场的运作至关重要。
EU added value of 3R Directive compared to action at national level
与国家层面的行动相比，欧盟 3R 指令的附加值
During the stakeholder workshop, participants were asked ‘How high do you estimate the added value of having EU harmonised rules for vehicles reusability, recyclability and recoverability, compared to what could have been achieved at merely national level?’ 50% answered that the added value is significantly higher and 38% stated it is somewhat higher. These results underline that stakeholders recognise the need and the advantages of having coherent regulations on the EU level. This is supported by the increased numbers of manufactured vehicles that are made of recoverable, recyclable and/or reusable materials in Member States that are significant actors in the automotive industry (e.g., France, Germany).
在利益相关者研讨会上，与会者被问及“与仅在国家层面实现的目标相比，您认为欧盟统一车辆可重复使用性、可回收性和可回收性规则的附加值有多少？” 50% 的人回答说附加值明显更高，38% 的人说附加值略高。这些结果强调利益相关者认识到在欧盟层面制定一致法规的必要性和优势。这是由作为汽车行业重要参与者的成员国（例如法国、德国）使用可回收、可循环和/或可重复使用材料制造的车辆数量的增加所支持的。
The ELV Directive evaluation had also shown previously that the recorded numbers of ELVs across Member States had also increased after the introduction of the ELV Directive, also confirming that EU level regulations in the domain of sustainability of the automotive sector offer a significant added value compared to individual national actions. As already stated, given the cross-border nature of road transport, vehicle manufacturing and air pollution, EU directives in this sector promote the functioning of a sustainable EU internal market.
ELV指令评估此前还显示，引入ELV指令后，各成员国记录的ELV数量也有所增加，这也证实了与欧盟相比，欧盟在汽车行业可持续发展领域的监管水平提供了显着的附加值。个别国家行动。如前所述，鉴于道路运输、车辆制造和空气污染的跨境性质，欧盟在该领域的指令促进了可持续欧盟内部市场的运作。
The development and governing of reusability, recyclability and recoverability standard for the automotive sector at EU level is key to prevent harm to the functioning of the Internal Market. While local or national initiatives could in theory replace EU action, they would also create considerable obstacles for automotive industry to enter national markets, as numerous standards are expected to arise. This shows that national action poses great risks for the internal market.
欧盟层面汽车行业可重复使用性、可回收性和可回收性标准的制定和管理是防止内部市场运作受到损害的关键。虽然地方或国家举措理论上可以取代欧盟的行动，但它们也会为汽车行业进入国内市场造成相当大的障碍，因为预计会出现大量标准。这表明国家行动给内部市场带来了巨大风险。
EU added value of 3R Directive compared to action at international level
与国际层面的行动相比，欧盟 3R 指令的附加值
A different approach to action at EU level usually entails action at the international level; i.e., via the UNECE World Forum for Harmonization of Vehicle Regulations. The UNECE intends to establish “global” harmonisation of certain technical regulations, with mutual recognition of type approvals amongst its agreements’ signatories, which include all 27 EU Member States. UNECE regulations are legally binding for its signatories, who must transpose the UNECE provisions to their national legal framework.
欧盟层面采取不同的行动方法通常需要在国际层面采取行动；即通过联合国欧洲经委会车辆法规协调世界论坛。 UNECE 打算建立某些技术法规的“全球”协调，并在其协议签署国（包括所有 27 个欧盟成员国）之间相互承认型式核准。 UNECE 法规对其签署方具有法律约束力，签署方必须将 UNECE 条款纳入其国家法律框架。
In relation to the type-approval of vehicles with regard to their reusability, recyclability and recoverability, the UNECE adopted a very similar regulation to the 3R Directive, namely UNECE Regulation No. 133 (Uniform provisions concerning the approval of motor vehicles with regard to their reusability, recyclability and recoverability), which entered into force in 2014. Therefore, the EU is a driving force behind various measures taken by the UNECE, especially regarding more environmentally friendly and sustainable actions, including established regulations No. 49 and No. 83, which aligned with the EU’s Euro VI and Euro 6. The adoption of a global 3R a few years after the 3R Directive was put in place, confirms the EU’s role as a source of global standards.
关于车辆可重复使用性、可回收性和可回收性的型式认证，UNECE 采用了与 3R 指令非常相似的规定，即 UNECE 第 133 号规定（关于机动车辆批准的统一规定）可重复使用性、可回收性和可回收性），于 2014 年生效。因此，欧盟是 UNECE 采取的各种措施背后的推动力量，特别是在更加环保和可持续方面行动，包括既定法规第 49 号和第 83 号，这些法规与欧盟的欧六和欧六保持一致。3R 指令实施几年后，全球 3R 的采用确认了欧盟作为全球标准。
During the stakeholder workshop, participants were asked ‘How high do you estimate the added value of having EU harmonised rules for vehicle reusability, recyclability and recoverability, compared to what could have been achieved at merely national level?’ From 34 stakeholders that answered, 30 agreed that the harmonised rules have a higher or somewhat higher added value than national legislation (others did not know). In another instance, participants were asked a question regarding equivalence with UNECE legislation: ‘For the purpose of obtaining an EU Whole Vehicle Type Approval, a certificate in accordance with UNECE Regulation No. 133 is accepted as alternative to the 3R Directive. How important is it to keep such equivalence with UNECE legislation and why?’ The stakeholders that replied to this statement made clear that there is a need to maintain this equivalence with UNECE legislation, mostly because of the global nature of the automotive industry considering the role of export/import of vehicles. They especially mentioned that there are European countries that are signatories to the UNECE without being EU Member States, making harmonised regulations even more important. While the respondents emphasized the importance of continued global harmonisation, many underlined the need for the EU to lead regarding 3R type approval legislation and ‘disregard any negative influences from the UNECE’, which might slow down progress and effectiveness.
在利益相关者研讨会上，与会者被问及“与仅在国家层面实现的目标相比，您认为欧盟统一车辆可重复使用性、可回收性和可回收性规则的附加值有多少？”在 34 名做出答复的利益相关者中，有 30 人一致认为统一规则比国家立法具有更高或更高的附加值（其他人不知道）。在另一个例子中，参与者被问及与 UNECE 立法等效的问题：“为了获得欧盟整车型式批准，根据 UNECE 第 133 号法规的证书被接受作为 3R 指令的替代。”保持与联合国欧洲经济委员会立法的等同性有多重要？为什么？回复该声明的利益相关者明确表示，有必要保持与欧洲经委会立法的等同性，主要是因为考虑到汽车进出口的作用，汽车行业的全球性。他们特别提到，有些欧洲国家是UNECE的签署国，但不是欧盟成员国，这使得统一的法规变得更加重要。虽然受访者强调持续全球协调的重要性，但许多人强调欧盟需要在 3R 型式批准立法方面发挥领导作用，并“忽视来自 UNECE 的任何负面影响”，因为这可能会减缓进展和有效性。
As such, it can be assumed that, in the absence of EU level action, (minimum) standards on type-approval of vehicles regarding their reusability, recyclability and recoverability under the auspices of UNECE would only be promoted by like-minded and similarly developed countries (e.g., EU Member States and third countries) promoting similarly advanced requirements. Nonetheless, the level of stringency adopted would most probably be the lowest common denominator necessary to satisfy UNECE contracting parties that would take more time to adopt and implement the established regulations.
因此，可以假设，在没有欧盟层面行动的情况下，在 UNECE 的支持下，关于车辆可重复使用性、可回收性和可回收性的车辆型式核准（最低）标准只能由志同道合和类似开发的组织来推广国家（例如，欧盟成员国和第三国）提倡类似的高级要求。尽管如此，所采用的严格程度很可能是满足 UNECE 缔约方需要的最低共同标准，因为 UNECE 缔约方需要更多时间来通过和实施既定法规。
11.4.311.4.3 Is the intervention still relevant?
11.4.3 干预仍然有意义吗？
Evaluation question 9: To what extent do the 3R objectives correspond to the current needs?
评估问题9： 3R目标在多大程度上符合当前需求？
Overall conclusion: The 3R rates are currently being met by vehicles at type approval without significant problems. At the same time, the corresponding 3R rates at the end-of-life stage are largely being fulfilled by EU Member States, but this could change if the material composition of vehicle changes over time (e.g., through the introduction of new, lightweight materials).
总体结论：目前车辆在型式核准中符合 3R 等级，没有出现重大问题。与此同时，报废阶段相应的 3R 率大部分由欧盟成员国履行，但如果车辆的材料成分随着时间的推移而发生变化（例如，通过引入新的轻质材料），情况可能会发生变化）。
Current relevance of designing vehicles for reusability, recyclability and recoverability
当前车辆设计的可重复使用性、可回收性和可回收性的相关性
The 3R Directive does not provide an incentive to improve recyclability with an increasing ambitious level, provided the 3R rates are met at type approval (and, albeit indirectly, as long as the 3R targets are being attained across most of the Member States). As for future provisions on circularity, the level of effectiveness will depend on whether the future provisions fine-tune or amend those that are already being covered with lower ambition today, e.g., amendments of the 3R targets or adding new materials to be coded.
3R 指令并没有提供激励措施，以不断提高的雄心勃勃的水平来提高可回收性，前提是在型式批准时满足 3R 率（并且，尽管是间接的，只要大多数成员国都实现了 3R 目标）。至于未来有关循环性的规定，其有效性水平将取决于未来的规定是否对目前已经涵盖的目标较低的规定进行微调或修改，例如修改3R目标或添加新的编码材料。
As it stands today, the 3R Directive does not sufficiently differentiate between non-recyclable and recyclable materials if technologies are available at the laboratory stage of development and above (i.e., only a low level of development of recycling technologies for the material is required for it to qualify as fully recyclable). In practice, this allows vehicles making use of high volumes of non-recyclable to be placed on the market in some cases, such as carbon-fibre-reinforced plastics (CFRPs) which is increasingly used in vehicles to reduce their weight. For example, BMW placed the first units of the i3 model on the market in 2013, using carbon fibres as a main material for the vehicle body instead of metal to reduce the weight of the vehicle and achieve better efficiency. Based on interviews with waste management operators, capacities for the recycling of this material are still not available for ELV waste management, resulting in a large share of the vehicle weight not being recycled.
就目前情况而言，如果技术处于实验室开发阶段及以上阶段（即只需要低水平的材料回收技术开发），3R 指令就无法充分区分不可回收材料和可回收材料符合完全可回收的条件）。实际上，在某些情况下，这使得使用大量不可回收材料的车辆可以投放市场，例如越来越多地在车辆中使用碳纤维增强塑料（CFRP）以减轻重量。例如，宝马于2013年向市场投放了第一批i3车型，采用碳纤维作为车身主要材料而不是金属，以减轻车辆重量并实现更好的效率。根据对废物管理运营商的采访，ELV废物管理仍然不具备这种材料的回收能力，导致车辆重量的很大一部分没有得到回收。
Considering that most vehicles sold today do not use CFRPs in significant quantities and yet the 85% reuse and recycling target is not significantly over-achieved, with the trend towards lightweight materials, this could affect the achievability of the 3R targets in the mid-term (as these vehicles are increasingly produced and become progressively more relevant in the ELV waste stream). On the other hand, an increase in use of a non-recyclable material in the vehicle fleet could be sufficient in some cases for recycling capacities to develop over time, having a positive effect on the 3R rates at the end-of-life over time. Should any requirements be introduced in relation to non-recyclables (e.g., obligatory dismantling) it would be beneficial for them to be addressed under 3R Directive to at least ensure that the use and localisation of such materials is communicated to waste operators to ensure the application of appropriate treatment technologies.
考虑到目前销售的大多数车辆并未大量使用碳纤维复合材料，但 85% 的再利用和回收目标并未显着超额实现，随着轻量化材料的发展趋势，这可能会影响中期 3R 目标的实现（随着这些车辆的产量不断增加，并且在 ELV 废物流中变得越来越重要）。另一方面，在某些情况下，增加车队中不可回收材料的使用可能足以随着时间的推移而发展回收能力，随着时间的推移，对报废时的 3R 率产生积极影响。如果引入与不可回收物相关的任何要求（例如，强制拆除），那么根据 3R 指令解决这些要求将是有益的，至少确保将此类材料的使用和本地化情况传达给废物运营商，以确保应用适当的处理技术。
Although it has been shown throughout this evaluation that the 3R Directive has been less successful in promoting the reusability of vehicle parts, there is no evidence that the list of parts that are explicitly excluded from reuse has lost relevance.
尽管整个评估过程表明，3R 指令在促进车辆零部件的可重复使用性方面不太成功，但没有证据表明明确排除重复使用的零部件列表已经失去了相关性。
Evaluation question 10: To what extent can the 3R Directive cover new challenges linked to the transformation of the automotive industry?
评估问题10： 3R指令能够在多大程度上应对与汽车行业转型相关的新挑战？
Overall conclusion: The transformation of the automotive industry will bring about challenges to the 3R Directive. The increase of vehicles with electrified powertrains on EU roads will pose challenges at their end-of-life (because electric vehicle batteries are difficult to recycle, and there are potential safety risks associated with their disposal, and recycling infrastructure is at present limited) but also at the design and production stages. Compared to their conventional counterparts from about two decades ago, today’s electric vehicles contain an increasingly complex mix of materials that includes electronic components and increasing amounts of electronic components that lower the recyclability of new vehicles as currently evaluated under the 3R Directive. In some cases, parts may be software-locked by the vehicle manufacturer for security reasons, which further limits reuse.
总体结论：汽车行业的转型将对3R指令带来挑战。欧盟道路上电动动力总成车辆的增加将在其报废时带来挑战（因为电动汽车电池难以回收，其处置存在潜在的安全风险，而且目前回收基础设施有限），但也在设计和生产阶段。与大约二十年前的传统同类产品相比，当今的电动汽车包含越来越复杂的材料组合，其中包括电子元件，并且电子元件的数量不断增加，从而降低了目前根据 3R 指令评估的新车的可回收性。在某些情况下，出于安全原因，车辆制造商可能会对零件进行软件锁定，这进一步限制了重复使用。
On the other hand, many vehicle manufacturers are already making efforts to increase the circularity of products by applying novel design solutions and standardisation of materials or exploring modular solutions to component design that facilitate disassembly and increase vehicle repairability. Other manufacturers are increasingly becoming involved in directly managing the end-of-life phase of their products (with a special focus on electric vehicle batteries and other electric powertrain components, which contain valuable materials). These efforts are currently not rewarded by the 3R Directive, which does not cover circularity aspects beyond the simple calculation of the 3R rates.
另一方面，许多汽车制造商已经在努力通过应用新颖的设计解决方案和材料标准化或探索组件设计的模块化解决方案来提高产品的循环性，以方便拆卸并提高车辆的可修复性。其他制造商越来越多地参与直接管理其产品的生命周期结束阶段（特别关注电动汽车电池和其他电动动力系统组件，其中包含有价值的材料）。这些努力目前没有得到 3R 指令的奖励，该指令不涵盖除 3R 率的简单计算之外的循环方面。
During the evaluation of the ELV Directive, more than 50% of the consulted stakeholders noted that the increased use of electrified vehicles will increase waste management costs for ELVs. It is thought that dismantling may temporarily become less profitable as costs for storage, equipment, safety (e.g., against fires from lithium-ion batteries) and transportation may increase. The new Regulation on Batteries is expected to improve circularity in the design of batteries of EVs. The articulation with the ELV Directive and the 3R Directive will be important. In addition to the batteries, ELVs from EVs contain very costly components such as electric motors, which may generate income for the dismantlers. Rare earth elements, which are used for permanent magnets in EVs (average weight of 1-2 kg of permanent magnets per electric vehicle), platinum group metals for catalytic converters (77% use share in automotive catalysts) and precious metals from electric and electronic systems in vehicles are also increasingly found in new vehicles. However, dismantlers are not currently experienced with such components and the markets for them is not yet developed.
在评估ELV指令期间，超过50%的受访利益相关者指出，电动汽车使用的增加将增加ELV的废物管理成本。人们认为，由于储存、设备、安全（例如，防止锂离子电池起火）和运输成本可能增加，拆解的利润可能会暂时降低。新的电池法规预计将改善电动汽车电池设计的循环性。与 ELV 指令和 3R 指令的衔接非常重要。除了电池之外，电动汽车的报废汽车还包含非常昂贵的部件，例如电动机，这可能会为拆解商带来收入。稀土元素，用于电动汽车中的永磁体（每辆电动汽车永磁体的平均重量为 1-2 千克）、用于催化转换器的铂族金属（汽车催化剂中使用份额为 77%）以及来自电气和电子的贵金属车辆中的系统也越来越多地出现在新车中。然而，拆解商目前对此类部件缺乏经验，其市场也尚未开发。
The circularity challenges associated to the electrification of vehicles is not limited to the end-of-life stage. Compared to the conventional vehicles that were produced at the start of the evaluation period, todays’ vehicles are made up of an increasingly complex mix of materials that includes electronic components and increasing amounts of electronic components that could lower the recyclability of new vehicles as currently evaluated under the 3R Directive, potentially to a point where compliance with 3R rates becomes challenging for new types being brought on the EU market.
与车辆电气化相关的循环挑战不仅限于报废阶段。与评估期开始时生产的传统车辆相比，当今的车辆由越来越复杂的材料组合制成，其中包括电子元件，并且电子元件的数量不断增加，这可能会降低目前评估的新车的可回收性根据 3R 指令，对于进入欧盟市场的新类型来说，遵守 3R 费率可能会变得具有挑战性。
Also in the context of the evaluation of the ELV Directive, ATFs referred to the phenomenon of software-locked components or assemblies (e.g., window wiper motors, inverters, navigation systems, and others) which require a proprietary software key to be installed in a new vehicle after removal. This may be an obstacle for reuse as a component removed without the key will not be reusable and the necessary software key does not have to be provided for free. This is understood to particularly affect establishments that work with multiple vehicle models and brands and that do not have contracts with specific OEMs. Vehicle manufacturers on the other side claim that the locks are of importance for the safety of vehicles, anti-theft and data security.
此外，在 ELV 指令评估的背景下，ATF 还提到了软件锁定组件或组件（例如，车窗刮水器电机、逆变器、导航系统等）的现象，这些组件或组件需要将专有软件密钥安装在拆除后的新车。这可能会成为重用的障碍，因为在没有密钥的情况下移除的组件将无法重用，并且不必免费提供必要的软件密钥。据了解，这尤其影响与多种车型和品牌合作且未与特定原始设备制造商签订合同的企业。另一方的汽车制造商则声称，锁对于车辆安全、防盗和数据安全具有重要意义。
On the other hand, some vehicle manufacturers are already making efforts to introduce more circularity into their products and services. For example, Renault tries to integrate more circularity through using “recycled and recoverable materials” such as recycled textiles in the battery-electric Renault ZOE. They also consider how certain vehicle components could be used for other purposes, such as in the case of second life for batteries. Renault also refers to reconditioning of parts (or remanufacturing) to allow their use when repairing other vehicles. With a look to the future, BMW has set an aim to build a recycled electric car by 2040, referring not only to its composition from recycled materials but also to its being emission free. Whereas BMW states that its new cars are currently made with close to 30% recycled materials, the new circular-based approach should increase this to 50% recycled content .
另一方面，一些汽车制造商已经在努力在其产品和服务中引入更多的循环性。例如，雷诺试图通过在电池电动雷诺 ZOE 中使用“可回收和可回收材料”（例如可回收纺织品）来整合更多的循环性。他们还考虑如何将某些车辆部件用于其他目的，例如电池的第二次生命。 雷诺还指零件翻新（或再制造），以便在修理其他车辆时使用它们。着眼于未来，宝马设定了到 2040 年制造回收电动汽车的目标，不仅指其由回收材料制成，而且还指其零排放。尽管宝马表示其新车目前使用近 30% 的回收材料制成，但新的基于循环的方法应将回收材料的比例增加到 50% 。
11.5What are the conclusions and lessons learned?
结论和教训是什么？
11.5.111.5.1 Conclusions
11.5.1 结论
To minimise the environmental impact of vehicles as they reach their end-of-life stage, vehicle manufacturers should take incorporate waste minimisation into vehicle design considerations. The 3R Directive lays down administrative and technical rules to ensure that the parts and materials of vehicles under its scope may be reused, recycled and recovered as much as possible. It makes sure that the reused components do not cause any safety or environmental risks.
为了最大限度地减少车辆报废时对环境的影响，汽车制造商应将废物最小化纳入车辆设计考虑因素中。 3R指令制定了行政和技术规则，以确保其范围内的车辆零部件和材料可以尽可能地重复使用、回收和回收。它确保重复使用的组件不会造成任何安全或环境风险。
The 3R Directive therefore establishes the link between the design and production stages of certain road vehicles and their end-of-life treatment by setting type-approval requirements for these vehicles regarding their reusability, recyclability and recoverability. The 3R Directive applies to new models and models already being produced of vehicles belonging to the M1 (passenger cars), and N1 (light commercial vehicles, i.e., vans) categories. The legislation does not apply to special purpose vehicles (such as armoured cars and ambulances), to vehicles produced in multiple stages or vehicles produced in small series.
因此，3R 指令通过为这些车辆设定有关其可重复使用性、可回收性和可回收性的型式核准要求，在某些道路车辆的设计和生产阶段及其报废处理之间建立了联系。 3R指令适用于M1（乘用车）和N1（轻型商用车，即货车）类别车辆的新车型和已生产车型。该立法不适用于特殊用途车辆（例如装甲车和救护车）、多阶段生产的车辆或小批量生产的车辆。
According to the 3R Directive, new vehicles may only be sold in the EU if they may be reused and/or recycled to a minimum of 85% by mass or reused and/or recovered to a minimum of 95 % by mass. The reusability, recyclability and recoverability rates (the so-called 3R rates) are calculated using a dedicated international standard (ISO 22628:2002 Road Vehicles – Recyclability and recoverability – Calculation method) which provides a simplified methodology for the estimation of the recyclability and recoverability of the vehicle as a whole according to the mass and material composition of its constituent parts. For a material to qualify as recyclable under the ISO 22628:2002 calculation, only a low level of development of existing recycling technology is required. Therefore, the ISO 22628:2002 calculation yields optimistic (potential) recyclability rates, which are difficult to be effectively achieved at the end-of-life stage of the vehicles.
根据 3R 指令，新车只有在可重复使用和/或回收至至少 85%（按质量计）或再利用和/或回收至至少 95%（按质量计）的情况下才可在欧盟销售。可再利用性、可回收性和可回收性率（即所谓的 3R 率）是使用专用国际标准（ISO 22628:2002 道路车辆 – 可回收性和可回收性 – 计算方法）计算的，该标准为估计可回收性和可回收性提供了简化的方法根据其组成部分的质量和材料成分对车辆作为一个整体进行评估。对于符合 ISO 22628:2002 计算标准的可回收材料，只需对现有回收技术进行低水平的开发即可。因此，ISO 22628:2002 的计算得出了乐观的（潜在的）可回收率，但在车辆报废阶段很难有效实现这一目标。
Beyond the 3R rates, the 3R Directive requires manufacturers to have strategies in place to properly manage the reusability, recyclability and recoverability requirements of the legislation. If national authorities consider these strategies satisfactory, the manufacturer receives a certificate of compliance, which is valid for at least two years. This is an additional instrument of the 3R Directive meant to ensure circularity of vehicles. Although the consultation process confirmed that the strategies of the vehicles manufacturers are checked and approved by type-approval authorities, in practice this strategy does not go beyond commitments to certain strategic goals of the company and is not specific to the vehicles to be type-approved. The usefulness of the dismantling strategy, and whether its current implementation effectively contributes to the goals of the 3R and ELV Directives is unclear.
除了 3R 率之外，3R 指令还要求制造商制定适当的策略来正确管理立法的可重复使用性、可回收性和可回收性要求。如果国家当局认为这些策略令人满意，制造商将收到合格证书，该证书的有效期至少为两年。这是 3R 指令的附加文书，旨在确保车辆的循环性。尽管咨询过程确认车辆制造商的策略已得到型式核准机构的检查和批准，但实际上，该策略并未超出对公司某些战略目标的承诺，也并非特定于要进行型式核准的车辆。 。拆除策略的有用性以及其当前的实施是否有效有助于实现 3R 和 ELV 指令的目标尚不清楚。
The 3R Directive limits the reuse of certain component parts, such as airbags, seat belts and steering locks since they could present safety and environmental risks. Hazardous substance and plastic coding provisions are specifically part of the checks to be performed by the competent body.
3R 指令限制某些零部件的重复使用，例如安全气囊、安全带和转向锁，因为它们可能会带来安全和环境风险。有害物质和塑料编码规定是主管机构执行检查的具体组成部分。
Interaction between the 3R Directive and the ELV Directive
3R 指令与 ELV 指令之间的相互作用
The 3R Directive was adopted with the aim to ensure coherence between the type-approval procedures on one side and the obligations contained under the ELV Directive on the other side. The latter contains rules on the collection, treatment and recovery of end-of-life vehicles and their components, as well as restrictions on hazardous substances in new vehicles which mirror the requirements of the former. Although the nominal values of the 3R rates of both directives are the same (85% for reuse (reusability) and/or recycling (recyclability) and 95% reuse (reusability) and/or recovery (recoverability) and sometimes used interchangeably, the targets have distinct meanings and carry different consequences for authorities and economic operators. Whereas the requirements of the 3R Directive are on reusability, recyclability and recoverability (i.e., on circularity potential of vehicles as evaluated at the design and production stages), ELV Directive 3R requirements are on recycling, reuse and recovery rates (i.e., on effective treatment rates at the end-of-life stage). Moreover, the requirements apply to different actors (3R Directive requirements apply to vehicle manufacturers, ELV Directive requirements apply to Member States) and at various levels (the 3R Directive operates at the vehicle type level, ant the ELV Directive looks at aggregated annual level for the ‘average vehicle’, i.e., for the flow of end-of-life vehicles, with no recycling rate targets applying specifically to vehicle types or vehicle manufacturers).
采用 3R 指令的目的是确保一方面的型式核准程序与另一方面的 ELV 指令所包含的义务之间的一致性。后者包含关于报废车辆及其零部件的收集、处理和回收的规则，以及对新车中有害物质的限制，这些规则反映了前者的要求。尽管两个指令的 3R 率标称值相同（85% 为再利用（可重用性）和/或回收（可回收性），95% 为再利用（可再用性）和/或回收（可回收性），有时可以互换使用，但目标3R 指令的要求是关于可重复使用性、可回收性和可回收性（即在设计和评估时评估车辆的循环潜力）。 ELV 指令 3R 要求涉及回收、再利用和回收率（即报废阶段的有效处理率）。此外，这些要求适用于不同的参与者（3R 指令要求适用于车辆制造商、 ELV 指令要求适用于成员国）和各个级别（3R 指令在车辆类型级别运行，ELV 指令着眼于“平均车辆”的年度汇总水平，即报废流量车辆，没有专门针对车辆类型或车辆制造商的回收率目标）。
Effectiveness 效力
The 3R Directive has been effective in ensuring that the recyclability, reusability and recoverability rates of vehicles under its scope mirror the requirements of the ELV Directive on vehicle recycling, reuse and recovery at end of life. Looking at the historic data on achievement of the 3R rates by EU Member States at end-of-life stage, a positive trend is observed throughout the years of application of both Directives, although it is not possible to isolate the effect of the 3R Directive form these data. The increases in recyclability and recoverability as reported (in aggregate manner) at the end-of-life stage came about in a gradual way. This is to be expected, considering that the effect of 3R Directive provisions on ELV Directive targets is mediated by the useful life of vehicle types and the (variable) rate at which vehicles reach the end of life.
3R指令有效地确保了其范围内车辆的可回收性、可重复使用性和可回收率，反映了ELV指令对车辆回收、再利用和报废时回收的要求。纵观欧盟成员国在报废阶段实现 3R 率的历史数据，尽管无法孤立 3R 指令的影响，但在这两项指令的应用过程中观察到了积极的趋势形成这些数据。据报告（以总体方式），报废阶段的可回收性和可回收性的增加是逐步实现的。考虑到 3R 指令条款对 ELV 指令目标的影响是由车辆类型的使用寿命和车辆达到使用寿命终点的（可变）比率调节的，这是可以预料到的。
Although the 3R Directive has been effective in relation with the 3R Rates at the type approval stage, during the evaluation it became clear that the recyclability, recoverability and reusability have an uneven treatment in the 3R Directive, which focuses mostly on recyclability and does not directly address reusability. This is to a considerable extent driven by the ISO 22628:2002 standard, which does not specify reusability rates individually. On the other hand, the ISO 22628:2002 standard (and, as a result, the 3R Directive) does not distinguish between treatment technologies with a sufficient degree of granularity; if a treatment type falls under the definition of recycling (which covers technologies at the early stage of development, and therefore with low recycling efficiencies) it will be fully counted towards achieving the reuse and recycling target.
虽然3R指令在型式核准阶段对3R率的规定是有效的，但在评估过程中发现，3R指令中对可回收性、可回收性和可重复使用性的处理不平衡，主要关注可回收性，而没有直接考虑可回收性。解决可重用性问题。这在很大程度上是由 ISO 22628:2002 标准驱动的，该标准没有单独指定可重用率。另一方面，ISO 22628:2002 标准（以及 3R 指令）没有以足够的粒度区分处理技术；如果某种处理类型属于回收定义（涵盖处于开发早期阶段的技术，因此回收效率较低），则将完全计入实现再利用和回收目标。
Thus, the 3R Directive provides no prioritisation of technologies that achieve higher recycling qualities or that reduce the losses of certain materials. This could give rise to problems at the end-of-life stage for materials for which there are no available recycling capacities in the EU at the time of type approval, although this is mitigated by the fact that vehicles usually have a long service life in which it can be expected that recycling technology and the availability of recycling capacities improves.
因此，3R 指令没有提供实现更高回收质量或减少某些材料损失的技术的优先顺序。对于在型式批准时欧盟没有可用回收能力的材料，这可能会在使用寿命结束时产生问题，尽管车辆通常在欧盟具有较长的使用寿命这一事实缓解了这一问题。可以预期，回收技术和回收能力的可用性将得到改善。
The lack of monitoring provisions in the 3R Directive has led to an absence of dedicated monitoring of compliance with the 3R Directive , although this shortcoming was mitigated by the incorporation of 3R Directive is incorporated into the type-approval framework, whereby type-approval authorities in each EU Member State are responsible for ensuring that the vehicle types comply with the provisions of the 3R Directive before the type approval can be granted and the type can be placed in the market, including the provisions on hazardous substances and coding of plastic parts.
3R 指令中缺乏监控规定，导致缺乏对 3R 指令遵守情况的专门监控，尽管通过将 3R 指令纳入型式核准框架（其中型式核准机构在每个欧盟成员国有责任确保车辆类型在获得型式批准并将其投放市场之前符合 3R 指令的规定，包括有害物质和编码的规定塑料零件。
Efficiency 效率
The administrative costs for vehicle manufacturers and type-approval authorities are modest compared to other aspects of type approval, such as safety or pollutant emissions. The lack of regulatory development of the 3R Directive would indicate that these costs have remained stable throughout the evaluation period.
与型式核准的其他方面（例如安全或污染物排放）相比，汽车制造商和型式核准机构的管理成本并不高。 3R 指令缺乏监管发展表明这些成本在整个评估期间保持稳定。
The main costs of the 3R Directive for vehicle manufacturers relate to the provision of the necessary supporting information to justify compliance for each type approval of vehicles under scope. In some instances, the compliance costs are mitigated by the design of the 3R Directive (e.g., by using a reference vehicle to limit the number of vehicles for which the 3R rates need to be calculated, or through the exemptions applicable to certain vehicles, or by checking the compliance with provisions on coding of plastic parts and parts containing hazardous substances at the manufacturer level instead of at the vehicle type level).
对于车辆制造商而言，3R 指令的主要成本涉及提供必要的支持信息，以证明其符合范围内的每种车辆型式核准的合理性。在某些情况下，合规成本可以通过 3R 指令的设计来降低（例如，通过使用参考车辆来限制需要计算 3R 费率的车辆数量，或者通过适用于某些车辆的豁免，或者通过在制造商级别（而不是在车辆类型级别）检查塑料部件和含有有害物质的部件是否符合编码规定）。
The compliance costs of the 3R Directive for vehicle manufacturers are expected to be passed to customers in full, with no evidence emerging during the evaluation to suggest that the 3R Directive has resulted in excessive costs for industry, authorities or consumers. At the same time, the evaluation of the effectiveness of the 3R Directive suggests that it has had a positive effect in promoting environmentally friendly design practices in the automotive industry (albeit with limited results in the promotion of reuse). Given the difficulty in precisely quantifying the costs and benefits of both the ELV Directive and the 3R Directive, an in performing an allocation of the qualitative benefits between the two pieces of legislation, the cost-effectiveness of the 3R Directive could not be evaluated in detail, although during the stakeholder consultation shared the view that the 3R Directive had led to environmental advantages at a reasonable cost.
汽车制造商的 3R 指令合规成本预计将全部转嫁给客户，评估期间没有证据表明 3R 指令给行业、当局或消费者带来了过高的成本。同时，对3R指令有效性的评估表明，它对促进汽车行业的环保设计实践产生了积极的作用（尽管在促进再利用方面效果有限）。鉴于精确量化 ELV 指令和 3R 指令的成本和收益以及在两项立法之间进行定性收益分配的困难，无法详细评估 3R 指令的成本效益，尽管在利益相关者磋商期间一致认为 3R 指令以合理的成本带来了环境优势。
Coherence 连贯性
The 3R Directive was found to be internally coherent and coherent with the ELV Directive. The mirrored ‘3R requirements’ in both directives are seen as a strong element that ensures the coherence between the two texts. The scopes of the ELV Directive and the 3R Directive are similar but not identical. There is no evidence that these minor differences in scope have had a detrimental effect on the achievement of the goals of either directive, especially considering how limited the exemptions are in terms of relative share of ELVs. The 3R Directive was also found to remain coherent with the type-approval framework even though it is the last directive remaining that is a main legal text of the overall framework (the others being regulations) and despite some legal references needing an update to bring them in line with Regulation (EU) 2018/858.
3R 指令被发现具有内部一致性，并且与 ELV 指令一致。两个指令中镜像的“3R 要求”被视为确保两个文本之间一致性的重要元素。 ELV指令和3R指令的范围相似但不完全相同。没有证据表明这些范围上的微小差异对任一指令目标的实现产生了不利影响，特别是考虑到豁免在 ELV 的相对份额方面是多么有限。 3R 指令还被发现与型式批准框架保持一致，尽管它是最后一个指令，是整个框架的主要法律文本（其他指令是法规），并且尽管一些法律参考文件需要更新以使其生效符合 (EU) 2018/858 法规。
The evaluation of the 3R Directive did not reveal any major coherence issues with other EU waste legislation (notably the Waste Framework Directive) and with other EU legislation aimed at promoting sustainability, such as REACH. In relation to the Waste Framework Directive, it was found that the various levels of the waste hierarchy are being addressed in a different manner in the 3R Directive, with waste prevention and reuse not being promoted through the 3R Directive. The lesser emphasis on reuse is attributed to the logic of the ISO 22628:2002, which was otherwise found to work coherently within the 3R type approval process. Also, the 3R Directive does not provide an incentive to improve recyclability beyond the current 3R targets, and thereby to increase their circularity. This situation would not be fully coherent with the aims of the Waste Framework Directive or with high-level policy goals of the European Green Deal.
对 3R 指令的评估并未揭示与其他欧盟废物立法（特别是废物框架指令）以及旨在促进可持续性的其他欧盟立法（例如 REACH）的任何重大一致性问题。关于废物框架指令，我们发现 3R 指令以不同的方式处理废物层次结构的各个级别，而 3R 指令并未促进废物预防和再利用。对重用的不太重视归因于 ISO 22628:2002 的逻辑，否则发现该逻辑在 3R 型式审批流程中是一致的。此外，3R 指令没有提供激励措施来提高可回收性超出当前的 3R 目标，从而提高其循环性。这种情况与《废物框架指令》的目标或《欧洲绿色协议》的高层政策目标不完全一致。
Finally, the 3R Directive and UNECE Regulation No. 133 (used for international 3R type approvals of beyond the EU), were found to be fully coherent, as a consequence of the latter being based on the former. It was found that changes in 3R legislation in the EU would necessitate changes at the UNECE level to preserve coherence and ensure a high level of harmonisation that is highly valued by the automotive industry.
最后，3R 指令和 UNECE 第 133 号法规（用于欧盟以外的国际 3R 型式认证）被认为是完全一致的，因为后者基于前者。研究发现，欧盟 3R 立法的变化将需要 UNECE 层面的变化，以保持一致性并确保汽车行业高度重视的高水平协调。
EU added value 欧盟附加值
The 3R Directive is deemed to have created EU added value throughout the years it has been in force, with positive impacts in the automotive sector and in the completion of the EU Single Market. These impacts were, however, only possible to be evaluated in a qualitative manner, and without being disentangled from the positive impacts brought about by the ELV Directive. Considering that the vehicles manufactured in the EU are also sold, transported and disposed of across the internal borders of the Union and beyond, the EU added value of the 3R Directive (and, by extension, of the type-approval framework) is particularly clear, and this was recognised by stakeholders. A clear further indication of the EU added value of the 3R Directive is the fact that it was successfully turned (with only very minor adaptations) into an international UNECE Regulation supporting global harmonisation of type approvals, further cementing the EU’s regulatory leadership in this domain.
3R 指令被认为在其生效的这些年里创造了欧盟的附加值，对汽车行业和欧盟单一市场的完善产生了积极影响。然而，这些影响只能以定性方式进行评估，而不能脱离 ELV 指令带来的积极影响。考虑到在欧盟制造的车辆也会在欧盟内部边界内外进行销售、运输和处置，3R 指令（以及由此延伸的型式批准框架）的欧盟附加值尤其明显，这一点得到了利益相关者的认可。 3R 指令的欧盟附加值的进一步明确体现是，它已成功转变（仅进行了非常小的修改）为支持全球统一型式批准的国际 UNECE 法规，进一步巩固了欧盟在该领域的监管领导地位。
Relevance 关联
The relevance of the 3R Directive will be tested by the ongoing transformation of the automotive industry. This is especially true of the increase of vehicles with electrified powertrains on EU roads will pose challenges at their end-of-life. Compared to their conventional counterparts from about two decades ago, today’s electric vehicles contain an increasingly complex mix of materials that includes electronic components and increasing amounts of electronic components that lower the recyclability of new vehicles as currently evaluated under the 3R Directive. The use of materials such as CFRPs may see a further increase, driven by the pursuit of lower vehicle weight and greater energy efficiency. In some cases, parts may be software-locked by the vehicle manufacturer for security reasons, which further limits reuse. Should these trends continue, a decreasing level of recyclability could make type approval increasingly difficult to achieve.
3R 指令的相关性将受到汽车行业持续转型的考验。尤其是欧盟道路上电动动力系统车辆的增加将在其报废时带来挑战。与大约二十年前的传统同类产品相比，当今的电动汽车包含越来越复杂的材料组合，其中包括电子元件，并且电子元件的数量不断增加，从而降低了目前根据 3R 指令评估的新车的可回收性。由于追求更轻的车辆重量和更高的能源效率，碳纤维增强塑料等材料的使用可能会进一步增加。在某些情况下，出于安全原因，车辆制造商可能会对零件进行软件锁定，这进一步限制了重复使用。如果这些趋势继续下去，可回收性水平的下降可能会使型式认证越来越难以获得。
Challenges associated to electrification and broader industry trends affecting the design of new vehicles will become apparent also at the end-of-life stage. For example, electric vehicle batteries are singularly difficult to recycle, and there are potential safety risks associated with their removal from end-of-life vehicles disposal, and recycling infrastructure is at present limited. Whereas this may not pose an immediate problem (electric vehicles do not yet dominate new registrations, and they are still a small share of overall ELVs), the importance of these issues will grow as more electrified vehicles reach the end-of-life stage.
与电气化相关的挑战和影响新车设计的更广泛的行业趋势也将在报废阶段变得明显。例如，电动汽车电池特别难以回收，从报废汽车处置中去除它们存在潜在的安全风险，而回收基础设施目前有限。尽管这可能不会立即造成问题（电动汽车尚未在新登记中占据主导地位，并且在整体报废汽车中仍占一小部分），但随着更多电动汽车达到报废阶段，这些问题的重要性将会增加。
There are also positive signs that point towards increased sustainability and circular thinking, even in absence of regulatory intervention: many vehicle manufacturers are already making efforts to increase the circularity of products by applying novel design solutions and standardisation of materials or exploring modular solutions to component design that facilitate disassembly and increase vehicle repairability. Other manufacturers are increasingly becoming involved in directly managing the end-of-life phase of their products and closing material loops. Electric vehicle batteries and other electric powertrain components such as permanent magnets from electric motors could be a source of valuable critical raw materials upon recycling.
即使在没有监管干预的情况下，也有积极的迹象表明可持续性和循环思维的增强：许多汽车制造商已经在努力通过应用新颖的设计解决方案和材料标准化或探索组件设计的模块化解决方案来提高产品的循环性方便拆卸并提高车辆的可修复性。其他制造商越来越多地参与直接管理其产品的报废阶段并关闭材料循环。电动汽车电池和其他电动动力系统部件（例如电动机的永磁体）在回收后可能成为有价值的关键原材料的来源。
11.5.211.5.2 Lessons learnt
11.5.2 经验教训
The evaluation of the 3R Directive confirmed that it has been, and remains, a useful piece of legislation whose role cannot be understood without putting it in context with the objectives of the ELV Directive and the functioning of the EU type approval framework, whereby EU Member State authorities national authorities certify that a vehicle type meets all EU safety, environmental and conformity of production requirements before authorising it to be placed on the EU market, and ensure that the relevant requirements continue to be met thereafter through market surveillance activities.
对 3R 指令的评估证实，它一直是并且仍然是一项有用的立法，如果不将其与 ELV 指令的目标和欧盟型式批准框架的运作联系起来，就无法理解其作用，欧盟成员国家当局国家当局在授权某种车型投放欧盟市场之前，要证明该车型符合所有欧盟安全、环境和生产合规性要求，并确保此后通过市场监督活动继续满足相关要求。
By acting at the design and production stages of the life of vehicles as products, the 3R Directive has supported a broad achievement of the goals of the ELV Directive (especially increasing the recycling and recovery of vehicles at the end-of-life stage, and limiting the use of certain hazardous substances in new vehicles).
通过在车辆作为产品的生命周期的设计和生产阶段发挥作用，3R 指令支持了 ELV 指令目标的广泛实现（特别是增加车辆在报废阶段的回收和回收，以及限制在新车中使用某些有害物质）。
The fact that the effect of reusability, recyclability and recoverability measures applied at the design stage of vehicles can only be translated into effective gains in reuse, recycling and recovery once the vehicles reach their end of life in significant numbers (usually with decades-long delays) complicates the evaluation of the 3R Directive, especially in terms of effectiveness. It appears, however, that the design costs to make new vehicle types compliant with 3R rates have remained reasonable throughout the evaluation period, and a tangible increase in the 3R rates at the end-of-life stage is apparent across Member States if one adopts a long-term perspective.
事实上，在车辆设计阶段应用的可重复使用性、可回收性和可回收性措施的效果只有在车辆大量达到使用寿命时（通常需要数十年的延迟）才能转化为再使用、回收和回收方面的有效收益）使 3R 指令的评估变得复杂，特别是在有效性方面。然而，在整个评估期间，使新车型符合 3R 费率的设计成本似乎仍然合理，并且如果采用长远的眼光。
Although it can be concluded from the evidence supporting the evaluation that the 3R Directive has been an effective piece of legislation with clear EU added value, and that it has worked in a coherent manner with related pieces of EU legislation (including the type-approval framework itself, and the UNECE regulation that was developed from it), there were several shortcomings in its implementation. First, it was clear from the evaluation that the focus of the 3R rates calculation method supported by the ISO 22628:2002 standard was on recyclability and recoverability, with a lesser emphasis on reusability. Second, the lack of granularity of the ISO 22628:2002 to qualify the recyclability of materials may have resulted in a lack of support for more efficient recycling technologies. And third, the lack of inclusion of additional circularity aspects (notably, recycled content provisions) and of mechanisms to monitor and reward over-compliance with 3R rates may have resulted in lower overall circularity improvements that could have benefited both the automotive and the recycling industries. The exclusion of heavy-duty vehicles and L-category from the scope of the 3R Directive is consistent with the scope of the ELV Directive, from which the 3R Directive derives. If the scope of ELV is expanded to these vehicles in the future, a consistent expansion of the scope should apply to 3R type-approval legislation.
尽管从支持评估的证据可以得出结论，3R 指令是一项有效的立法，具有明确的欧盟附加值，并且它与欧盟相关立法（包括型式批准框架）以一致的方式发挥作用。本身以及由此制定的 UNECE 法规），其实施过程中存在一些缺陷。首先，从评估中可以清楚地看出，ISO 22628:2002标准支持的3R率计算方法的重点是可回收性和可恢复性，而不太重视可重用性。其次，ISO 22628:2002 缺乏对材料可回收性进行鉴定的粒度，可能导致缺乏对更有效的回收技术的支持。第三，缺乏额外的循环方面（特别是回收内容规定）以及监督和奖励过度遵守 3R 率的机制可能会导致整体循环改善程度较低，而这本来可以使汽车和回收行业受益。将重型车辆和 L 类车辆排除在 3R 指令范围之外与 3R 指令所衍生的 ELV 指令的范围一致。如果将来 ELV 的范围扩大到这些车辆，则范围的一致扩大应适用于 3R 型式认证立法。
On the other hand, industry-led initiatives (e.g., the establishment of dismantling information databases, or the voluntary circularity commitments made by several ‘front-runner’ vehicle manufacturers) indicate that the EU automotive industry is ready to respond proactively to environmental challenges despite an uncertain context of rapid transformations, including a dramatic shift toward electrified powertrains in new passenger cars. Any review of the 3R Directive will need to account for this, and adapt the existing framework to ensure it supports further improvements in circularity and increased collaboration between vehicle manufacturers, recyclers and EU and Member State authorities.
另一方面，行业主导的举措（例如，建立拆解信息数据库，或多家“领跑者”汽车制造商做出的自愿循环承诺）表明，欧盟汽车行业已准备好积极应对环境挑战，尽管快速转型的不确定背景，包括新型乘用车向电气化动力系统的巨大转变。对 3R 指令的任何审查都需要考虑到这一点，并调整现有框架，以确保其支持进一步改善循环性并加强汽车制造商、回收商以及欧盟和成员国当局之间的合作。
11.6Evaluation matrix
评价矩阵
Table 11.4 – Evaluation matrix: Effectiveness
表 11.4 – 评估矩阵：有效性
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Evaluation criterion 1: Effectiveness
评价标准一：有效性 |
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Question 问题 |
Sub-question 子问题 |
Judgement criteria 判断标准 |
Indicator 指标 |
Data sources 数据来源 |
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EQ1 : To what extent have the objectives of the 3R Directive been met and monitored?
EQ1：3R 指令的目标在多大程度上得到满足和监控？ |
1.1. To what extent has the 3R Directive facilitated meeting the reusability, recyclability and recoverability targets of the ELV Directive?
1.1. 3R 指令在多大程度上促进了 ELV 指令的可重复使用性、可回收性和可回收性目标的实现？ |
Gap between the achieved targets on reuse, recycling and recovering of end-of-life vehicles and the targets in the ELV Directive
已实现的报废车辆再利用、回收和回收目标与 ELV 指令中的目标之间的差距 |
Achieved targets on reuse, recycling and recovering of end-of-life vehicles, including for different materials
实现报废车辆再利用、回收和回收的目标，包括不同材料的目标 |
Literature review: evaluation of the ELV Directive, JRC study , impact assessment study Öko
文献综述：ELV 指令评估、JRC 研究 、影响评估研究 Öko |
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Degree to which the 3R Directive has contributed to achieving ELV targets
3R 指令对实现 ELV 目标的贡献程度 |
Estimated contribution of 3R Directive to achieving targets on reuse, recycling and recovering of end-of-life vehicles
3R 指令对实现报废车辆再利用、回收和回收目标的估计贡献 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
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1.2. Which obstacles in vehicle design to meeting these targets still remain?
1.2.为实现这些目标，车辆设计中仍然存在哪些障碍？ |
List of obstacles in designing vehicles taking into account reusability, recyclability and recoverability
考虑可重复使用性、可回收性和可回收性的车辆设计障碍清单 |
Obstacles in designing vehicles taking into account reusability, recyclability and recoverability
设计车辆时考虑可重复使用性、可回收性和可回收性的障碍 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
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1.3. To what extent has the 3R Directive prevented safety and environmental hazards through restrictions on re-use of certain component parts?
1.3. 3R 指令在多大程度上通过限制某些零部件的重复使用来防止安全和环境危害？ |
Degree to which the safety and environmental hazards arising from reuse of components have been resolved by 3R
3R 解决因组件再利用而产生的安全和环境危害的程度 |
Reported safety and environmental hazards from reuse of components both before 3R Directive and since the 3R Directive
报告 3R 指令之前和 3R 指令之后重复使用组件带来的安全和环境危害 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
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1.4. To what extent are these achievements monitored? Is there insufficient data to ensure full effectiveness?
1.4.这些成就在多大程度上受到监控？是否有足够的数据来确保充分的有效性？ |
Extent to which reported/monitored information is available and complete
报告/监测信息的可用程度和完整性 |
List of reported/monitored information on achievements 3R Directive
报告/监测成果信息清单 3R 指令 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
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EQ2: How effective are the 3R provisions in verifying a vehicle’s reusability, recyclability and recoverability?
EQ2：3R 规定在验证车辆的可重复使用性、可回收性和可恢复性方面的有效性如何？ |
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Degree to which the type-approval provision are able to verify a vehicle’s actual reusability, recyclability and recoverability
型式核准条款能够验证车辆实际可重复使用性、可回收性和可恢复性的程度 |
Verified vehicle reusability, recyclability and recoverability versus actual reusability, recyclability and recoverability
验证车辆的可重复使用性、可回收性和可回收性与实际可重复使用性、可回收性和可回收性 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
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EQ3: What are other benefits of the 3R Directive for industry, environment and citizens?
EQ3：3R 指令对工业、环境和公民还有哪些其他好处？ |
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Degree to which economic, environmental and social indicators improved following the introduction of the 3R Directive
3R指令出台后经济、环境和社会指标的改善程度 |
Innovation in vehicle design taking into account reusability, recyclability and recoverability
考虑到可重复使用性、可回收性和可回收性的车辆设计创新
Health and environmental indicators
健康与环境指标
Vehicle prices 车辆价格
Indicators of competitiveness and Single Market
竞争力和单一市场指标 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
Table 11.5– Evaluation matrix: Efficiency
表 11.5 – 评估矩阵：效率
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Evaluation criterion 2: Efficiency
评价标准2：效率 |
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Question 问题 |
Sub-question 子问题 |
Judgement criteria 判断标准 |
Indicator 指标 |
Data sources 数据来源 |
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EQ4: What are the regulatory costs related to the 3R Directive and are they affordable for industry and consumers? Has the 3R Directive caused unnecessary regulatory burden or complexity?
EQ4：与 3R 指令相关的监管成本是多少？行业和消费者是否可以承受？ 3R 指令是否造成了不必要的监管负担或复杂性？
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4.1. What are the regulatory costs related to the 3R directive and are they affordable for industry and consumers?
4.1.与 3R 指令相关的监管成本是多少？行业和消费者是否可以承受？ |
Implementation costs high/low in comparison to price vehicles and other costs for industry
与价格工具和其他行业成本相比，实施成本高/低 |
Implementation costs for industry
行业实施成本 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见
Desk research 案头研究 |
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4.2. Is there any evidence that the implementation of the 3R Directive has caused unnecessary regulatory burden or complexity?
4.2.是否有证据表明3R指令的实施造成了不必要的监管负担或复杂性？ |
Extent to which administrative cost and burden can be considered unnecessary
在何种程度上可以认为行政成本和负担是不必要的 |
Administrative costs linked to 3R Directive, reported administrative burden or complexity
与 3R 指令相关的管理成本、报告的管理负担或复杂性 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见
Desk research 案头研究 |
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EQ5: To what extent has 3R Directive been cost-effective? Are the costs proportionate to the benefits attained?
EQ5：3R 指令在多大程度上具有成本效益？成本与所获得的收益是否成比例？ |
/ |
Degree to which benefits of the 3R Directive are proportionate or outweigh the related costs
3R 指令的效益与相关成本成比例或大于相关成本的程度 |
Implementation cost 3R Directive
实施成本3R指令
Benefits 3R Directive 好处 3R 指令 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见
Desk research 案头研究 |
Table 11.6 – Evaluation matrix: Coherence
表 11.6 – 评估矩阵：一致性
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Evaluation criterion 3: Coherence
评价标准3：连贯性 |
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Question 问题 |
Sub-question 子问题 |
Judgement criteria 判断标准 |
Indicator 指标 |
Data sources 数据来源 |
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EQ6: To what extent is the EU legislation on circularity in the automotive industry coherent?
EQ6：欧盟关于汽车行业循环性的立法在多大程度上是一致的？ |
6.1. To what extent is the 3R Directive internally coherent?
6.1. 3R 指令的内部一致性程度如何？ |
Number and relevance on inconsistencies in the 3R Directive
3R 指令中不一致的数量和相关性 |
List of inconsistency issues in the 3R Directive
3R指令不一致问题列表 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见
Desk research 案头研究 |
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6.2. To what extent are the 3R Directive and the ELV Directive coherent?
6.2. 3R 指令和 ELV 指令在多大程度上一致？ |
Number and relevance on inconsistencies between the 3R Directive and the ELV Directive
3R 指令与 ELV 指令不一致的数量和相关性 |
List of inconsistency issues between the 3R Directive and the ELV Directive
3R指令与ELV指令不一致问题列表 |
Literature review: evaluations of the ELV Directive and other type-approval legislation
文献综述：ELV 指令和其他型式批准立法的评估
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
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EQ7: To what extent is the 3R Directive externally coherent with other EU legislation and policy developments?
EQ7：3R 指令与其他欧盟立法和政策发展的外部一致性有多大？ |
7.1. Are the 3R requirements and the related type-approval process coherent with the overall type-approval framework, with safety type approval and emissions type approval? To what extent is the scope of the 3R Directive coherent?
7.1. 3R 要求和相关型式核准流程是否与整体型式核准框架（包括安全型式核准和排放型式核准）一致？ 3R 指令的范围在多大程度上是一致的？ |
Number and relevance on inconsistencies between the 3R Directive and the type-approval framework
3R 指令与型式批准框架之间不一致的数量和相关性
Share of vehicles and vehicle waste covered by the 3R Directive
3R 指令涵盖的车辆和车辆废物比例 |
List of inconsistency issues between the 3R Directive and the type-approval framework
3R 指令与型式核准框架之间不一致问题列表
List of vehicle categories covered in type-approval legislation
型式核准立法涵盖的车辆类别列表
Different vehicle categories in number and in kg waste
不同车辆类别的垃圾数量和公斤数 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见
Desk research 案头研究 |
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7.2. Are the 3R provisions coherent with the EU waste legislation?
7.2. 3R 规定与欧盟废物立法一致吗？ |
Number and relevance of inconsistencies
不一致的数量和相关性 |
List of inconsistency issues
不一致问题列表 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见
Desk research 案头研究 |
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7.3. Is the 3R Directive coherent with REACH?
7.3. 3R 指令与 REACH 一致吗？ |
Number and relevance of inconsistencies
不一致的数量和相关性 |
List of inconsistency issues
不一致问题列表 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见
Desk research 案头研究 |
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7.4. Is the 3R Directive coherent with ISO 22628: 2002 and international regulations such as UNECE Regulation No. 133?
7.4. 3R 指令是否与 ISO 22628: 2002 以及 UNECE 第 133 号法规等国际法规一致？ |
Number and relevance of inconsistencies
不一致的数量和相关性 |
List of inconsistency issues
不一致问题列表 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见
Desk research 案头研究 |
|
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7.5. Is the 3R Directive coherent with other EU legislation?
7.5。 3R 指令与其他欧盟立法一致吗？ |
Number and relevance of inconsistencies
不一致的数量和相关性 |
List of inconsistency issues
不一致问题列表 |
Literature review: impact assessment study Öko
文献综述：影响评估研究 Öko
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见
Desk research 案头研究 |
Table 11.7 – Evaluation matrix: EU added value
表 11.7 – 评估矩阵：欧盟增加值
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Evaluation criterion 4: EU added value
评价标准4：欧盟附加值 |
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Question 问题 |
Sub-question 子问题 |
Judgement criteria 判断标准 |
Indicator 指标 |
Data sources 数据来源 |
|
EQ8: What is the added value resulting from having a 3R Directive at EU level?
EQ8：欧盟层面的 3R 指令会产生哪些附加值？
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8.1. What is the added value of 3R Directive compared to what could have been achieved at merely national level?
8.1.与仅在国家层面实现的目标相比，3R 指令的附加值是什么？ |
Weighing (dis)advantages of having rules on vehicle design and production taking into account their reusability, recyclability and recoverability at Member State level
权衡制定车辆设计和生产规则的优势（考虑到成员国层面的可重复使用性、可回收性和可回收性） |
(Dis)advantages of having rules on 3R vehicle design and production at Member State level
在成员国层面制定 3R 车辆设计和生产规则的（缺点）优势
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Literature review: evaluations of the ELV Directive and other type-approval legislation
文献综述：ELV 指令和其他型式批准立法的评估
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
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Weighing (in)consistency between the needs and challenges of the 3R Directive the needs of the internal market
权衡 3R 指令的需求和挑战与内部市场需求之间的一致性 |
The needs and challenges of the 3R Directive and the needs of the internal market
3R指令的需求和挑战以及内部市场的需求 |
Literature review: evaluations of the ELV Directive and other type-approval legislation
文献综述：ELV 指令和其他型式批准立法的评估
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
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8.2 What is the added value of 3R Directive compared to what could have been achieved at international level?
8.2 与国际水平相比，3R 指令的附加值是什么？ |
Weighing (dis)advantages of having rules on vehicle design and production taking into account their reusability, recyclability and recoverability at international level
在国际水平上权衡制定车辆设计和生产规则的优势，考虑其可重复使用性、可回收性和可回收性 |
(Dis)advantages of having rules on 3R vehicle design and production at international level
在国际水平上制定 3R 车辆设计和生产规则的（缺点）优势
|
Literature review: evaluations of the ELV Directive and other type-approval legislation
文献综述：ELV 指令和其他型式批准立法的评估
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
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8.3 Do the needs addressed by 3R Directive continue to require harmonisation action at EU level?
8.3 3R 指令所解决的需求是否继续需要在欧盟层面采取协调行动？ |
Degree to which withdrawing the existing EU intervention would lead to negative consequences
撤回现有的欧盟干预会在多大程度上导致负面后果 |
Negative consequences of withdrawing the 3R Directive
撤销 3R 指令的负面后果 |
Literature review: evaluations of the ELV Directive and other type-approval legislation
文献综述：ELV 指令和其他型式批准立法的评估
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
Table 11.8 – Evaluation matrix: Relevance
表 11.8 – 评估矩阵：相关性
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Evaluation criterion 5: Relevance
评价标准5：相关性 |
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Question 问题 |
Sub-question 子问题 |
Judgement criteria 判断标准 |
Indicator 指标 |
Data sources 数据来源 |
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EQ9: To what extent do the 3R objectives correspond to the current needs?
EQ9：3R 目标在多大程度上符合当前需求？ |
9.1 To what extent does designing vehicles taking into account reusability, recyclability and recoverability correspond to the current needs and EU ambitions?
9.1 考虑可重复使用性、可回收性和可回收性的车辆设计在多大程度上符合当前的需求和欧盟的目标？ |
Gap between ambitions in targets for vehicle reusability, recyclability and recoverability (do not) and the current needs and EU ambition
车辆可重复使用性、可回收性和可回收性目标的雄心壮志（不）与当前需求和欧盟雄心之间的差距 |
List of current needs for circular automotive industry and vehicle design for circularity;
循环汽车工业和循环车辆设计的当前需求清单；
List of ambitions of wider EU initiatives (e.g. CEAP, EU Green Deal and Industrial policy)
更广泛的欧盟倡议的雄心列表（例如 CEAP、欧盟绿色协议和产业政策） |
Literature review: evaluations of the ELV Directive and other evaluations (Waste Shipment Regulation, REACH, ROHS)
文献综述：ELV指令的评估和其他评估（废物运输法规、REACH、ROHS）
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
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9.2 Is the current list of non-reusable component parts still fit to prevent from today’s safety or environmental hazards?
9.2 当前的不可重复使用零部件清单是否仍然适合防止当今的安全或环境危害？ |
Degree to which the list of components covers all safety and environmental hazards from reuse of component parts of relevance today
组件清单涵盖当今相关组件重复使用所产生的所有安全和环境危害的程度 |
Reported concerns regarding reuse of certain (new) components
报告对某些（新）组件的重复使用的担忧
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Literature review: evaluations of other type-approval legislation
文献综述：其他型式核准立法的评估
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
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EQ10: To what extent can the 3R Directive cover new challenges linked to the transformation of the automotive industry?
EQ10：3R指令能够在多大程度上应对与汽车行业转型相关的新挑战？ |
10.1 To what extent can the 3R Directive cover technological developments in the automotive industry (e.g. the growing share of electric vehicles)?
10.1 3R指令能够在多大程度上涵盖汽车行业的技术发展（例如电动汽车份额的不断增长）？ |
Degree to which the objectives of the 3R Directive can continue to be met taking into account technological development.
考虑到技术发展，3R 指令的目标可以继续实现的程度。
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List of technological developments in the automotive vehicles, especially for vehicles in the scope, affecting today’s reusability, recyclability and recoverability practices
影响当今可重复使用性、可回收性和可回收性实践的汽车技术发展列表，特别是范围内的车辆
(incl. growing share electric and hybrid vehicles, increased use of lightweight materials in vehicles like plastics, carbon-fibres, fibre-reinforced (plastics) materials; electronic components, which contain strategic and/or critical raw materials (CRMs))
（包括电动和混合动力汽车份额不断增加，汽车中越来越多地使用塑料、碳纤维、纤维增强（塑料）材料等轻质材料；含有战略和/或关键原材料（CRM）的电子元件） |
Literature review: evaluations of the ELV Directive and other type-approval legislation
文献综述：ELV 指令和其他型式批准立法的评估
Stakeholder input from e.g. MS and EU officials, (re)manufacturers, recyclers, NGOs, academics
来自微软和欧盟官员、（再）制造商、回收商、非政府组织、学者等利益相关者的意见 |
11.7Overview of benefits and costs
效益和成本概述
Table 11.1. Overview of benefits and costs identified in the evaluation
表 11.1。评估中确定的效益和成本概述
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Citizens/Consumers 公民/消费者 |
Businesses
企业 |
Administrations
行政管理 |
Environmental costs 环境成本 |
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Quantitative 定量 |
Comment 评论 |
Quantitative 定量 |
Comment 评论 |
Quantitative 定量 |
Comment 评论 |
Quantitative 定量 |
Comment |
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[Cost or Benefit description]:
[成本或效益描述]： |
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Administrative costs 行政费用 |
recurrent 经常性的 |
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Compliance costs of businesses are expected to be passed on to consumers. Because the cost of a type approval is spread over all the vehicles in the type, this has a small impact on final vehicle prices.
企业的合规成本预计将转嫁给消费者。由于型式核准的成本分摊到该类型的所有车辆上，因此这对最终车辆价格影响很小。 |
Costs for OEMs that submit an application for type approval: Fees for applying for type approval varies depending on certificate type (0-600�)
OEM 提交型式核准申请的费用： 申请型式核准的费用根据证书类型而异（0-600 欧元）
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Based on input of a single OEM, processing an application or type approval takes between 0.5-2 FTE and they prepare around 30 applications per annum. Assuming that an OEM processes 30 3RTAs per annum suggests that the burden of compliance is between 15-60 FTE per OEM. It is noted that as 3RTA is internationally compliant, not all submissions will take place in the EU and not all models will be marketed in the EU, i.e., the sum cannot be allocated in total to the Directive.
根据单个 OEM 的输入，处理申请或型式批准需要 0.5-2 个 FTE，他们每年准备大约 30 份申请。假设 OEM 每年处理 30 个 3RTA，则表明每个 OEM 的合规负担在 15-60 个 FTE 之间。需要注意的是，由于3RTA符合国际标准，因此并非所有提交都将在欧盟进行，也并非所有型号都将在欧盟销售，即金额不能全部分配给该指令。 |
Costs for type approval authorities from checking and approving applications for 3R Type approval: estimated at “< 0.25 years FTE per 3R Type approval and at 1.5-2.5 years FTE in total per annum per MS.
型式核准机构检查和批准 3R 型式核准申请的成本：估计为“< 每 3R 型式核准 0.25 年 FTE，每个 MS 每年总计 1.5-2.5 年 FTE”。 |
One authority estimated the costs for the process at “< 0.25 years FTE per each 3R type approval. From inputs of MS who perform 3R Type approvals it is concluded that 6-9 3R Type approvals are performed per annum. Though the data is not exhaustive, it can be assumed that only between 5-10 MS perform 3R type approvals.
一位权威机构估计该流程的成本为“< 每个 3R 型式认证需要 0.25 年 FTE”。根据执行 3R 型式认证的 MS 的输入得出的结论是，每年执行 6-9 次 3R 型式认证。尽管数据并不详尽，但可以假设只有 5-10 MS 执行 3R 型式认证。
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Implementation costs 实施成本 |
recurrent 经常性的 |
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Costs for Type approval service providers: Costs of increasing knowhow of vehicle composition and related likelihood of complying with the 3R Targets: Partial costs: Organisation and participation in visits at ATFs to observe the dismantling process.
型式核准服务提供商的成本： 增加车辆构成专业知识和遵守 3R 目标的相关可能性的成本： 部分成本： 组织和参与 ATF 参观以观察拆卸过程。 |
One Type approval service provider stated that they perform visits at ATFs to see how the dismantling is performed in practice, feeding into their knowledge, however this was necessarily of the vehicle models they type approved and it could be understood that a visit is not performed every year.
一位型式认证服务提供商表示，他们对 ATF 进行了访问，以了解实际拆解的情况，以丰富他们的知识，但这一定是他们型式认证的车型，可以理解的是，并不是每次都会进行访问年。 |
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Adjustment costs 调整成本 |
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Costs related to resource efficiency: in cases where large amounts of “non-recyclable materials” such as reinforced plastics are contained in the vehicle and assumed to be recyclable due to a TRL≥4, such materials will probably be shredded and mixed with other fractions, possibly contamination other fractions and increasing recycling costs.
与资源效率相关的成本：如果车辆中含有大量“不可回收材料”（例如强化塑料），并且由于 TRL≥4 而被认为是可回收的，则这些材料可能会被粉碎并与其他部分混合，可能会污染其他部分并增加回收成本。 |
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Benefits 好处 |
one-off 一次性的 |
Benefit of type approval for consumers: as the 3R Type approval applies throughout the EU and as it is linked to the international UN ECE Regulation 133 which is very similar, consumers have the benefit of being to purchase or sell second hand vehicles between borders without the need to recertify the type approval of the vehicle
型式认证为消费者带来的好处：由于 3R 型式认证适用于整个欧盟，并且与国际 UN ECE 第 133 条非常相似，因此消费者可以受益于在边境之间购买或销售二手车，而无需需要重新认证车辆的型式核准 |
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Benefits 好处 |
recurrent 经常性的 |
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Benefits for OEMs: as the 3R Type approval applies throughout the EU and is also compliant internationally, OEMs have the benefit of harmonisation as they only need to perform a single type approval for new models they intend to place on the market, which then applies in all countries where that model is marketed.
对 OEM 的好处：由于 3R 型式批准适用于整个欧盟，并且在国际上也符合要求，因此 OEM 具有协调的好处，因为他们只需要对其打算投放市场的新车型进行单一型式批准，然后在销售该型号的所有国家/地区。
Benefits for Type approval service providers: these establishments are hired by the OEMs to certify and thus support the preparation of type approval applications. Data was not made available on the revenue for such services; however, it would be expected to incur for every type approval performed by the company.
型式核准服务提供商的优势：原始设备制造商聘请这些机构进行认证，从而支持型式核准申请的准备。没有提供此类服务的收入数据；然而，预计公司执行的每一次型式认证都会产生费用。
[benefits not quanti-fiable]
[无法量化的好处] |
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Indirect benefits 间接效益 |
recurrent 经常性的 |
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Benefits for MS: where type approved vehicles are placed on the market of an MS in which it was not type approved, that MS has benefit of cars being placed on the market that are considered to comply with ELV requirement, without having had any administrative costs to ensure the compliance. [benefits not quanti-fiable]
对 MS 的好处：如果型式核准的车辆投放到未经型式核准的 MS 的市场上，则 MS 可以受益于投放到市场上的汽车被认为符合 ELV 要求，而无需承担任何管理成本以确保合规性。 [无法量化的好处] |
Basis for assumption: The 3R Type approval is harmonised not just for the EU but also internationally.
假设基础：3R 型式认证不仅在欧盟统一，而且在国际范围内统一。 |
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Annex 12: Overview Of Projects And Research
附件 12：项目和研究概述
Since 2000, under the Horizon 2020 and LIFE, the EU has funded around 100 of different projects which have contributed to higher scale of knowledge, expertise in advancement of relevant ELV treatment operations, material recovery, reduced use of rare earth materials and manufacturing/recycling costs. The subsections below provide the overview of the key ongoing and completed projects and research in the field.
自 2000 年以来，在 Horizon 2020 和 LIFE 框架下，欧盟资助了约 100 个不同的项目，这些项目在推进相关 ELV 处理操作、材料回收、减少稀土材料的使用以及制造/回收方面促进了更高规模的知识和专业知识成本。以下小节概述了该领域正在进行和已完成的关键项目和研究。
12
12.1Under Horizon 2020 programme:
地平线 2020 计划：
1.Circular Process for Eco-Designed Bulky Products and Internal Car Parts (2017-2021)
生态设计的大件产品和汽车内部零件的循环流程（2017-2021）
ECOBULK aims at demonstrating and implementing a new Circular Economy model for bulky composite products in automotive, furniture and building component industrial sectors, with high potential of cross-sectoral replicability and transferability to other industrial sectors, to promote greater re-use, upgrade, refurbishment and recycling of these products. ECOBULK is a large-scale demonstration project that develops different pilot activities and demonstrations at different levels. The initial planning for manufacturing, demonstration and validation of the newly designed circular products have already started in ECOBULK by generating a master plan for the demonstration activities. This preliminary demo plans total 7 EU-countries, 11 demonstrators and in 21 individual demonstrations all over the Europe during years 2019-2021 within the three product sectors automotive, furniture (indoor/outdoor) and building and construction.
ECOBULK 旨在展示和实施汽车、家具和建筑部件工业领域的大型复合材料产品的新循环经济模式，具有跨部门复制性和向其他工业部门转移的巨大潜力，以促进更大程度的再利用、升级、这些产品的翻新和回收。 ECOBULK是一个大型示范项目，在不同层面开展不同的试点活动和示范。 ECOBULK 已开始对新设计的循环产品的制造、演示和验证进行初步规划，为演示活动制定总体规划。该初步演示计划在 2019 年至 2021 年期间在整个欧洲总共 7 个欧盟国家、11 个演示者和 21 个单独演示中进行，涉及汽车、家具（室内/室外）和建筑施工三个产品领域。
2.Removing hazardous substances to increase recycling rates of WEEE, ELV and CDW plastics (2019-2022)
去除有害物质以提高 WEEE、ELV 和 CDW 塑料的回收率（2019-2022 年）
The EU-funded NONTOX project targets two waste streams: end-of-life vehicles (ELV) and construction and demolition waste (CDW). It will develop technologies to remove hazardous substances from these two waste streams. The project investigates the thermochemical conversion of non-target plastics and side streams to increase system efficiency by increasing the range of final products and applications. The project aims to develop an economically competitive recycling process that can produce safe and high-quality secondary plastic materials from contaminated plastic waste.
欧盟资助的 NONTOX 项目针对两种废物流：报废车辆 (ELV) 和建筑和拆除废物 (CDW)。它将开发从这两种废物流中去除有害物质的技术。该项目研究非目标塑料和侧流的热化学转化，通过扩大最终产品和应用范围来提高系统效率。该项目旨在开发一种具有经济竞争力的回收工艺，可以从受污染的塑料废物中生产出安全、高质量的再生塑料材料。
3.New industrial sorting systems based on laser spectroscopy (LIBS), magnetic induction, and machine vision for recycling of non-ferrous metals (2014)
基于激光光谱 (LIBS)、磁感应和机器视觉的新型工业分选系统，用于有色金属回收 (2014)
SMEs and research organisations in the EU-funded SHREDDERSORT project have developed and demonstrated a new industrial sorting system to separate non-ferrous shredder scrap into cast aluminium (Al), wrought Al, and non-Al categories. Compared to the unsorted material, the sorted categories are better suited for recycling into secondary metals, have a higher market value, and will reduce the use of raw materials.
欧盟资助的 SHREDDERSORT 项目中的中小企业和研究机构开发并展示了一种新的工业分选系统，可将有色金属粉碎机废料分为铸铝 (Al)、锻铝和非铝类别。与未分类的材料相比，分类后的类别更适合回收为再生金属，具有更高的市场价值，并且会减少原材料的使用。
4.Controlled Closed Loop Recycling for Life-Cycle Optimised Industrial Production (2005-2007)
用于生命周期优化工业生产的受控闭环回收（2005-2007）
The Conclore project aimed to develop a viable, low-emission system for manufacturing 100 %-recyclable single-component car interior products. Materials can be recovered at the end of the vehicle's useful life and be recycled into another product — in any sector. By focusing on modifications to the production of automotive parts, the concept involved reintegration of recycled polymer material with quality equal to that of virgin material.
Conclore 项目旨在开发一种可行的低排放系统，用于制造 100% 可回收的单组分汽车内饰产品。材料可以在车辆使用寿命结束时回收，并回收到任何行业的另一种产品中。通过专注于汽车零部件生产的改进，该概念涉及重新整合回收的聚合物材料，其质量与原始材料相同。
5.Automotive Residue Valorization (2016)
汽车残渣增值 (2016)
The AUTOREVAL project aimed at the total elimination of landfill disposal, as regards car-fluff, with the related environmental impact and transportation costs. In the context of this project a new kind of innovative industrial plant was to be developed, which should be able to process and convert ASR (Automotive Shredder Residue or car fluff) and ELT (End of Life Tyres) rubber, into fuel products, reducing the environmental impact and making more efficient the entire automotive sector. In this way, materials transformed into fuels will be used as energy source by the players of the sector, contributing in this way to the development of a circular economy that embraces the whole vehicles life.
AUTOREVAL 项目旨在彻底消除垃圾填埋场处理，如汽车绒毛，以及相关的环境影响和运输成本。在该项目的背景下，将开发一种新型创新工业工厂，该工厂应能够将 ASR（汽车粉碎机残留物或汽车绒毛）和 ELT（报废轮胎）橡胶加工和转化为燃料产品，从而减少环境影响并提高整个汽车行业的效率。这样，转化为燃料的材料将被该行业的参与者用作能源，从而为涵盖车辆整个生命周期的循环经济的发展做出贡献。
6.Advanced Reluctance Motors for Electric Vehicle Applications (2016)
用于电动汽车应用的先进磁阻电机 (2016)
To enable a large scale adoption of EVs, a new generation of electric drive systems is needed to reduce dependency on rare earth materials, while improving energy efficiency, power density and reducing manufacturing/recycling costs. The ARMEVA project developed a new rare-earth-free generation of advanced reluctance motors.
为了实现电动汽车的大规模采用，需要新一代电力驱动系统来减少对稀土材料的依赖，同时提高能源效率、功率密度并降低制造/回收成本。 ARMEVA 项目开发了新一代无稀土先进磁阻电机。
7.Robust recycling technology that separates different plastic types from a mix of plastic waste to produce a plastic material directly marketable to manufacturers (2017-2018)
强大的回收技术，从塑料废物混合物中分离出不同类型的塑料，生产出可直接销售给制造商的塑料材料（2017-2018）
The technology developed within the TRIBOSORT project allows to 1) recycle all ultimate scrap residues from ELV and WEEE, 2) separate its valuable plastic components with a purity of 95% minimum, 3) provide an industrial scale solution with a production capacity of 1.5t/h 4) produce a final recycled plastic material directly marketable to manufacturers, 5) provide a Recycle certificate along with our final products.
TRIBOSORT 项目中开发的技术可以 1) 回收 ELV 和 WEEE 中的所有最终废料残留物，2) 分离其有价值的塑料成分，纯度至少为 95%，3) 提供生产能力为 1.5% 的工业规模解决方案吨/小时 4) 生产可直接销售给制造商的最终回收塑料材料，5) 随我们的最终产品提供回收证书。
8.X-ray sensor for the recognition of polymer type, additive and fillers in black and coloured plastics for recycling and analysis (2019-2020)
X 射线传感器用于识别黑色和彩色塑料中的聚合物类型、添加剂和填料，以进行回收和分析（2019-2020）
The black plastics, which represent 30-50% of plastic scraps in Waste Electric and Electronic Equipment (WEEE) and End-of-Life Vehicles (ELV), end up as residue and are disposed in landfills, buried or exported outside EU, because the existing plastic sorting technologies are not able to sort black plastics based on the type of polymer and to identify the presence of additives such as Brominated Flame Retardants (BFR) and pollutants which are forbidden by EU directives on recycling. The SELEX project exploits for the first time a combination of X-ray solutions allowing: 1) to discriminate polymers used in the plastic matrix both for coloured and black plastics; 2) to provide quantitative information about presence of fillers, additives and pollutants present in the polymer matrix, including BFR.
黑色塑料占废弃电气电子设备 (WEEE) 和报废车辆 (ELV) 中塑料废料的 30-50%，最终成为残留物并被丢弃在垃圾填埋场、掩埋或出口到欧盟以外的地区，因为现有的塑料分选技术无法根据聚合物类型对黑色塑料进行分选，也无法识别是否存在溴化阻燃剂（BFR）等添加剂和欧盟回收指令禁止的污染物。 SELEX 项目首次采用 X 射线解决方案组合，能够： 1) 区分塑料基质中使用的聚合物为彩色塑料和黑色塑料； 2) 提供有关聚合物基体中存在的填料、添加剂和污染物（包括 BFR）的定量信息。
9.Supporting the Electric Vehicle REVOLUTION through maximising EV Range and End-of-Life Vehicle Recovery through optimisation of recycled plastics and advanced light materials (2021-2023)
通过优化再生塑料和先进轻质材料，最大限度地提高电动汽车续航里程和报废汽车回收，支持电动汽车革命（2021-2023）
The REVOLUTION project aims at overcoming the challenges hindering the use of recycled materials, but more broadly, restricting the widespread adoption of circular economy principles in the automotive industry. REVOLUTION will use machine learning and artificial intelligence to optimise the input of recycled materials and injection moulding process to deliver high-quality parts.
REVOLUTION 项目旨在克服阻碍回收材料使用的挑战，但更广泛地说，限制汽车行业广泛采用循环经济原则。 REVOLUTION 将利用机器学习和人工智能来优化回收材料的输入和注塑工艺，以提供高质量的零件。
10.Advanced Light materials for sustainable Electrical Vehicles by Integration of eco-design and circular economy Strategies
整合生态设计和循环经济策略，用于可持续电动汽车的先进轻质材料
The LEVIS project developed multi-material structural parts using thermoplastic-based carbon fibre reinforced plastics/metal hybrid materials integrated with a structural health monitoring system. The aim was to achieve a significant weight reduction while keeping the mechanical in-service performance of the targeted parts. As such, new sustainable materials and suitable manufacturing and assembly procedures as well as advanced simulation methodologies/workflows and innovative sensing/monitoring technologies were developed.
LEVIS 项目使用热塑性碳纤维增强塑料/金属混合材料开发了多材料结构部件，并集成了结构健康监测系统。目的是显着减轻重量，同时保持目标零件的机械使用性能。因此，开发了新的可持续材料和合适的制造和装配程序以及先进的模拟方法/工作流程和创新的传感/监测技术。
11.Leading the TRansion of the European Automotive SUpply chain towards a circulaR futurE (2021-2024)
引领欧洲汽车供应链转型，迈向循环未来（2021-2024）
The fact that the car industry has little involvement in CRM recovery from end-of-life vehicles (ELVs) led to the development of the idea of the TREASURE project . The TREASURE project will develop a scenario analysis and simulation tool to assess the positive and negative implications of circular economy practices and principles in car manufacturing to facilitate the adoption of CRM recovery and circular economy in this sector.
事实上，汽车行业已经 由于很少参与报废车辆 (ELV) 的 CRM 回收，因此产生了 TREASURE 项目的想法。 TREASURE 项目将开发情景分析和模拟工具，以评估汽车制造中循环经济实践和原则的积极和消极影响，以促进该行业采用 CRM 恢复和循环经济。
12.Advanced and sustainable recycling processes and value chains for plastic-based multi-materials (2018-2022)
先进且可持续的塑料复合材料回收工艺和价值链（2018-2022）
The MultiCycle project aimed to introduce an advanced and sustainable recycling process as well as the value chains for plastic-based multi-materials. This process will be demonstrated in fibre reinforced thermoplastic composites for the automotive sector from which plastics constitute around 16% of End-of-Life Vehicles weight, i.e. ca. 1 million tons/year in EU.
MultiCycle 项目的目标是引入先进且可持续的回收工艺以及塑料复合材料的价值链。该工艺将在汽车行业的纤维增强热塑性复合材料中得到验证，其中塑料约占报废车辆重量的 16% ，即约16%。欧盟每年 100 万吨。
13.Optimising quality of information in Raw Materials data collection across Europe (2017-2019)
优化整个欧洲原材料数据收集的信息质量（2017-2019）
The ORAMA project focuses on optimising data collection for primary and secondary raw materials in Member States. For End-of-Life Vehicles the focus is on developing ‘INSPIRE-alike’ protocols. ORAMA will demonstrate how to create more robust Material Systems Analysis studies and reliable Sankey diagrams for stocks and flows of specific raw materials.
ORAMA 项目重点是优化成员国初级和次级原材料的数据收集。对于报废车辆，重点是开发“类似 INSPIRE”协议。 ORAMA 将演示如何针对特定原材料的库存和流量创建更稳健的材料系统分析研究和可靠的桑基图。
12.2Under LIFE programme: 根据 LIFE 计划：
1.A novel and efficient sorting process for post-shredder ELVs to meet and overcome ELV directive targets (2014-2017)
针对碎纸机后 ELV 的新型高效分选流程，以满足并克服 ELV 指令目标（2014-2017 年）
The LIFE CARWASTE project aims to contribute to the effective life-cycle management of cars through an innovative process to exploit currently landfilled waste material produced at end-of-life. More specifically, it plans to develop and demonstrate an innovative technology and process to facilitate the re-use of ‘fluff’ materials in cement and steel plants.
LIFE CARWASTE 项目旨在通过创新流程，利用当前填埋的报废废料，为汽车的有效生命周期管理做出贡献。 更具体地说，它计划开发和示范一种创新技术和工艺，以促进水泥和钢铁厂中“绒毛”材料的再利用。
2.Aim to realise 95% ELV-recycling in the Netherlands by means of post shredder technology (2011-2015)
目标是通过后粉碎机技术在荷兰实现 95% 的报废汽车回收率（2011-2015）
The PST project's main objective was to reach an ELV recycling rate of 95% by the end of 2014 and thus allow the Netherlands to comply with the ELV Directive. It planned to do this by demonstrating and optimising a PST plant using the VW-SiCon process in the Dutch province of Gelderland. The PST project beneficiary ARN Recycling reported an End-of-Life Vehicles (ELV) recycling rate of 83.7% for material recycling and a total of 96.1% for recycling and energy recovery for 2012; and 86.1% and 96.0%, respectively, for 2014.
PST 项目的主要目标是到 2014 年底使 ELV 回收率达到 95%，从而使荷兰能够遵守 ELV 指令。为此，该公司计划在荷兰格尔德兰省展示和优化采用 VW-SiCon 工艺的 PST 工厂。 PST 项目受益方 ARN Recycling 报告称，2012 年报废车辆 (ELV) 材料回收率为 83.7%，回收和能源回收率为 96.1%； 2014 年分别为 86.1% 和 96.0%。
3.Industrial Platform Demonstrator to achieve 95% recycling of the "end-of-life vehicle" (2011-2015)
工业平台演示器实现“报废车辆”95%的回收率（2011-2015）
The objective of the LIFE project ICARRE 95 was to demonstrate how to recycle 95% of End-of-Life Vehicles (ELVs) at a regional scale (up to 30 000 ELVs per year) and to create a model that can be applied and exported to other sites and countries in France and Europe. To reach its objective, the project concentrated its efforts on plastics, foams, glass, textiles and catalytic converters. The project aimed to outline an effective process for dismantling recovered car and to develop a cradle-to-cradle process for recycling the targeted components.
LIFE 项目 ICARRE 95 的目标是展示如何在区域范围内回收 95% 的报废车辆 (ELV)（每年最多 30 000 辆 ELV），并创建一个可应用和回收的模型。出口到法国和欧洲的其他地点和国家。为了实现其目标，该项目将重点放在塑料、泡沫、玻璃、纺织品和催化转换器上。该项目旨在概述一种有效的拆解回收汽车的流程，并开发一种从摇篮到摇篮的流程来回收目标部件。
4.High performance devulcanized masterbatches for End-of-Life Tire reuse in high-volume technical compounding applications (2020-2024)
用于大批量技术复合应用中报废轮胎再利用的高性能脱硫母粒（2020-2024 年）
The LIFE GREEN VULCAN project aims at increasing the reuse rate of rubber waste with an innovative and environmentally-friendly devulcanisation technology. The project contributes to the implementation of the End-of-Life Vehicles Directive by enabling increased recycling rates.
LIFE GREEN VULCAN 项目旨在通过创新且环保的脱硫技术提高橡胶废料的再利用率。该项目通过提高回收率，为报废车辆指令的实施做出贡献。
5.ELV DEPOLLUTION BAY -equipped island for the management of materials and components for end of life vehicles (2017-2019)
ELV DEPOLLUTION BAY - 配备岛，用于管理报废车辆的材料和部件（2017-2019）
The main objective of the LIFE De-BAY project was to lower the environmental impact of ELVs by developing more efficient recovery systems and techniques for small and medium-sized dismantlers. This technology would be validated and demonstrated within fully-equipped and integrated depollution islands at two pilot dismantling sites. The aim was to enable the recovery of larger amounts of vehicle materials and components (e.g. plastics, glass and filters) and up to 99% of all ELV fluids by weight, in a much faster and more efficient way than is possible using current tools and systems. The main environmental benefits demonstrated by the project were the increased/improved recovery of spent fuels and other fluids from ELVs, and the reduction of hazardous materials and not-recoverable wastes sent to landfills. On a yearly basis, for example: +50 000 l/year more petrol recovered, +12 000 l/year engine oil, +5 000 l/year brake fluids, and +1 700 kg/year air conditioning refrigerants.
LIFE De-BAY 项目的主要目标是通过为中小型拆解商开发更高效的回收系统和技术来降低报废汽车对环境的影响。该技术将在两个试点拆除场地的设备齐全的综合去污染岛内进行验证和演示。其目的是能够以比传统方法更快、更有效的方式回收大量车辆材料和部件（例如塑料、玻璃和过滤器）以及按重量计算高达 99% 的 ELV 液体。 使用当前的工具和系统是可能的。该项目所展现的主要环境效益是增加/改善了报废车辆中乏燃料和其他液体的回收，以及减少了送往垃圾填埋场的危险材料和不可回收废物。例如，每年回收的汽油增加+50 000 升，每年增加+12 000 升发动机油，每年增加+5 000 升制动液，每年增加+1 700 公斤空调制冷剂。
6.Recycling of textile fibres from end-of-life tyres for production of new asphalts and plastic compounds (2015-2018)
回收报废轮胎中的纺织纤维用于生产新沥青和塑料化合物（2015-2018）
The project REFIBRE-LIFE aimed to overcome the two main existing barriers limiting ELT fibre recycling. Its overall objective was that 100% of the ELT fibre material is transformed into a useful secondary raw material within a ‘circular economy’ approach. The project’s objectives were, among others, to construct and validate an innovative industrial pilot plant to treat, clean and process ELT fibres, making them recyclable and re-usable and produce new materials (plastic compounds and asphalts) that have been modified with the fibre.
REFIBRE-LIFE 项目旨在克服限制 ELT 纤维回收的两个主要障碍。其总体目标是通过“循环经济”方法将 100% 的 ELT 纤维材料转化为有用的二次原材料。该项目的目标包括建造和验证一个创新的工业试验工厂，以处理、清洁和加工 ELT 纤维，使其可回收和重复使用，并生产用纤维改性的新材料（塑料化合物和沥青） 。
7.Boosting circular economy of plastics from end-of-life vehicles through recycling into high added-value applications(2018-2022)
通过回收到高附加值应用来促进报废车辆塑料的循环经济（2018-2022）
The LIFE CIRC-ELV project aims to boost plastic recycling rates in the automotive sector by recycling polypropylene in end-of-life cars and reusing it in new products. Substituting virgin plastics with the recycled kind would contribute to the EU circular economy package. It would also support the Waste Framework Directive and ELV Directive by closing the manufacturing loop for plastics used in car manufacturing and tackle the depletion of fossil resources from which they are currently derived.
LIFE CIRC-ELV 项目旨在通过回收报废汽车中的聚丙烯并在新产品中重复使用来提高汽车行业的塑料回收率。用回收塑料替代原生塑料将有助于欧盟循环经济计划。它还将通过关闭汽车制造中使用的塑料的制造循环来支持废物框架指令和ELV指令，并解决目前衍生塑料的化石资源的枯竭问题。
8.Low energy chemo-thermal recycling of carbon fibre composites, a central step to a circular economy for CFRP products (2022-2025)
碳纤维复合材料的低能化学热回收，CFRP 产品循环经济的核心步骤（2022-2025）
The current manufacturing methods for CFRP parts produce large quantities of scrap. This material is made up of in-production scrap, end-of-life components (e.g. automotive parts, aircraft wings, wind turbine blades, sporting and consumer goods) and full-scale test articles. The LIFE CFCycle project aims to implement and evaluate a low-energy approach for recycling carbon fibre reinforced polymers (rCF). This will be achieved by a low-temperature and low-pressure chemical recycling process known as chemolysis. The objective is to recycle at least 2 000 tonnes CFRP scrap per year from automotive parts, aircraft wings and wind turbo blade to establish a supply chain for CFRP scrap and to demonstrate the suitability of the recycled material in at least three applications. The project contributes to the implementation of the End-of-Life Vehicle (ELV) Directive, which requires that 85% of each vehicle manufactured after January 2015 must be re-used or recovered.
当前CFRP零件的制造方法会产生大量废料。这种材料由生产中的废料、报废部件（例如汽车零部件、飞机机翼、风力涡轮机叶片、体育和消费品）和全尺寸测试物品组成。 LIFE CFCycle 项目旨在实施和评估回收碳纤维增强聚合物 (rCF) 的低能耗方法。这将通过称为化学分解的低温低压化学回收过程来实现。目标是每年从汽车零部件、飞机机翼和风力涡轮机叶片中回收至少 2000 吨 CFRP 废料，建立 CFRP 废料供应链，并证明回收材料在至少三种应用中的适用性。该项目有助于实施报废车辆 (ELV) 指令，该指令要求 2015 年 1 月之后生产的每辆汽车的 85% 必须重新使用或回收。
12.3Under other programs: 在其他计划下：
1.Selective recovery of non-ferrous metal automotive shredder by combined electromagnetic tensor spectroscopy and laser-induced plasma spectroscopy (2014-2016)
电磁张量光谱与激光诱导等离子体光谱相结合选择性回收有色金属汽车粉碎机（2014-2016）
The SHREDDERSORT project aims at developing a new dry sorting technology for non-ferrous automotive shredder. First, shredder will be separated into different metals, based on their conductivity. To this end, a new electromagnetic sensing technique combined with a vision system will be used.
SHREDDERSORT项目旨在开发一种用于有色汽车破碎机的新型干式分选技术。首先，粉碎机将根据金属的导电性将其分离成不同的金属。为此，将使用与视觉系统相结合的新电磁传感技术。
2.Future Availability of Secondary Raw Materials (2022-2026)
二次原材料的未来可用性（2022-2026）
The FutuRaM project will address, among others, the waste stream of End-of-Life Vehicles. It seeks to (1) develop knowledge on the availability and recoverability of secondary raw materials (SRMs) within the European Union (EU), with a special focus on critical raw materials (CRMs), to enable fact-based decision making for their exploitation in the EU and third countries, and (2) disseminate this information via a systematic and transparent Secondary Raw Materials Knowledge Base (SRM-KB).
FutuRaM 项目将解决报废车辆的废物流等问题。它旨在 (1) 开发有关欧盟 (EU) 内二次原材料 (SRM) 的可用性和可回收性的知识，特别关注关键原材料 (CRM)，以便为其开发制定基于事实的决策在欧盟和第三国，(2) 通过系统且透明的二次原材料知识库 (SRM-KB) 传播此信息。
Annex 13: SME test for the preferred option
附件 13：首选方案的中小企业测试
As indicated in Annex 4 of this impact assessment, the preferred option would impact large companies involved in the manufacturing of vehicles as well as the steel and plastics industries. As it would also impact SMEs, this Annex provides an analysis (based on the methodology for “SME test” laid out in the Commission Better Regulation Guidelines ), on:
正如本影响评估附件 4 所示，首选方案将影响涉及汽车制造以及钢铁和塑料行业的大型公司。由于它也会影响中小企业，本附件提供了一项分析（基于委员会更好监管指南中规定的“中小企业测试”方法）：
1.the types of SMEs affected by the measures contained in the preferred option;
受首选方案中所含措施影响的中小企业类型；
2.how they have been consulted in the development of this impact assessment;
在制定影响评估过程中如何征求他们的意见；
3.what the expected impacts on these SMEs are;
对这些中小企业的预期影响是什么；
4.how possible negative impacts on these SMEs have been minimised.
如何将对这些中小企业的负面影响降至最低。
13
13.1Step (1) − Identification of affected businesses
步骤 (1) - 识别受影响的企业
The categories of SMEs affected by the proposed measures have been identified based on their activities (dismantling; shredding/recycling; repair and garage shops; export of used vehicles).
受拟议措施影响的中小企业类别已根据其活动（拆解、粉碎/回收、修理和车库、二手车出口）确定。
·Dismantlers: there are approximately 12 000 “authorised treatment facilities” (ATFs) in the EU, which are on the frontline for the dismantling of ELVs. Most of them are SMEs. Some others are integrated in larger companies which also carry out shredding activities. A number of them also have contractual links with vehicle manufacturers, while others are completely independent. They receive ELVs from their last owners, carry out their depollution and remove the most valuable parts and components. They make most of their business in the commercialisation of these parts removed (to be reused) and the sale of depolluted ELVs to shredders. Many of them also deal with used vehicles that they purchase and sell inside or outside the EU. They are directly affected by the provisions of the ELV Directive on collection, treatment and depollution, as well as on recycling/re-use and recovery targets. While they have to abide by the EU requirements, they face competition (both to receive ELV but also when selling spare parts) from the informal sector which collect ELVs and dismantle them in less environmentally sound manner (and without an authorisation to do so).
拆解商：欧盟约有 12,000 个“授权处理设施”(ATF)，处于报废汽车拆解的前线。其中大多数是中小企业。其他一些则被整合到也进行粉碎活动的较大公司中。其中一些还与汽车制造商有合同联系，而另一些则完全独立。他们从上一任车主那里收到报废汽车，进行净化处理并拆除最有价值的零部件。他们的大部分业务是将这些拆除的部件（以重新使用）商业化，并将无污染的报废汽车出售给粉碎机。其中许多还处理在欧盟境内或境外购买和销售的二手车。它们直接受到 ELV 指令中有关收集、处理和去污染以及回收/再利用和回收目标的规定的影响。虽然它们必须遵守欧盟的要求，但它们面临着来自非正规部门的竞争（既包括接收报废汽车，也包括销售备件），这些非正规部门收集报废汽车并以不太环保的方式拆除它们（并且未经授权这样做）。
·Shredding/recycling companies: there are a few hundred companies in the EU active in the sorting, shredding and processing of ELVs and waste fractions resulting from ELVs. Some of them are linked to large waste management companies while others are SMEs. They buy depolluted ELVs from ATFs, shred them, sort the resulting waste, sell the resulting sorted and shredded materials to industries using secondary materials as feedstock in their production processes, and send residual waste to landfills or for incineration with energy recovery. Such companies are not evenly equipped with modern technologies, some of them having invested in “post-shredding technologies” allowing to better sort and decontaminate materials mixed during the shredding process, while others rely on more basic technology. They have traditionally been focusing on the commercialisation of ferrous and non-ferrous scrap, which are by far the most profitable waste fractions from ELVs. A large share of this metal scrap is exported outside the EU. Some shredding companies have however been investing in plastics recycling and in improved technologies for metal recovery and have called for the establishment of recycled content obligations for these materials in new vehicles to support their activities.
破碎/回收公司：有几百家 欧盟的公司积极从事报废汽车和报废汽车产生的废物碎片的分类、粉碎和加工。其中一些与大型废物管理公司有关，而另一些则与中小企业有关。他们从 ATF 购买无污染的报废汽车，将其粉碎，对产生的废物进行分类，将分类和粉碎后的材料出售给在生产过程中使用二次材料作为原料的行业，并将残余废物送往垃圾填埋场或进行能源回收焚烧。这些公司并没有均匀地配备现代技术，其中一些公司投资了“破碎后技术”，可以更好地对破碎过程中混合的材料进行分类和净化，而另一些公司则依赖于更基础的技术。他们传统上一直专注于黑色金属和有色金属废料的商业化，这是迄今为止来自报废汽车最有利可图的废料部分。大部分金属废料出口到欧盟以外。然而，一些破碎公司一直在投资塑料回收和改进金属回收技术，并呼吁对新车中的这些材料制定回收成分义务，以支持其活动。
·Repair shops and garages: The sector of the maintenance and repair of motor vehicles in the EU is composed of around 450 000 companies which are mostly micro SMEs with fewer than 10 employees . They would be mainly affected by measures impacting the purchase and selling of used parts and components. They are indeed important actors in the market of spare parts: this is the case both for new spare parts, which they buy from vehicle manufacturers or spare part suppliers, and used spare parts stemming from ATFs or other garages. Measures dedicated to support reuse of remanufactured and used parts would enlarge the supply of used parts to these stakeholders, but could also generate additional burden for them compared to the baseline scenario, especially if the measures imply obligations.
修理店和车库：欧盟机动车辆维护和修理行业由约 45 万家公司组成，其中大多数是员工少于 10 人的微型中小企业 。他们将主要受到影响二手零部件采购和销售的措施的影响。他们确实是备件市场的重要参与者：无论是从汽车制造商或备件供应商那里购买的新备件，还是来自 ATF 或其他车库的旧备件，都是如此。专门支持再制造和二手零件再利用的措施将扩大对这些利益相关者的二手零件供应，但与基准情景相比，也可能给他们带来额外的负担，特别是如果这些措施意味着义务。
·Companies involved in the export of used vehicles: most companies exporting used vehicles outside the EU are SMEs. This is the case of some garages or ATFs for which the purchase/sale of used vehicles in just one part of their regular business activities. There are also companies which exercise exclusively these activities, buying used cars from garages, insurance companies or individual owners, and organising their export to non-EU countries.
涉及二手车出口的公司：大多数向欧盟以外出口二手车的公司都是中小企业。一些车库或 ATF 的情况就是如此，购买/销售二手车只是其日常业务活动的一部分。还有一些公司专门从事这些活动，从车库、保险公司或个人车主那里购买二手车，并组织其出口到非欧盟国家。
13.2Step (2) consultation of SME stakeholders
步骤(2)中小企业利益相关者咨询
The review process for the ELV Directive started in 2018 and included extensive consultation of the stakeholders affected by this legislation, especially SMEs. The first consultations took place in the context of the evaluation of the ELV Directive . They were followed by consultations carried out as part of the present impact assessment (Open Public Consultation on the Impact Assessment for joint review of the ELV Directive and 3R type-approval Directive , specific consultation for 3R type-approval aspects, additional targeted consultations and bilateral discussions with different groups of stakeholders). The review of the ELV Directive was also covered by an opinion from the “Fit for future platform ” which reflected views from stakeholders. Particular attention was paid to reach out to SMEs during these consultations, either through their umbrella federations at EU or national levels, or directly.
ELV 指令的审查过程于 2018 年启动，包括与受该立法影响的利益相关者（尤其是中小企业）进行广泛磋商。第一次磋商是在评估 ELV 指令的背景下进行的 。随后，作为当前影响评估的一部分进行了磋商（关于联合审查 ELV 指令和3R 型式核准指令的影响评估的公开磋商、针对 3R 型式核准方面的具体磋商、其他有针对性的磋商）与不同利益相关群体的磋商和双边讨论）。 “适合未来平台 ”的意见也涵盖了 ELV 指令的审查，该意见反映了利益相关者的观点。在这些磋商期间，特别关注通过欧盟或国家层面的伞式联合会或直接接触中小企业。
The analysis of the OPC for the impact assessment carried out from July to October 2021 illustrates how SMEs took part in the consultation process. Among the 208 stakeholders which contributed to this consultation, 62.5% were SMEs or organisations representing the interests of SMEs (130 responses), covering a wide geographical scope.
OPC 对 2021 年 7 月至 10 月进行的影响评估的分析说明了中小企业如何参与咨询过程。在为本次咨询做出贡献的 208 个利益相关者中，62.5% 是中小企业或代表中小企业利益的组织（130 个答复），涵盖广泛的地域范围。
Among others, these stakeholders included for example the European association for national associations of automotive recyclers in Europe (EGARA ); the Association of ATFs in Catalonia (AETRAC ); the French Private Companies Association for Waste Management (FNADE ); the French federation of companies working on services linked to automotive sector, including repair (Mobilians ); the French Federation of Craft Businesses in the automotive sector and in mobility services (FNA ); Gremi de Recuperació de Catalunya ; a Finnish ATF (Suomen Autopurkamoliitto r.y) ; a Czech metal waste processor (DEMONTA Trade SE ); the German association of recycling companies (Bundesvereinigung Deutscher Stahlrecycling- und Entsorgungsunternehmen e.V. ).
其中，这些利益相关者包括欧洲国家汽车回收商协会（EGARA ）；加泰罗尼亚 ATF 协会(AETRAC )；法国私营公司废物管理协会（FNADE ）；法国从事汽车行业相关服务（包括维修）的公司联合会（Mobilians ）；法国汽车行业和移动服务行业手工艺企业联合会 (FNA )；加泰罗尼亚格雷米康复中心 ；芬兰 ATF（Suomen Autopurkamoliitto ry） ；捷克金属废物处理器 （DEMONTA 贸易 SE ）；德国回收公司协会 (Bundesvereinigung Deutscher Stahlrecycling- und Entsorgungsunternehmen eV )。
In terms of sectoral representation, vehicle manufacturers, importers, suppliers (50), together with waste management operators (dismantlers, ATFs – 47, recyclers, shredder operators – 45) represented the major groups of stakeholders.
就部门代表性而言，汽车制造商、进口商、供应商（50）以及废物管理运营商（拆解商、ATF – 47、回收商、粉碎机运营商 – 45）代表了主要的利益相关者群体。
13.2.113.2.1 SMEs views relating to measures to increase the re-use of vehicle parts:
13.2.1 中小企业对增加汽车零部件再利用措施的看法：
The OPC included a specific question, addressed to the professional audience, on which measures would contribute to increase the reuse of vehicles parts, from 189 responses totally received, 130 came from SMEs mostly representing the ELV dismantling sector. 84 of them supported the view that the introduction of an obligation for repair shops to offer used spare parts (together with new spare parts) to their customers would contribute to increase the reuse of vehicle parts. 75 of them were of the opinion that car manufacturers should be obliged to enable ATFs to unlock parts with digital keys so that these parts could be reused after dismantling. Additionally, 66 of the respondents representing the SMEs agreed that the manufacturers should be obliged to provide the dismantling centres information about the parts. 54 of the participants in this category supported the measure to remove certain parts of ELVs before shredding with the aim to support reuse.
OPC 向专业观众提出了一个具体问题，即哪些措施将有助于增加车辆零部件的重复利用，总共收到 189 份答复，其中 130 份来自中小企业，主要代表报废汽车拆解行业。 其中 84 名受访者支持这一观点，即规定维修店有义务向客户提供旧备件（连同新备件）将有助于提高车辆零件的再利用。其中75人认为汽车制造商应该有义务让ATF能够用数字钥匙解锁零件，以便这些零件在拆解后可以重复使用。此外，代表中小企业的66名受访者同意制造商有义务向拆解中心提供有关零部件的信息。该类别中有 54 名参与者支持在粉碎前去除报废汽车某些部分的措施，以支持再利用。
13.2.213.2.2 Recycled content target for plastics
13.2.2 塑料回收含量目标
Out of 130 responses from SMEs, 71 strongly agreed or agreed with setting a recycled content target for plastics. 30 of these SMEs belonged to dismantling sector or ATFs, while 15 represented the recycling sector. Only 11 of SMEs in these sectors opposed to setting a mandatory target on use of recycled plastic in new vehicles. Taking the total number of SMEs, 36 (or 27.8 %) of them did not agree, while 28 (or 21.5%) remained neutral.
在 130 份中小企业回复中，71 家强烈同意或同意设定塑料回收含量目标。其中 30 家中小企业属于拆解行业或 ATF，而 15 家属于回收行业。这些行业中只有 11 家中小企业反对设定新车使用再生塑料的强制性目标。就中小企业总数而言，有36家（27.8%）不同意，28家（21.5%）持中立态度。
When asked to indicate other materials for which recycled content targets should be considered, most of the SMEs representing dismantling, ATFs, vehicle producers, manufacturers, suppliers and recycling sector chose glass, platinum group metals, REEs, aluminium alloys, other CRMs and steel alloys and magnesium as the most potential candidates.
当被问及应考虑回收含量目标的其他材料时，大多数代表拆解、ATF、汽车生产商、制造商、供应商和回收行业的中小企业选择了玻璃、铂族金属、稀土元素、铝合金、其他CRM和钢合金镁是最有潜力的候选者。
From the SMEs cluster, the distribution of the responses to this question is provided below:
从中小企业集群来看，对该问题的回答分布如下：
13.2.313.2.3 Material specific recycling targets
13.2.3 特定材料的回收目标
When inquired about establishing a material-specific targets, on the overall, the SMEs were supportive, 83 of them agreed as it would increase the separate recycling, while 70 also noted the increase of the quality of recycling. Although 70 participants admitted that the establishment of the material specific targets would increase costs, 45 also acknowledged that setting such targets would increase the revenues from the sale of recycled materials.
当被问及是否设立具体物料目标时，整体而言，中小型企业表示支持，其中83家中小型企业表示同意，因为此举会增加分类回收，而70家中小型企业也表示回收质量有所提高。尽管70名参与者承认制定材料具体目标会增加成本，但45名参与者也承认制定此类目标会增加回收材料销售的收入。
In this context, 28 ELV management operators also agreed that such regulatory approach on recycling targets would have a positive impact on innovation development. SMEs specified that the major impacts are expected in increasing i) innovative eco-design of products; ii) high-quality recycling; and iii) innovative recycling opportunities and processes.
在此背景下，28家报废汽车管理运营商也一致认为，这种针对回收目标的监管方式将对创新发展产生积极影响。中小企业指出，预计主要影响将增加 i) 产品的创新生态设计； ii) 高质量回收； iii) 创新的回收机会和流程。
13.2.413.2.4 Export related requirements for the used vehicles
13.2.4 二手车出口相关要求
70 % of all the participants of the OPC represented SMEs and were in favour of new EU-wide export related measures for used vehicles. Assessing the individual responses received, 64 of SME stakeholders agreed with idea to introduce a requirement to provide a valid roadworthiness certificate as a mandatory condition to authorise the export of a used vehicle to a non-EU country. This response was followed by the support to better enforce the existing ban on export of ELVs (57), while 49 suggested to focus on illegal export of ELVs by improving the traceability of vehicles and introducing mandatory criteria to distinguish waste vehicles from used vehicles.
OPC 所有参与者中 70% 代表中小企业，支持欧盟范围内针对二手车采取新的出口相关措施。在评估收到的个人回复后，64 名中小企业利益相关者同意提出提供有效道路适航证书的要求，作为授权向非欧盟国家出口二手车的强制性条件。随后，有 57 人表示支持更好地执行现有的报废汽车出口禁令，而 49 人则建议通过提高车辆的可追溯性并引入区分报废车和二手车的强制性标准来重点打击报废汽车的非法出口。
Taking the overall scope of respondents, the main responses were received from dismantling ATF, recycling sector and vehicle producers, manufacturers, suppliers and importers. 8 car dealers and representatives specialising in import/export of used vehicles responded to this question; 3 of them identified themselves as SMEs.
从总体受访者范围来看，主要受访者来自拆解ATF、回收行业以及汽车生产商、制造商、供应商和进口商。 8家专门从事二手车进出口的汽车经销商和代表回答了这个问题；其中 3 家自称是中小企业。
13.3Step (3) assessment of the impact on SMEs
步骤(3)对中小企业的影响评估
13.3.113.3.1 EPR related measures
13.3.1 EPR相关措施
Stakeholders were asked to provide their opinion whether it is necessary to compensate the authorised treatment facilities (ATFs) for their dismantling efforts that, under the current conditions, are not economically viable, in order to ensure a high quality of recycling.
利益相关者被要求提供他们的意见，是否有必要对授权处理设施（ATF）的拆除工作进行补偿，以确保高质量的回收，在目前的条件下，这些拆除工作在经济上不可行。
Overall, more than 64% of stakeholders representing SMEs agreed that it is necessary to compensate the costs incurred by the ATFs. The dismantling and recycling sector alone was represented by 65 SMEs. 40 of them were in favour, while 9 of them indicated as I don’t know/ no opinion. Out of 18 individual respondents who identified themselves as vehicle producers, suppliers or importers, 8 individuals disagreed with such an approach.
总体而言，超过64%的代表中小企业的利益相关者同意有必要补偿ATF产生的成本。仅拆解和回收行业就有 65 家中小企业。其中 40 人表示赞成，9 人表示不知道/无意见。在 18 名自称为汽车生产商、供应商或进口商的受访者中，有 8 人不同意这种做法。
From the SMEs cluster, the distribution of the responses to this question is provided below:
从中小企业集群来看，对该问题的回答分布如下：
13.3.213.3.2 Impacts on companies involved in the dismantling and recycling sector:
13.3.2 对涉及拆解和回收行业的公司的影响：
The economic viability of SMEs in the dismantling sector is already fragile. Under the baseline scenario, they will face considerable challenges within a 10- to 15-year horizon, due to the consequences of the shift to electric vehicles. The dismantling of EVs will indeed require an evolution of their business model, notably investments for new technologies and infrastructure.
拆解行业中小企业的经济生存能力已经很脆弱。在基线情景下，由于转向电动汽车的后果，他们将在 10 到 15 年内面临相当大的挑战。电动汽车的拆除确实需要其商业模式的演变，特别是对新技术和基础设施的投资。
For SMEs in the dismantling sector, the measures in the preferred option consisting in increasing the number of parts and components to be removed prior to the shredding phase will generate important extra costs. These costs would be partly offset by additional revenues, notably linked to the sales of used spare parts, which will be considerably encouraged through measures designed to improve the market for such parts. In the same vein, valuable components removed prior to shredding (parts containing plastics, aluminium, CRMs) and sent for high quality recycling will command higher prices than when these components are sent to shredders. Taking advantage of the digitalisation process will be critical in empowering the smaller and often family-run companies to reach out to new market players by connecting to online platforms and distant marketplaces at both local and international levels. In addition, the ‘pull-effect’ from the mandatory target on recycled content for plastics are expected to boost the competitiveness of dismantlers, as they would become the primary supply spots of the high-demand high-quality secondary materials. The measures designed to address the problems of “missing vehicles” will also have a considerable effect for the dismantling sector, as this will result in an important extra volume of ELVs of up to 3.2 million units delivered to ATFs in 2035, and thereby a considerable increase in their turnover. For the extra costs linked to the proposed measures which cannot be offset through market conditions, the measures proposed on EPR will be key to ensure that vehicle manufacturers provide the necessary financial support to dismantlers so that they maintain their competitiveness and face down unfair competition from the informal sector.
对于拆解行业的中小企业来说，首选措施包括增加破碎阶段之前要拆除的零部件数量，这将产生大量的额外成本。这些成本将被额外收入所部分抵消，特别是与旧备件销售相关的收入，通过旨在改善此类零件市场的措施将大大鼓励这种收入。同样，在粉碎之前去除的有价值的部件（含有塑料、铝、CRM 的部件）并送去进行高质量回收的价格将比这些部件发送到粉碎机时的价格更高。利用数字化进程对于使规模较小且往往是家族经营的公司能够通过连接到本地和国际层面的在线平台和远程市场来接触新的市场参与者至关重要。此外，塑料回收含量强制目标的“拉动效应”预计将提高拆解商的竞争力，因为他们将成为高需求的高质量再生材料的主要供应点。旨在解决“失踪车辆”问题的措施也将对拆解行业产生相当大的影响，因为这将导致到 2035 年向 ATF 交付高达 320 万辆的报废汽车，从而产生相当大的影响。他们的营业额增加。对于与建议措施相关的额外成本无法通过市场条件抵消的情况，EPR建议的措施将是确保汽车制造商向拆解商提供必要的财政支持的关键，使他们保持竞争力并面对来自汽车制造商的不公平竞争。非正规部门。
Based on the elements presented above, it clear that an important number of factors will influence the competitiveness of SMEs in the dismantling sector. The proposed measures, especially to increase the collection of ELVs, will lead to an important additional economic activity and increased turnover. According to the modelling from the main impact assessment, it would also lead to the creation of about 8,000 jobs in 2035 compared to the baseline related to implementation of the recycled content, quality of recycling and collection related measures. The expected increase in the demand for spare parts, improvements in their distribution and the fluctuations of prices of secondary materials (i.e., spare parts for re-use and materials destined for recycling) will be essential elements to determine the profitability of ATFs. While it remains challenging to provide an accurate projection of the costs and revenues for SMEs from the measures contained in the preferred option, it is estimated that they would be able to increase their competitiveness, with a higher turnover and additional employees, and an overall increased net revenue of 2 million EUR in 2035.
综上所述，很明显，许多重要因素将影响拆解行业中小企业的竞争力。拟议的措施，特别是增加报废车辆的收集，将带来重要的额外经济活动和营业额增加。根据主要影响评估的模型，与实施回收内容、回收质量和收集相关措施相关的基线相比，这还将在 2035 年创造约 8,000 个就业岗位。备件需求的预期增长、备件分配的改善以及二次材料（即再利用备件和用于回收的材料）价格的波动将是决定 ATF 盈利能力的重要因素。虽然根据首选方案中包含的措施准确预测中小企业的成本和收入仍然具有挑战性，但估计它们将能够通过更高的营业额和更多员工以及总体增长来提高竞争力。 2035 年净收入达到 200 万欧元。
For SMEs involved in the sorting, shredding and recycling of ELV waste, the most impactful measures are those:
对于涉及报废汽车分类、破碎和回收的中小企业来说，最有效的措施是：
(I) （我）on better collection of ELVs, which would mean that additional ELVs would be supplied to shredding and recycling plants;
更好地收集报废汽车，这意味着将向粉碎和回收工厂提供额外的报废汽车；
(II) （二）on recycled content, which should ensure an increased market share for recycled plastics [and steel] through ensuring a steady supply from these recyclates to industries processing them into new products, and boost their competitiveness;
关于回收成分，应通过确保这些回收品向加工成新产品的行业稳定供应来确保回收塑料[和钢铁]的市场份额增加，并提高其竞争力；
(III) （三）designed to increase the quality of recyclates and improve the treatment of waste, especially the requirements for selective treatment of a list of parts and components (as described in Measure 13b) and new requirements on the ban on the landfilling for automobile shredders residues and on mixing of ELV scrap with WEEE and other scraps during shredding and post-shredding technologies. These measures would require investments, notably for the companies which are currently not operating modern shredding and post shredding technologies.
旨在提高回收物质量和改善废物处理，特别是对零部件清单进行选择性处理的要求（如措施13b所述）以及禁止填埋汽车破碎机残留物和混合的新要求在破碎和破碎后技术过程中，将 ELV 废料与 WEEE 和其他废料一起处理。这些措施需要投资，特别是对于目前尚未运营现代破碎和破碎后技术的公司。
Overall, the proposed measures would have a substantial impact on SMEs active in this sector, with a large increase in turnover and also new investment needs. And in that case again, the measures proposed on EPR are meant to ensure that extra costs which cannot be offset under normal market conditions should be borne by vehicle manufacturers to support the recycling sector. As for SMEs in the dismantling sector, the overall economic impact on shredding and recycling companies will be highly dependent on the prices of recyclates, which cannot be predicted with certainty. Taking these uncertainties into consideration and based on the model used for this impact assessment, the overall economic impact for the shredding sector has been assessed as representing a net cost of 190 million � in 2035 compared to the baseline, while it would be of 265 million � net revenues for the recycling sector. As indicated above, the extra costs for the shredding sector would be compensated by contributions from the vehicle manufacturers through EPR schemes, so that the competitiveness of the shredding sector would not be affected. The social impact would translate in the creation of 6 000 jobs for the whole sorting, shredding and recycling sector.
总体而言，拟议的措施将对活跃在该领域的中小企业产生重大影响，营业额大幅增加，并产生新的投资需求。在这种情况下，EPR提出的措施旨在确保在正常市场条件下无法抵消的额外成本应由汽车制造商承担，以支持回收行业。对于拆解行业的中小企业来说，破碎和回收公司的整体经济影响将高度依赖于回收材料的价格，而回收价格无法确定地预测。考虑到这些不确定性，并根据影响评估所使用的模型，破碎行业的总体经济影响被评估为与基线相比，到 2035 年净成本为 1.9 亿欧元，而实际成本为 2.65 亿欧元欧元回收行业的净收入。如上所述，破碎行业的额外成本将由汽车制造商通过 EPR 计划的贡献来补偿，因此破碎行业的竞争力不会受到影响。社会影响将为整个分类、粉碎和回收行业创造 6000 个就业岗位。
Overall, the proposed measures should support the competitiveness of SMEs in the dismantling and recycling sector through new market opportunities. It is however likely that a number of SMEs might not be able or willing to adapt their business models or invest in the technologies necessary to meet the new requirements. In addition, the measures proposed on the design/production of vehicles, as well as those on EPR, could also encourage vehicle manufacturers to play a greater role in management of ELV waste. This could take the form of contractual arrangements with existing actors in the waste management, or of a more direct intervention through direct investments in this field. As a result, it is likely that the proposed measures could lead to a concentration of actors in the dismantling and recycling sectors and a reduction in the number of SMEs in this field. It should be underlined that this trend for concentration is expected to happen under the baseline scenario, as some vehicle manufacturers intend to exercise a higher control over the recovery of materials contained in electric vehicles, due to their value and relevance for their industry. The proposed measures under the preferred option could exacerbate this trend but it is expected that a concentration of the sector would take place in any event under the baseline scenario.
总体而言，拟议措施应通过新的市场机会支持拆解和回收行业中小型企业的竞争力。然而，许多中小企业可能无法或不愿意调整其商业模式或投资满足新要求所需的技术。此外，针对车辆设计/生产以及EPR提出的措施也可以鼓励汽车制造商在报废汽车废物管理方面发挥更大作用。这可以采取与废物管理现有参与者签订合同安排的形式，或者通过对该领域的直接投资进行更直接的干预。因此，拟议的措施可能会导致拆解和回收行业的参与者集中，并减少该领域中小企业的数量。应该强调的是，这种集中趋势预计会在基准情景下发生，因为一些汽车制造商打算对电动汽车中所含材料的回收实施更高的控制，因为它们的价值和与其行业的相关性。首选方案下提出的措施可能会加剧这一趋势，但预计在基线情景下无论如何该行业都会发生集中。
Impact on companies in the maintenance and repair of vehicles: For the SMEs in this sector, the most impactful measure assessed as part of this report is the measure requiring them to offer used spare parts together with new spare parts to their customers (as is currently the case in France). Adopting this measure would be up to EU Member States. This would represent an additional burden compared to the baseline. This will be the case especially for the companies which are not currently used to proposing used spare parts to their customers, as they would have to carry out an additional task. In practice, this new measure would translate in spending a certain amount of time to search for used spare parts. There are many online platforms offering used spare parts for sale, thus facilitating search for the appropriate one.
对车辆保养和维修公司的影响：对于该行业的中小企业来说，本报告评估的最有影响力的措施是要求他们向客户提供旧备件和新备件的措施（目前法国的情况）。采取这一措施将由欧盟成员国决定。与基线相比，这将带来额外的负担。对于目前不习惯向客户推荐二手备件的公司来说尤其如此，因为他们必须执行额外的任务。实际上，这项新措施将意味着花费一定的时间来寻找二手备件。有许多在线平台提供二手备件出售，因此可以方便地搜索合适的备件。
Impact on companies involved in the export of used vehicles: They will be affected by the measures designed to ensure a better control on the interdiction to export ELVs outside the OECD, as well as by the new measures governing the export of used vehicles (only authorised upon presentation of a roadworthiness certificate). The companies specialised in the export of used cars will be the most impacted. They would incur costs linked to the obligation for them to carry out roadworthiness tests for vehicles which are currently exported after the certificate has expired. In addition, they are likely to see a decrease in revenues linked to a reduction in the export of used vehicles which do not meet the conditions to obtain a roadworthiness certificate. They would then have to sell these vehicles as ELVs to ATFs in the EU, at a much lower price than what they could have obtained for exporting them. The overall net economic impacts for this sector have been assessed to reach a loss of 510 million EUR costs by 2035 compared to the baseline scenario.
对涉及二手车出口的公司的影响：他们将受到旨在确保更好地控制经合组织以外国家禁止出口报废汽车的措施以及二手车出口新措施（仅授权的国家）的影响。出示适航证书后）。专门从事二手车出口的公司将受到最大的影响。他们将承担与对证书过期后目前出口的车辆进行适航性测试的义务相关的费用。此外，由于不符合获得适航证书条件的二手车出口减少，他们可能会看到收入下降。然后，他们必须将这些车辆作为 ELV 出售给欧盟的 ATF，价格远低于出口的价格。据评估，与基准情景相比，到 2035 年该行业的总体净经济影响将达到 5.1 亿欧元的成本损失。
13.4Step (4) minimising negative impacts on SMEs
步骤(4)尽量减少对中小企业的负面影响
The negative impacts of the preferred option have been minimised through (i) a careful design and adaptation of the measures to ensure that their cost remains proportional to the expected benefits and are not excessive for SMEs and (ii) the introduction of mechanisms of compensation by vehicle manufacturers for possible extra costs linked to the proposed measures, which could be not offset under normal conditions by SMEs (through the establishment of “extended producer responsibility” schemes).
通过以下措施，首选方案的负面影响已降至最低：(i) 仔细设计和调整措施，以确保其成本与预期收益保持成正比，并且对中小企业而言不过分；(ii) 通过引入补偿机制向汽车制造商支付与拟议措施相关的可能的额外费用，这些费用在正常情况下中小企业无法抵消（通过建立“生产者延伸责任”计划）。
·Companies in the dismantling/recycling sector: The measures impacting companies in the dismantling and recycling sector have been devised in a way to reflect the different situations in the Member States, their degree of technological development, the need to remain technology-neutral and avoid excessive costs. This is in particular the case for the obligations to ensure an improved treatment of ELV and their related scrap: one of the most important measures in that regard is the obligation for dismantlers and shredding companies to operate a selective treatment of a list of parts and components contained in ELV. The definition of the items contained in this list has taken into consideration the associated costs and benefits linked to their selective dismantling. As a result, the preferred option did not retain the suggestions made during the consultation process to include a number of components (as reflected in Measure 14c, which does not form part of the preferred option), in view of the high costs linked to their dismantling compared to the environmental and economic benefits. The preferred measure in that regard is Measure 14b, which includes a shorter list. In addition, the obligation for selective treatment is less stringent than the suggestion made during the consultation process that the items contained in the list should all be removed manually by dismantlers before the shredding stage. This remains an option, but the selective treatment can also be operated by shredding companies if they provide evidence that the quality of the scrap resulting from shredding will be of similar quality than for components removed priori to shredding. This was an important demand by the shredding operators.
拆解/回收行业的公司：影响拆解和回收行业公司的措施的制定反映了成员国的不同情况、技术发展程度、保持技术中立和避免过度使用的必要性。成本。尤其是确保改善报废汽车及其相关废料处理的义务：这方面最重要的措施之一是拆解商和破碎公司有义务对一系列零部件进行选择性处理包含在 ELV 中。该清单中所含物品的定义已考虑到与其选择性拆除相关的相关成本和收益。因此，考虑到与这些内容相关的高成本，首选方案没有保留咨询过程中提出的包括多个组成部分的建议（如措施 14c 所反映，该措施不构成首选方案的一部分）。拆解相比环境效益和经济效益。在这方面，首选措施是措施 14b，其中包括一个较短的列表。此外，选择性处理的义务不如咨询过程中提出的建议严格，即清单中包含的物品应在粉碎阶段之前全部由拆除者手动移除。这仍然是一种选择，但如果破碎公司能够提供证据证明破碎产生的废料的质量与破碎之前去除的部件的质量相似，则也可以进行选择性处理。这是破碎操作员的重要需求。
The costs linked to the new requirements for the SMEs in the dismantling and recycling sector are also mitigated through (i) measures designed to stimulate the market for recyclates and re-use of spare parts and (ii) financial contribution by vehicle manufacturers to offset compliance costs which cannot be absorbed under normal market conditions (through EPR schemes).
与拆解和回收行业中小型企业的新要求相关的成本也可以通过以下措施得到缓解：(i) 旨在刺激零部件回收和再利用市场的措施；以及 (ii) 汽车制造商提供财政捐助来抵消合规性在正常市场条件下（通过 EPR 计划）无法吸收的成本。
The measures designed to improve the market for recyclates are in the first place the requirements on the mandatory use of recycled plastics (and potentially steel), which will ensure that a steady supply of recycled plastic and steel from ELV scrap is channelled towards the production of new vehicles. These measures correspond to a longstanding request by the dismantling and recycling industry and have proven to be very effective in boosting the recycling of plastics when they were first implemented at the EU level for bottles made of Polyethylene terephthalate (PET). The measures designed to boost the market for the re-use and remanufacturing of spare parts described in Measure 14b will one the other hand provide a larger access for ATFs to the market of spare parts and help them better compete with informal actors.
旨在改善回收材料市场的措施首先是强制使用再生塑料（可能还包括钢铁）的要求，这将确保报废汽车废料中的再生塑料和钢铁的稳定供应，用于生产新车。这些措施符合拆解和回收行业的长期要求，并且在欧盟首次针对聚对苯二甲酸乙二醇酯 (PET) 瓶子实施时，事实证明这些措施对于促进塑料回收非常有效。另一方面，措施 14b 中描述的旨在促进备件再利用和再制造市场的措施将为 ATF 提供更大的备件市场准入，并帮助他们更好地与非正规参与者竞争。
The measure foreseeing the establishment of EPR schemes will in addition ensure that the dismantlers and recyclers can benefit from financial support channelled by the vehicle manufacturers to offset compliance costs. In this case, this means that SMEs in the dismantling and recycling sector will not have to face along the extra-costs of measures designed to improve the collection and treatment of ELV waste but would be able to rely on the financial contribution of large companies (vehicle manufacturers). While calling for the establishment of such schemes, the dismantling and recycling sector has also emphasised that EPR schemes should not be used by the vehicle manufacturers to impose their practices and business models towards them. They have insisted in particular on the need that they should be adequately represented in the governing bodies of Producer Responsibility Organisations and that there is an oversight by public authorities on the functioning of the EPR schemes. These concerns have been taken into account in the preferred option, which includes explicitly these points.
预计建立 EPR 计划的措施还将确保拆解商和回收商能够从汽车制造商提供的财政支持中受益，以抵消合规成本。在这种情况下，这意味着拆解和回收行业的中小企业将不必承担旨在改善报废汽车废物收集和处理的措施的额外成本，而是能够依靠大公司的财务贡献（汽车制造商）。在呼吁建立此类计划的同时，拆解和回收行业也强调，汽车制造商不应利用EPR计划将其做法和商业模式强加于他们。他们特别坚持认为，他们应该在生产者责任组织的理事机构中拥有充分的代表权，并且公共当局对 EPR 计划的运作进行监督。这些问题已在首选方案中得到考虑，其中明确包含了这些要点。
·companies in the maintenance and repair of vehicles: In view of the relatively limited input received by SMEs in this sector in the consultation, the very small size of many of companies and the concern that a mandatory obligation could place an unnecessary burden on them, the preferred option did not retain the measure making it mandatory at EU level for these companies to offer used spare parts together with new spare parts to their customers. Rather, it provides that Member States should put in place a set of measures to promote the market and acceptance for used spare parts. This could include an obligation on garages to provide offers for used spare parts (as described above), but this would remain at the discretion of the Member States and not be an EU wide obligation.
车辆保养和维修企业：鉴于在咨询中中小企业在该领域收到的投入相对有限，许多企业规模很小，而且担心强制性义务可能会给它们带来不必要的负担，因此，首选方案并未保留欧盟层面强制要求这些公司向其客户提供旧备件和新备件的措施。相反，它规定成员国应采取一系列措施来促进二手备件的市场和接受度。这可能包括车库有义务提供二手备件（如上所述），但这仍由成员国自行决定，而不是欧盟范围内的义务。
·Companies involved in the export of used vehicles: the measure on the export of used vehicle has been devised in a way which does not constitute a blanket ban. During the consultation process, suggestions were made to ban the export from the EU to third countries of all used vehicles which would be over a certain age or not complying with Euro emissions. This would have led to a prohibition of export for a wide range of vehicles, even those which are still roadworthy, without the possibility for exporters to overcome it. This suggestion has not been retained in the preferred package, which foresees rather than the export is conditioned upon the presentation of a valid roadworthiness certificate. Exporters could then be able to continue exporting used vehicles for which the certificate has expired, on the condition that they ensure that the vehicle continues to be roadworthy and obtain the required certificate before export. While this would represent a cost, it is deemed proportionate to the aim of the measure, which is to avoid the export of non-roadworthy vehicles outside the EU, and consistent with the obligations applying to vehicles on the EU road which cannot be driven without such certificate.
涉及二手车出口的企业：二手车出口措施不构成全面禁止。 在磋商过程中，有人建议禁止欧盟向第三国出口所有超过一定车龄或不符合欧盟排放标准的二手车。这将导致多种车辆被禁止出口，即使是那些仍然适合道路行驶的车辆，出口商也无法克服这一障碍。该建议并未保留在首选方案中，该方案预计出口并非以出示有效的适航证书为条件。然后，出口商可以继续出口证书已过期的二手车，条件是他们确保车辆继续适合道路行驶并在出口前获得所需的证书。虽然这会产生一定成本，但它被认为与该措施的目标相称，即避免将不适合上路的车辆出口到欧盟以外的地区，并且符合适用于在欧盟道路上行驶的车辆的义务。这样的证书。
13.4.113.4.1 EU-wide measures to mitigate impacts for SMEs
13.4.1 欧盟范围内减轻中小企业影响的措施
The impact assessment has taken into account that the attainment of higher quality treatment of ELV, the uptake of recycled materials in new vehicles, a wider re-use of materials and the design of more circular vehicles can only succeed if the European companies are ready to engage in new circular business models and are equipped to do so. This requires new technologies, investments and reforms that unlock the full potential of such investments. This is the case for SMEs in automotive and recycling sectors, which need to be modernised, extend their capacity in meeting upgraded treatment requirements, customers’ needs and keep up with the digitalisation of the processes.
影响评估考虑到，只有欧洲公司准备好，实现更高质量的报废汽车处理、在新车中采用回收材料、更广泛地再利用材料以及设计更循环的车辆才能取得成功。参与新的循环商业模式并有能力这样做。这需要新技术、投资和改革来释放此类投资的全部潜力。汽车和回收行业的中小企业就是如此，它们需要实现现代化，扩大其满足升级处理要求和客户需求的能力，并跟上流程的数字化。
The EU has put in place in the last years an unprecedented level of public financial support for investments which are specifically geared towards the green transition. This represents considerable opportunities for all actors in the waste sector, which are mostly SMEs, and the industries processing waste to accelerate the transition to the circular economy. It includes funding available under the Multiannual Financial Framework for the period 2021-2027, especially the European Structural and Investment Funds . In addition, the Recovery and Resilience Facility (RRF) , including REPowerEU , which is the key instrument at the heart of the �807 billion NextGenerationEU , supports reforms and investments (with more than �11 billion until 2026) in 21 Member States for innovative and advanced solutions for separate collection, sorting, reuse and recycling, as well as fostering the development and adoption of circular economy innovations.
过去几年，欧盟为专门针对绿色转型的投资提供了前所未有的公共财政支持。这为废物行业的所有参与者提供了巨大的机会，其中大部分是 中小企业和废弃物处理行业加快向循环经济转型。它包括 2021-2027 年多年期金融框架下的可用资金，特别是欧洲结构和投资基金 。此外，恢复和复原设施 (RRF) ，包括 REPowerEU ，它是 8070 亿欧元下一代欧盟核心的关键工具，支持 21 个成员国的改革和投资（到 2026 年将超过 110 亿欧元），为独立的创新和先进解决方案提供支持。收集、分类、再利用和循环利用，以及促进循环经济创新的发展和采用。
Circular economy is also embedded in the matrix of the Horizon Europe programme on research, notably its partnership on circularity . It is one of the pillars of the Programme for the environment and climate action (LIFE) 2021–2027 , the only EU funding instrument entirely dedicated to environmental and climate objectives, with an allocation of �5 billion for the period 2021-2027. Thanks to these programmes, the EU supports more than 200 000 businesses every year. EU Funding is available for all types of companies of any size and sector including entrepreneurs, start-ups, micro companies, small and medium-sized enterprises. More information on projects under these programmes which are particularly targeting the design and recycling of ELVs is provided in Annex 9 of this report.
循环经济也是 嵌入欧洲地平线研究计划的矩阵中，特别是其循环合作伙伴关系 。它是2021-2027 年环境与气候行动计划 (LIFE) 的支柱之一，该计划是欧盟唯一完全致力于环境和气候目标的融资工具，在 2021-2027 年期间拨款 50 亿欧元。得益于这些计划，欧盟每年为超过 20 万家企业提供支持。欧盟资助适用于任何规模和行业的所有类型的公司，包括企业家、初创企业、微型公司、中小企业。本报告附件 9 提供了有关这些计划下特别针对报废汽车设计和回收的项目的更多信息。
The European Investment Bank is also a key player in supporting the transition to a circular economy and has recently stepped up its engagement in this field . The European Investment Fund provides specific support to European SMEs in the form of business loans, microfinance, guarantees and venture capital. The InvestEU programme also supports circular economy approaches, including in SMEs, by mobilising public and private investment through an EU budget guarantee .
欧洲投资银行也是支持向循环经济转型的关键参与者，最近加大了对该领域的参与力度 。欧洲投资基金 以商业贷款、小额信贷、担保和风险资本的形式向欧洲中小企业提供具体支持。 InvestEU 计划还通过欧盟预算担保动员公共和私人投资，支持循环经济方法，包括中小企业的循环经济方法 。
Finally, there are a number of different platforms established to coordinate and streamline the support for the SMEs at the EU level. For instance, the Enterprise Europe Network (EEN) helps businesses innovate and grow on an international scale. It is the world’s largest support network for SMEs with international ambitions. It brings together experts from member organisations that are renowned for their excellence in business support, including chambers of commerce and industry, regional development organisations, universities and research institutes and innovation agencies. Such cooperation mechanism supports the SMEs in dealing with different challenges in running their businesses across different sectors.
最后，还建立了许多不同的平台来协调和简化欧盟层面对中小企业的支持。例如，欧洲企业网络 (EEN) 帮助企业在国际范围内创新和发展。它是全球最大的针对具有国际抱负的中小企业的支持网络。 它汇集了来自以卓越商业支持而闻名的成员组织的专家，包括工商会、区域发展组织、大学和研究机构以及创新机构。这种合作机制支持中小企业应对跨行业经营的不同挑战。
Annex 14: Impacts of the proposed measures for the automotive industry in the international context
附件 14：拟议措施对国际背景下汽车行业的影响
14
14.1Main findings 主要发现
The European automotive industry has been continuously growing since 1980. Thanks to the technological progress resulting in the emerge of more fuel-efficient and electric vehicles , this growth has further enhanced. Today Europe is the second biggest vehicle manufacturer in the world , whereas 12.1 million vehicles produced in the EU accounts for 15.3% of the total motor vehicle production worldwide. Passenger cars represent 82 % of all the vehicles produced in the EU . Although compared to 2020, manufacturing of passenger cars dropped by 7.7 % in 2021, the EU maintained its global competitiveness by delivering 9.9 million cars .
欧洲汽车工业自 1980 年以来一直持续增长。 得益于技术进步 从而导致更多的出现 节能电动汽车 , 这种增长势头进一步增强。如今欧洲是世界第二大汽车制造国 ，而欧盟生产的汽车为1210万辆，占全球汽车总产量的15.3 % 。乘用车占汽车总量的82% 欧盟生产 。尽管与 2020 年相比， 2021 年乘用车产量下降了 7.7%，但欧盟仍保持了其全球竞争力，交付了990 万辆汽车 。
Based on ACEA statistics, every year the European automobile industry exports 5 747 063 motor vehicles , with a positive trade balance of 2 182 321 units. In 2021, over 3 million passenger cars were imported to the EU . According to JRC estimates in the study on the recycled content for plastics , the import of new vehicles manufactured in non-EU countries presents 30% of the total number of vehicles traded in the EU, while the export of the EU manufactured vehicles to third countries is 46%. The number of manufactured vehicles would increase by 1.3 times in the EU, which can be translated into 19.3 million vehicles in 2030 and accordingly 19.5 million – in 2035 (vs. 14.9 and 15.0 million of the EU sales) .
根据ACEA统计，欧洲汽车工业每年出口5 第747章 063机动车，贸易顺差2 182 321单位。 2021 年，超过 3 欧盟进口客车辆。根据 JRC在塑料回收含量研究中的估计 , 进口非欧盟国家制造的新车 礼物 占总数的30% 在欧盟交易的车辆数量，同时 欧盟制造的车辆向第三国的出口 46%。 这 制造的车辆数量将增加1 .欧盟3次，可翻译 进入 19 . 300万 2030年的车辆 因此19 。 500 万– 2035 年（欧盟销售额为14 . 9 和 15 . 0 百万） .
Table 14.1 Overview of the main countries of origin of passenger car imports in the EU (in units), ACEA, 2021.
表14.1欧盟乘用车进口主要原产国概况（单位），ACEA，2021年。
To enter the EU market, manufacturers must adhere to a variety of legal requirements:
要进入欧盟市场，制造商必须遵守各种法律要求：
I) 我）all imported vehicles to the EU must be type-approved. This process involves demonstrating that the vehicles meet the essential safety and environmental requirements of the EU. Certificate of compliance, granted during the type-approval process, shall include the appropriate documentation and describe the strategy recommended by the manufacturer to ensure dismantling, reuse of component parts, recycling and recovery of materials ;
所有进口到欧盟的车辆都必须经过型式认证。该过程涉及证明车辆符合欧盟的基本安全和环境要求。在型式批准过程中授予的合规证书应包括适当的文件并描述制造商建议的策略，以确保拆卸、零部件再利用、材料回收和回收 ；
II) 二）vehicles must be designed in way that meets the EU safety standards established in Vehicle General Safety Regulation , such as the electronic stability control, lane departure warning, advanced emergency braking systems;
车辆的设计必须符合车辆通用安全法规中规定的欧盟安全标准，例如电子稳定控制、车道偏离警告、先进的紧急制动系统；
III) 三）Vehicles shall be labelled and to include the information on the fuel efficiency and emissions. This information helps consumers in taking decisions before purchasing cars and encourage the manufacturers to reduce the fuel consumption in new cars.
车辆应贴上标签并包含有关燃油效率和排放的信息。这些信息有助于消费者做出决定 在购买汽车之前鼓励制造商减少新车的燃油消耗。
All manufacturers placing their vehicles on the EU market shall comply with the EU specific rules on the fuel efficiency and Euro emissions standards. The expected impacts of the new legislation are comparable to those analysed under the impact assessment of the Euro7 proposal which introduces the emission compliance requirements for all motor vehicles put on the EU market, i.e., manufactured and imported to the EU. Based on the compiled evidence, the assessment reveals, most of EU trade partners for the vehicle production, namely the United States, United Kingdom, China, Japan, South Korea, and Switzerland, are developing more stringent standards or are already following the Euro standards. It is in particular relevant for countries, participating in the EU single market as a part of EFTA agreement. It was also revealed that the manufacturers are able to adjust the vehicles’ emission control systems to the markets that do not require compliance with the Euro emission standards, e.g. China or the United States.
所有将车辆投放到欧盟市场的制造商均应遵守欧盟的具体规则 燃油效率和欧洲排放标准。新立法的预期影响与 Euro7 提案的影响评估中分析的结果相当，该提案引入了所有投放到欧盟市场（即在欧盟制造和进口到欧盟）的机动车辆的排放合规要求。评估显示，根据汇总的证据，大多数欧盟汽车生产贸易伙伴，即美国、英国、中国、日本、韩国和瑞士，正在制定更严格的标准或已经遵循欧洲标准。它对于作为 EFTA 协议一部分参与欧盟单一市场的国家尤其重要。 据透露，制造商能够调整车辆的排放控制系统，以适应不需要遵守欧洲排放标准的市场，例如中国或美国。
Similar reasoning can be applied for assessing the impacts across the global producers regarding the proposed design-related requirements for vehicles that would be placed on the EU market. In this context, it is important to take into account that it is a common practice upon which the vehicle manufacturers worldwide adapt to specific market requirements by designing and producing vehicles that meet the requirements to those markets. Manufacturers align to the markets by offering a range of models fitted to the preferences of the customers. This may include different engine types, trim levels, and other aspects.
类似的推理可用于评估全球生产商对将投放欧盟市场的车辆的拟议设计相关要求的影响。在这种情况下，重要的是要考虑到，世界各地的汽车制造商通过设计和生产满足这些市场要求的车辆来适应特定的市场要求是一种常见的做法。制造商通过提供一系列适合客户偏好的型号来适应市场。这可能包括不同的发动机类型、装饰水平和其他方面。
Overall, manufacturers adapt to EU requirements by using a variety of strategies and technologies to design vehicles that are compliant with the regulations and that meet the preferences and needs of customers in that market. Manufacturers also often adapt to specific requirements by localizing their production in that market. According to the European Automobile Manufacturers’ Association (ACEA), currently 301 automobile factories operate across Europe, producing passenger cars, light commercial vehicles, heavy-duty vehicles, buses, engines and batteries, with 194 of these plants being situated within the EU itself .
总体而言，制造商通过使用各种策略和技术来设计符合法规并满足该市场客户的偏好和需求的车辆，以适应欧盟的要求。制造商还经常通过在该市场本地化生产来适应特定要求。根据欧洲汽车制造商协会 (ACEA) 的数据，目前欧洲有 301 家汽车工厂，生产乘用车、轻型商用车、重型汽车、公共汽车、发动机和电池，其中 194 家工厂位于欧盟境内 .
14.1.114.1.1 Decarbonisation efforts by vehicle manufacturers
14.1.1 汽车制造商的脱碳努力
Although there are no global or the EU wide recycled content requirements for vehicles, many manufacturers have already taken efforts to include higher shares of secondary materials and thus to decarbonise their production lines. Substitution of primary materials with the recycled content reduce the carbon footprint and also brings significant cost savings to the producers. These are examples of car manufacturers already integrating recycled content: an average of just under 30 % of BMW Group vehicles are currently made from recycled and reused materials. It is intended to gradually expand this figure to 50 % . BMW Group has set itself the target of increasing the proportion of secondary materials in the thermoplastics used in new vehicles from currently around 20 % to an average of 40 % by 2030 . PEUGEOT 508 has an average of 31% recycled and natural materials in the vehicle; Stellantis plans to boost recycled material content in vehicles by 35% . Toyota aims to increase the use of recycled plastics by more than three times compared to current levels by 2030 – and fully switch to leather-free interiors by that time . In 2021, Ford used post-consumer nylon in a battery box and 50% of post-consumer PP, ocean plastics and nanocellulose PU foam in various applications. Ford Motor expects that by 2035, half of its plastics will come from recycled or renewable materials, and that the company will be completely carbon-neutral by 2050 . Volvo, the Swedish manufacturer, set the ambition by 2025 to reach 25 % of its used plastics to be bio-based or from recycled materials, and 25% of steel with 40% aluminium coming from recycled sources . To have a common industry-supported definition and approach for measuring recycled content of automotive products, a group of vehicle manufacturers, such as Ford Motor Company, General Motors, Honda Development & Manufacturing of America, LLC (HDMA), Stellantis, Toyota Motor North America, and their suppliers has recently adopted guidance .
尽管全球或欧盟范围内没有针对车辆的回收成分要求，但许多制造商已经努力增加二次材料的比例，从而实现生产线脱碳。用回收材料替代原始材料可以减少碳足迹，并为生产商带来显着的成本节约。这些是汽车制造商已经整合回收材料的例子：目前宝马集团平均有不到 30% 的车辆是由回收和再利用材料制成的。计划逐步将这一数字扩大到50% 。宝马集团已制定目标，到 2030 年将新车使用的热塑性塑料中二次材料的比例从目前的 20% 左右提高到平均 40% 。标致 508 的车内平均使用了 31% 的回收材料和天然材料； Stellantis 计划将车辆中的回收材料含量提高 35 % 。丰田的目标是到 2030 年将再生塑料的使用量增加到目前水平的三倍以上，并到那时完全转向无皮革内饰 。 2021年，福特在电池盒中使用了消费后尼龙，并在各种应用中使用了50%的消费后PP、海洋塑料和纳米纤维素PU泡沫。 福特汽车预计，到 2035 年，其一半的塑料将来自回收或可再生材料，并且该公司到 2050 年将完全实现碳中和 。瑞典制造商沃尔沃的目标是到 2025 年，其使用的塑料中 25% 是生物基塑料或来自回收材料，25% 的钢和 40% 的铝来自回收来源 。为了制定行业支持的通用定义和方法来测量汽车产品的回收含量，福特汽车公司、通用汽车、本田开发与制造美国有限责任公司 (HDMA)、Stellantis、丰田汽车北方等汽车制造商联合制定了统一的行业支持定义和方法。美国及其供应商最近采用了指南 。
These facts shows that the automobile industry is already taking initiatives in finding solutions that would lead to a more efficient and cost-saving production process of vehicles, by foreseeing optimal use of secondary materials, particularly steel. As these actions are voluntary, they are not currently supported or incentivised by law. Introduction of mandatory recycled content targets would send a clear signal to the automotive sector and credibility to the market players in terms of providing a balanced supply and demand of the secondary materials in a long term.
这些事实表明，汽车行业已经在积极寻找解决方案，通过预见二次材料（尤其是钢材）的最佳使用，实现更高效、更节省成本的车辆生产过程。由于这些行动是自愿的，因此目前没有法律支持或激励。引入强制性回收含量目标将向汽车行业发出明确的信号，并在提供二次材料长期供需平衡方面向市场参与者发出可信度。
In addition to voluntary actions at the company level, different countries, where the vehicle manufacturers are established, implement national policies in order to accelerate decarbonisation of the steel industry. These include the following examples:
除了公司层面的自愿行动外，汽车制造商所在的不同国家还实施国家政策，以加速钢铁行业的脱碳。其中包括以下示例：
·China which is responsible for producing well over half of the world’s steel in 2020 has announced it will be putting a price on steel emissions, possibly as soon as 2023 . They further announced as part of the 14th Five-Year-Plan (2021-2025) that it will be prioritising the creation of a circular economy , seeking to increase the use of scrap steel to 320 million tonnes by 2025, an increase of around 30% relative to estimates for 2020. This follows India – the world's second largest steel producer in 2020 – releasing their own Steel Scrap Recycling Policy , aiming to promote a circular economy in the steel sector by facilitating steel recycling across the product life cycle.
到 2020 年，中国的钢铁产量将占全球钢铁产量的一半以上，该国已宣布将对钢铁排放定价，最早可能在 2023 年 。他们进一步宣布，作为“十四五”规划（2021-2025）的一部分，将优先发展循环经济 ，力求到 2025 年将废钢的使用量增加到 3.2 亿吨，增加约相对于 2020 年的估计减少 30%。此前，印度（2020 年全球第二大钢铁生产国）发布了自己的废钢回收政策 ，旨在通过促进钢材在整个产品生命周期的回收利用，促进钢铁行业的循环经济。
·The EU is in the process of developing a carbon border adjustment mechanism for steel, while the United States has announced that it is considering the same. These policies would apply tariffs on imported emissions-intensive goods from jurisdictions with weak or absent emissions policy in an effort to limit carbon leakage and incentivise stronger emissions measures overseas.
欧盟正在制定钢铁碳边界调整机制 ，而美国也宣布正在考虑同样的机制。这些政策将对来自排放政策薄弱或缺乏排放政策的司法管辖区的进口排放密集型商品征收关税，以限制碳泄漏并激励海外采取更强有力的排放措施。
·France and Japan recently released roadmaps for decarbonising the iron and steel sector, setting out specific targets and laying out concrete steps for their steel sectors, with the national plan calling for emission reductions of 31% by 2030.
法国和日本最近发布了钢铁行业脱碳路线图，为各自钢铁行业制定了具体目标和具体步骤，国家计划要求到2030年减排31%。
·Germany, which is the biggest vehicle manufacturer of the EU, announced earmarking 7 billion EUR for green hydrogen. It also includes EUR 55 million for steel production run by hydrogen.
德国是欧盟最大的汽车制造商， 宣布拨出70亿欧元欧元用于绿色氢能。它还包括5500万欧元用于钢铁生产 由氢气驱动。
These already now ongoing practices are expected to affect the driving forces of the market for secondary metals, and accordingly to balance the supply-demand of low-carbon steel. It is an important factor for the automotive industry which is the major “client” for steel sector operating at the local, regional and global scale.
这些目前正在进行的做法预计将影响再生金属市场的驱动力，从而平衡低碳钢的供需。对于汽车行业来说，这是一个重要因素，汽车行业是当地、区域和全球范围内钢铁行业的主要“客户”。
14.1.214.1.2 Automotive global supply chain
14.1.2 汽车全球供应链
The automotive industry is functioning on global supply chain for several reasons:
汽车行业在全球供应链上发挥作用有以下几个原因：
(a) （一个）Access to production materials. Manufacturing of vehicles requires a range of different materials (ferrous, non-ferrous metals, plastics, etc.). By having a global supply chain, producers can access these materials from different parts of the world. By outsourcing certain parts of the production process to countries, vehicle producers reduce the overall cost of production and increase profits.
获得生产材料。车辆的制造需要一系列不同的材料（黑色金属、有色金属、塑料等）。通过拥有全球供应链，生产商可以从世界不同地区获取这些材料。通过将生产过程的某些部分外包给各国，汽车生产商可以降低总体生产成本并增加利润。
(b) (二)Competitiveness advantage. A well-functioning global supply chain provides the vehicle manufacturers with advantage to be able to quicker respond to changing market demands and trends.
竞争优势。运作良好的全球供应链为汽车制造商提供了快速响应不断变化的市场需求和趋势的优势。
(c) (三)Expertise. Certain automotive components or processes may be better managed by suppliers who hold the specialized expertise. For this reason, a global supply chain gives the vehicle manufacturers the access to a wider pool of suppliers and their specialized knowledge.
专业知识。某些汽车零部件或流程可以由拥有专业知识的供应商更好地管理。因此，全球供应链为汽车制造商提供了 接触更广泛的供应商及其专业知识。
Taking in to account the above aspects, the global supply chain plays a central role for the smooth functioning of the automotive industry. In this context, the implementation of the foreseen design requirements builds on this model. The future Regulation aims to respect these principles and does not disrupt but rather to improve the business working model.
综合考虑以上各方面，全球供应链对于汽车行业的顺利运转发挥着核心作用。在这种背景下，预见的设计要求的实现建立在这个模型的基础上。未来的法规旨在尊重这些原则，不会破坏业务工作模式，而是会改进业务工作模式。
Introduction of recycled content targets for plastics would allow the manufacturers exporting vehicles to the EU to maintain their competitiveness within the global supply chain. It would not restrict the vehicle manufacturing companies – established both at the EU and in third countries – to source their recycled plastics or steel from outside the EU if they can verify that that this content used in their production is indeed recycled materials based on the specification criteria (e.g. minimum % share of closed-loop). Being within a global supply chain, manufacturers are in a position find the best quality materials for their production needs. The global supply chain allows manufacturers to source materials from the most cost-effective and efficient sources, regardless of geographical location. As a result, with a possibility to source recycled content from outside the EU, manufacturers enjoy broader access to a pool of suppliers specialising in the concrete areas.
引入塑料回收含量目标将使向欧盟出口车辆的制造商保持其在全球供应链中的竞争力。如果在欧盟和第三国设立的汽车制造公司能够根据规范验证其生产中使用的材料确实是回收材料，则不会限制在欧盟和第三国设立的汽车制造公司从欧盟以外的地区采购回收塑料或钢材。标准（例如闭环的最小百分比份额）。在全球供应链中，制造商能够找到满足其生产需求的最优质材料。全球供应链使制造商能够从最具成本效益和最高效的来源采购材料，无论地理位置如何。因此，制造商有可能从欧盟以外采购回收材料，因此可以更广泛地接触专门从事混凝土领域的供应商。
Therefore, introduction of the new design-related requirements for vehicles takes into account the fact that the global nature of the supply chain is an important aspect of the automotive industry. Along these lines, it is therefore, important to set the same legal requirements for both the EU manufacturers of vehicles and importers for the following reasons:
因此，引入新的车辆设计相关要求考虑到供应链的全球性是汽车行业的一个重要方面。因此，出于以下原因，为欧盟车辆制造商和进口商制定相同的法律要求非常重要：
·Legal clarity. Common requirements simplify the process of importing and selling vehicles in the EU, reducing costs and administrative burdens for companies operating in the market.
法律明确性。共同要求简化了在欧盟进口和销售车辆的流程，降低了在市场上运营的公司的成本和管理负担。
·Fair competition. By setting up the same requirements for both the EU manufacturers and importers, a level playing field is ensured.
公平竞争。通过设置相同的 对欧盟制造商和进口商的要求，一个公平的竞争环境 是有保证的。
·Market stability. Consistent and uniform legal requirements ensure stability and predictability in the EU automotive market. This attracts investment, foster growth in the industry.
市场稳定。一致且统一的法律要求确保了欧盟汽车市场的稳定性和可预测性。这吸引了投资，促进了行业的增长。
·Consumer protection. Same level of requirements ensures that all vehicles made available on the EU market meet the same requirements.
消费者保护。 相同水平的要求确保所有在欧盟销售的车辆 市场满足 相同的 要求。
Today, many countries where the automobile industry is established, regulate end-of-life treatment. In South Korea, end of life treatment of vehicles has been managed by the Act on Resource Circulation of Electrical & Electronics and ELVs since 2008, which is similar to the EU WEEE and ELV Directives . It regulates the restricted use and prohibition of toxic substances (e.g., cadmium, hexavalent chromium, lead, and mercury) in vehicles and promotes their recycling by establishing a resource-circulation system of ELVs. It set a mandatory target recycling rate of 95% including 10% energy recovery as a maximum in the beginning of 2015. In Japan, legislation on ELV recycling was implemented in 2005 based on the shared EPR concept. Automobile manufacturers including importers take responsibility for the collection and recycling of ELVs . The Circular Economy Promotion Law in China was designed to reduce waste and promote sustainability. The provisions and targets for recycling and waste reduction, as well as regulations for the management of waste, apply to the automotive industry and the vehicles it produces . Overall, these regulations set recycling requirements mainly focussing on the recovery of metals, plastic, and other materials from end-of-life vehicles for re-use.
如今，许多汽车工业发达的国家都对报废处理进行了规范。在韩国，自 2008 年以来，车辆报废处理一直由《电气电子和 ELV 资源循环法》管理，该法案类似于欧盟 WEEE 和 ELV 指令 。规范汽车中镉、六价铬、铅、汞等有毒物质的限制使用和禁止使用，并通过建立报废汽车资源循环系统促进其回收利用。 2015 年初，它设定了 95% 的强制性回收率目标，其中最高回收率为 10%。日本基于共享 EPR 概念，于 2005 年实施了报废汽车回收立法。包括进口商在内的汽车制造商负责报废汽车的收集和回收 。中国循环经济促进法旨在减少浪费并促进可持续发展。回收和减少废物的规定和目标以及废物管理法规适用于汽车行业及其生产的车辆 。总体而言，这些法规规定的回收要求主要集中于从报废车辆中回收金属、塑料和其他材料以供再利用。
Since the late 2000s, China has adopted the circular economy as a national priority and defined vehicle remanufacturing as a strategic sector. Remanufacturing uses approximately 60% less energy and 70% fewer materials than making new products. Vehicle remanufacturing in particular has a huge market potential in China, with its existing stock of 365 million vehicles, and an automotive repair and maintenance market worth 157 billion USD annually . There are also other exemplary business cases towards support for the market of used and remanufactured spare parts. Renault Group established an ambitious policy designed to boost the remanufacturing of vehicles parts and components, thereby reducing the use of virgin materials. This approach has led to generate revenues of nearly 120 million EUR in 2019 alone from remanufacturing activities. By 2025, Renault expects to generate 200 million EUR through its recently planned recycling business . Volvo currently remanufactures 36 different component groups, including engines, gearboxes, turbo compressors and clutches. In 2021, Volvocars International saved over 4,000 tonnes of CO2 by remanufacturing over 37,000 parts .
自2000年代末以来，中国将循环经济作为国家优先发展的战略，并将汽车再制造确定为战略产业。与制造新产品相比，再制造使用的能源大约减少 60%，材料减少大约 70%。尤其是汽车再制造在中国有着巨大的市场潜力，中国现有汽车保有量达3.65亿辆，汽车维修保养市场每年价值1570亿美元 。还有其他支持二手和再制造备件市场的示范性商业案例。雷诺集团制定了一项雄心勃勃的政策，旨在促进汽车零部件的再制造，从而减少原始材料的使用。这种方法仅在 2019 年就从再制造活动中创造了近 1.2 亿欧元的收入。到 2025 年，雷诺预计将通过其最近计划的回收业务产生 2 亿欧元的收入 。沃尔沃目前再制造 36 个不同的零部件组，包括发动机、变速箱、涡轮压缩机和离合器。 2021 年，沃尔沃汽车国际公司通过再制造 37,000 多个零部件，减少了 4,000 多吨 CO 2排放 。
Similar to the situation in recycled content, manufacturers already integrate different elements of circularity into the manufacturing policies. A number of companies publish this information on their websites in a form of strategies, annual sustainability reports or general overviews . Among other information, these documents include the overview on the innovations, investment into R&D, long term climate neutrality objectives, social and corporate responsibility in sourcing materials, measures taken to increase resource efficiency and decrease cost of production. Therefore, new requirement for the manufacturers to prepare and implement circularity strategies for vehicles would complement the current practices by defining common criteria for content and presentation.
与回收内容的情况类似，制造商已经将不同的循环要素纳入制造政策中。许多公司以战略、年度可持续发展报告或总体概述的形式在其网站上发布这些信息。除其他信息外，这些文件还包括创新概述、研发投资、长期气候中和目标、采购材料的社会和企业责任、为提高资源效率和降低生产成本而采取的措施。因此，制造商准备和实施车辆循环战略的新要求将通过定义内容和展示的共同标准来补充当前的做法。
14.1.314.1.3 Factors for the development of the European automotive industry
14.1.3 欧洲汽车工业发展的因素
Europe is the birthplace of the automobile and has a long history of developing breakthrough innovations . Representing 27 percent of the region’s total R&D investments, the automotive industry is Europe’s largest R&D investor. In 2021, Automotive R&D investment (EU) was equal to 58.8 billion Eur. Moreover, Europe has the right talent and human capital to continue successful automotive innovations and has a number of globally leading universities along the ACES trends: 13 out of 17 universities globally leading in the area of electrification are based in Europe; also 4 out of 17 in autonomous driving and 8 out of 19 in connectivity.
欧洲是汽车的诞生地，在发展突破性创新方面有着悠久的历史 。汽车行业是欧洲最大的研发投资者，占该地区研发总投资的 27%。 2021年，汽车研发投资（欧盟）达到588亿欧元。此外，欧洲拥有持续成功的汽车创新所需的人才和人力资本，并拥有多所符合 ACES 趋势的全球领先大学：在电气化领域全球领先的 17 所大学中，有 13 所位于欧洲；另外，17 个中的 4 个涉及自动驾驶，19 个中的 8 个涉及连接。
The EU contributes to this development by providing a number of different funding opportunities for both public and private sector, through Horizon 2020, LIFE programmes. More information on the projects is provided in Annex 11 of the IA.
欧盟通过 Horizon 2020、LIFE 计划为公共和私营部门提供多种不同的融资机会，为这一发展做出了贡献。 IA 附件 11 提供了有关这些项目的更多信息。
14.2Conclusion 结论
From the legal point of view, future requirements would apply equally both to European producers and to importers and would be consistent with the EU’s international obligations on the trade relationships and the WTO, considering that the requirements are non-discriminatory and justified for reasons linked to environmental protection. The new legislation will in due course be notified under the TBT Agreement.
从法律角度来看，未来的要求将同样适用于欧洲生产商和进口商，并将符合欧盟在贸易关系和世贸组织方面的国际义务，考虑到这些要求是非歧视性的，并且出于以下原因是合理的环境保护。新立法将在适当时候根据 TBT 协议予以通报。
Moreover, the EU manufacturers would not be put in the more advantageous position, as the majority of the manufacturers, representing the most popular brands of the imported vehicles to the EU, already integrate business practices to optimise the functioning of their production lines and the increase the efficiency in material use. These aspects are comparable to the measures proposed under the preferred option of this impact assessment.
此外，欧盟制造商不会处于更有利的地位，因为代表欧盟进口汽车最受欢迎品牌的大多数制造商已经整合了业务实践，以优化其生产线的运作和增加材料使用效率。这些方面与本次影响评估的首选方案中提出的措施具有可比性。
Therefore, the design related requirements to be foreseen under the future legislation would be complementary to the current set of the EU rules and would apply in a proportionate and non-discriminatory manner for both importers and those manufacturers established in the EU. Such regulatory approach would therefore not affect the international competitiveness of the EU or third parties.
因此，未来立法中预见的设计相关要求将是对现行欧盟规则的补充，并将以适当和非歧视的方式适用于进口商和在欧盟设立的制造商。因此，这种监管方式不会影响欧盟或第三方的国际竞争力。
Annex 15: Contribution of the revision of the ELV and 3R Type-approval Directives to the circularity of critical raw materials (CRM)
附件 15：ELV 和 3R 型式核准指令的修订对关键原材料 (CRM) 循环性的贡献
The Commission proposal for a Critical Raw Materials Act adopted in March 2023 contains a series of measures linked inter-alia to the development of Critical Raw Materials (CRMs) value chains in the EU, and to the diversification of supply and partnership to reduce supply risks. It contains measures designed to increase the circularity of products containing CRMs and the recycling capacity for these products in the EU. Considering that new vehicles contain substantial quantities of CRMs (see sections 15.1 and 15.4.1 below), and that at the same time end-of-life vehicles represent an important source of secondary raw materials, the joint revision of the ELV and Type Approval Directives represents a key opportunity to improve the recovery of CRMs used by the automotive industry, hence already contributing to the objectives of the CRM Act. Furthermore, the extension of the scope of the EU legislation on ELV and 3R type-approval to new vehicles such as lorries, buses and two-wheelers broadens the EU capability to recover higher quantities of CRMs from vehicles, which represents an additional boosting contribution to the CRM Act circularity objectives.
2023 年 3 月通过的委员会关于《关键原材料法案》的提案包含一系列措施，其中包括与欧盟关键原材料 (CRM) 价值链的发展以及供应多元化和合作伙伴关系有关的措施，以降低供应风险。它包含旨在提高含有 CRM 产品的循环性以及这些产品在欧盟的回收能力的措施。考虑到新车含有大量的 CRM（见下文第 15.1 和 15.4.1 节），同时报废车辆是二次原材料的重要来源，联合修订 ELV 和型式认证该指令代表了改善汽车行业使用的 CRM 回收的关键机会，因此已经为实现 CRM 法案的目标做出了贡献。此外，欧盟关于 ELV 和 3R 型式认证的立法范围扩大到卡车、公共汽车和两轮车等新车，扩大了欧盟从车辆中回收更多 CRM 的能力，这对促进CRM 法案循环目标。
This annex summarises key information and data related to proposed measures for circularity of CRMs in the preferred package, including: 15.1) Relevant information (EU import reliance, market share, main and expected future use) on CRMs in vehicles and relevant components containing these CRMs; 15.2) expected 2035 and 2040 impacts of these measures for the circularity of the relevant CRMs 15.3) suggestions for follow-up review clauses on CRM circularity measures, and 15.4) additional contribution of the potential ELV and Type-Approval directives extension of scope to a higher circularity of CRM. The data presented in this Annex have been compiled by the Commission Joint Research Centre, and is a part of a study to be published later in 2023 .
本附件总结了与优选方案中 CRM 循环性拟议措施相关的关键信息和数据，包括： 15.1 ）车辆中 CRM 以及包含这些 CRM 的相关部件的相关信息（欧盟进口依赖度、市场份额、主要和预期未来用途） ; 15.2 ) 这些措施在 2035 年和 2040 年对相关 CRM 循环性的预期影响15.3 )对 CRM 循环性措施的后续审查条款的建议，以及15.4 )潜在 ELV和型式批准指令范围扩展的额外贡献CRM的循环性更高。本附件中提供的数据由委员会联合研究中心汇编，是将于2023 年晚些时候发布的研究的一部分 。
15
15.1Relevant information on CRMs in vehicles and relevant components
车辆及相关部件中 CRM 的相关信息
There are more than 60 materials used in ICEVs (internal combustion engine vehicles) and EVs (electric vehicles), although only a dozen of materials represents up to 95% of the total weight of the vehicles. From a CRMs perspective, most of the value of an ELV is not in the most abundant materials and CRM content differs significantly between ICEVs and EVs . ICEVs mainly contain cerium (Ce), lanthanum (La), palladium (Pd), platinum (Pt) and rhodium (Rh) in the catalytic converter, whereas EVs contain many CRMs in the electric power train: namely neodymium (Nd), praseodymium (Pr) and dysprosium (Dy) in the REPMs (rare-earth permanent magnets) of the e-motor, lithium (Li), cobalt (Co), manganese (Mn), and nickel (Ni) in the battery (batteries types and materials are covered by the adopted Battery Regulation). A trend valid for both ICEVs and EVs is the higher and higher amount of electrics and electronics , which corresponds to a higher content of silver (Ag), gold (Au), Dy, Nd and Pd. The possible future deployment of fuel cells vehicles might also require large amounts of Pd and Pt for the appropriate catalyst.
ICEV（内燃机汽车）和EV（电动汽车）使用了60多种材料，尽管只有十几种材料却占车辆总重量的95 % 。从 CRM 的角度来看，ELV 的大部分价值并不在于最丰富的材料，并且 ICEV 和 EV 之间的 CRM 内容存在显着差异 。 ICEV的催化转化器中主要含有铈(Ce)、镧(La)、钯(Pd)、铂(Pt)和铑(Rh)，而电动汽车的电力传动系统中含有许多CRM ：即钕(Nd)、镨电机REPM（稀土永磁体）中的镝 (Pr) 和镝 (Dy)，锂(Li)、钴(Co) 、 电池中的锰 (Mn)和镍 (Ni) （所采用的电池法规涵盖了电池类型和材料） 。对于 ICEV 和 EV 来说，一个趋势是电气和电子产品的数量越来越多 ，这对应于银 (Ag)、金 (Au)、Dy、Nd 和 Pd 含量的增加。未来可能部署的燃料电池汽车也可能需要大量的钯和铂作为合适的催化剂。
Larger requests of copper (Cu) and other base metals such as aluminium (Al) are occurring due to the transition from ICEVs towards EVs. Moreover, metals alloys often contain CRMs: 4xxx and 5xxx Al-alloys contain respectively silicon metal (Si) and magnesium (Mg), beside to other metals as Cu and Mn while steel laminations (also named electrosteel or Si-steel) contain up to 3.5 wt.% of Si, and high-strength steel is relevant for the content of niobium (Nb). Similarly, Mg alloys are made-up also of Al and Mn and, in general, the automotive sector corresponds to 50% of the Mg demand in Europe . In Table 15.1 Table 15.1 a summary on import reliance, current use in the automotive sector and market share for the automotive or all the EU sectors and future demand of some critical and precious metals are reported. Through the parameters in Table 15.1 Table 15.1, an analysis of the relevancy of CRMs in ELV is provided together with failures in the EU strategic autonomy and in circularity of the same materials, which might be mitigated by one or more measures. The parameters were already defined in the methodology for establishing the EU list of CRMs and the data, in particular, were extracted from the Raw Material Information System - RMIS dataset . A circularity failure is observed when the circularity of a CRM contained in key components is not maximized, e.g. because of technical limitations or because of market reasons (e.g. limited demand of secondary raw materials). In the criticality assessment, the parameter on the market share provides insight on the importance of a material for the EU economy, in particular in terms of end-use applications. It is significantly important to know the current and expected market share of the automotive industry for given CRMs to suggest a product or specific waste policy measures.
由于内燃机汽车向电动汽车的转变，对铜 185 (Cu) 和铝 (Al)等其他贱金属的不断增加。此外，金属合金通常含有 CRM ：4xxx 和 5xxx 铝合金除了 Cu 和 Mn 等其他金属外，还分别含有金属硅 (Si) 和镁 (Mg)，而钢叠片（也称为电工钢或硅钢）则含有Si的含量为3.5wt.% ，高强度钢与铌(Nb)的含量有关。同样，镁合金也由铝和锰组成，一般来说，汽车行业占欧洲镁需求的 50% 。表15.1表 15.1 报告了一些关键金属和贵金属的进口依赖度、汽车行业当前使用情况、汽车或所有欧盟行业的市场份额以及未来需求的摘要。通过表 15.1表 15.1中的参数，分析了 ELV 中 CRM 的相关性，以及欧盟战略自主权和相同材料循环性方面的失败，这些失败可以通过一项或多项措施来缓解。 这些参数已经在建立欧盟 CRM 列表的方法中定义了 ，特别是从原材料信息系统 - RMIS 数据集中提取了数据。当关键部件中包含的CRM的循环性未最大化时，例如由于技术限制或由于市场原因（例如二次原材料的需求有限），就会观察到循环性失败。在关键性评估中，市场份额参数可以洞察材料对欧盟经济的重要性，特别是在最终用途应用方面。对于特定的 CRM，了解汽车行业当前和预期的市场份额对于建议产品或具体的废物政策措施非常重要。
Table 15.1 Summary of key features of relevant CRMs contained in vehicles
表 15.1 车辆中相关 CRM 的主要特征总结
|
List of materials 材料清单 |
EU import reliance 欧盟进口依赖 |
Current use in the automotive sector
目前在汽车领域的使用 |
Market share of the automotive industry (CRM, 2020)
汽车行业市场份额（CRM，2020） |
Expected future use in the automotive sector
预计未来在汽车领域的应用 |
Why the EU should act to mitigate current circularity failure** ?
为什么欧盟应该采取行动缓解当前的循环失败** ？ |
|
Rare earth elements (REEs) -Nd, Pr and Dy
稀土元素 (REE) -Nd、Pr 和 Dy |
100% |
Permanent magnets (PMs) for electric (drive and not drive) motors
用于电动（驱动和非驱动）电机的永磁体 (PM) |
No specific data for the automotive sector.
没有汽车行业的具体数据。
100*% end use for PMs in different sectors (automotive, wind energy…)
不同行业（汽车、风能……）的 PM 100*% 最终用途 |
Nd demand expected to increase by 11 fold by 2032; PM e-drive motors share in the EU fleet expected to be 77% in 2040;
预计到2032年，Nd需求将增长11倍；到 2040 年，永磁电驱动电机在欧盟机队中的份额预计将达到 77%； |
Environmental concerns of REEs mining, processing and smelting; no EU recycling of REE, but they are lost in ferrous fractions or into landfill; building up know-how in REEs recycling will also thrive know-how of REEs processing value chain at EU level
稀土开采、加工和冶炼的环境问题；欧盟没有回收稀土元素，但它们会以含铁成分或进入垃圾填埋场的形式损失；建立稀土回收方面的专业知识也将在欧盟层面繁荣稀土加工价值链的专业知识 |
|
Silicon metal 金属硅 |
63% |
Mainly in steel laminations of the e-drive motors. It is also used in Al-alloys.
主要是电力驱动电机的钢叠片。它也用于铝合金。 |
No specific data for the automotive sector.
没有汽车行业的具体数据。
38*% use in (steel laminations and electronics, both for different sectors.
38*% 用于（钢叠片和电子产品，两者都用于不同的领域。 |
Exponential increase of steel lamination in e-drive motors due to EU fleet electrification.
由于欧盟车队电气化，电驱动电机中的钢片数量呈指数级增长。 |
Currently lost in the recycling of Si-steel as common steel
目前硅钢作为普通钢的回收已失传 |
|
Ga 嘎 |
31% |
Mainly in integrated circuits, sensors
主要以集成电路、传感器为主 |
No specific data for the automotive sector.
没有汽车行业的具体数据。
70*% use for manufacturing integrated circuits, sensors and LEDs for different sectors.
70*% 用于制造不同领域的集成电路、传感器和 LED。 |
Increase of Ga due to more electronic components and to electrification of EU fleet
由于更多的电子元件和欧盟机队的电气化，Ga 的增加 |
Lack of information of Ga use in vehicles; current practices lead to no EU recycling from ELVs.
缺乏车辆中镓的使用信息；目前的做法导致欧盟没有对报废汽车进行回收。 |
|
Pd 钯 |
93% of primary Pd 93% 原生钯 |
Mainly in autocatalysts, but also in electronics and printed circuits boards and semiconductors.
主要用于汽车催化剂，但也用于电子、印刷电路板和半导体。 |
87% in autocatalysts and 4%* in electronics (general)
87% 用于汽车催化剂，4%* 用于电子产品（一般） |
Increase of Pd due to more electronic components and to electrification of EU fleet
由于更多的电子元件和欧盟机队的电气化，Pd 增加 |
Current sorting and recycling practices lead to losses of this material; underuse of urban mine potential to generate Secondary Raw Materials (SRM)
目前的分类和回收做法会导致这种材料的损失；未充分利用城市矿山生产二次原材料 (SRM) 的潜力 |
|
Precious metals (Au and Ag)
贵金属（金和银） |
Unknown for Au, 40% of primary Ag
Au 未知，原生 Ag 占 40% |
Au mainly used in electronics as contact material, also for wires for integrated circuits or transistors. Ag used in electronics car applications and solders.
金主要用于电子产品中作为接触材料，也用于集成电路或晶体管的电线。银用于电子汽车应用和焊料。 |
8% use of Ag in the automotive sector.
汽车领域使用了 8% 的银。
11%* use of Au in electronic applications.
11%* 在电子应用中使用金。 |
Increase the use of Ag in vehicles due to the need of higher electrical properties, durability and oxide resistance
由于需要更高的电气性能、耐用性和抗氧化性，增加汽车中银的使用 |
Not CRMs but current sorting and recycling practices prevent the full recovery of precious metals from controllers units; underuse of ELV potential to generate SRM;
不是 CRM，而是当前的分类和回收实践阻碍了从控制器单元中完全回收贵金属；未充分利用 ELV 潜力来生成 SRM； |
Source: JRC elaboration, based on RMIS dataset. https://rmis.jrc.ec.europa.eu/ *EU end-use sector, not specifically related to automotive sector **It is considered that a CRM or a CRM based component is characterised by a circularity failures if circularity principles are hindered, due either to technical challenges of market failures (no demand of recycled materials).
来源：JRC 基于 RMIS 数据集的阐述。 https://rmis.jrc.ec.europa.eu/ *欧盟最终用途行业，与汽车行业没有具体关系**如果由于市场失灵的技术挑战（没有回收材料）。
While platinum group metals (PGM) in catalytic converters are already recovered due to their high market values, Pd from car electronics and controllers are not targeted in the current sorting and recycling processes. Precious metals (Au and Ag) in the same vehicle controllers can also be targeted together with Pd, as their recovery potentials from ELV are not maximised.
虽然催化转化器中的铂族金属 ( PGM)由于其高市场价值而已被回收，但汽车电子设备和控制器中的钯并不是当前分类和回收过程的目标。贵金属 同一车辆控制器中的金（Au 和 Ag）也可以与 Pd 一起作为目标，因为它们从 ELV 中的回收潜力并未最大化。
REEs from ELVs are not recycled at all. REEs are present in several components of both ICEVs and EVs: for instance, glass windows and catalytic converters do have La and Ce (albeit not recovered); electronics, actuators and small motors do have REPMs even if they belong to specific ICEVs segments as found from indirect evidence of shredded ICEVs. However, undoubtedly, the largest consumption of REPMs is in the e-drive train motors. Si-steel in steel laminations can also be targeted together with REEs in e-drive motors. It has been reported that the current and expected 2035-2040 EU passenger car fleet would rely mainly on REPM e-drive motors, containing the highest concentration of REEs (Nd, Dy and Pr) in vehicles. A second type of e-motors does not have REPMs but a Cu induction coil (labelled in the JRC report as REPM-free e-motors). This later expected market share would be less than 23% in the forecasted period of 2035-2040. REEs have a very high future supply risk and are crucial to e-motor as well as other EU strategic sectors. At the same time, their expected increased use in the coming years make them a priority target to be legislated. As electric motors are developing in all sectors, there is also currently an untapped potential related to re-use opportunities of electric motors coming from end-of-life vehicles. Finally, it is supposed that vehicles also have significant amounts of gallium Ga, in integrated circuits, sensors and microchips, but little to no data are available for these two materials.
ELV 中的稀土元素根本不被回收。稀土元素存在于 ICEV 和 EV 的多个组件中：例如，玻璃窗和催化转化器确实含有 La 和 Ce（尽管未回收）；电子设备、执行器和小型电机确实具有 REPM，即使它们属于特定 ICEV 细分市场（从碎 ICEV 的间接证据中发现）。然而，毫无疑问， REPM的最大消耗是在电动传动系统电机中。钢叠片中的硅钢也可以与电力驱动电机中的稀土元素一起作为目标。据报道，当前和预计2035-2040年欧盟乘用车车队将主要依赖REPM电驱动电机，该电机含有车辆中最高浓度的稀土元素（Nd、Dy和Pr）。第二种类型的电动机不具有 REPM，但具有铜感应线圈（在 JRC 报告中标记为无 REPM 电动机）。后来预计在 2035 年至 2040 年的预测期内，市场份额将低于 23%。稀土元素未来的供应风险非常高，对于电动汽车以及其他欧盟战略部门至关重要。与此同时，预计未来几年它们的使用量将增加，使其成为立法的优先目标。随着电动机在各个领域的发展，目前报废车辆电动机的再利用机会也有尚未开发的潜力。最后，假设车辆也含有大量的镓 Ga，用于集成电路、传感器和微芯片，但这两种材料的可用数据很少甚至没有。
REEs in REPMs and Si-steel in steel laminations, both in e-drive motor, are used here as examples to illustrate current circularity failures. The baseline scenario for e-motors is, once reaching an Authorised Treatment Facility (ATF) that they are not disassembled from the car hulk prior to shredding, and therefore leading to REPM and Si-steel loss, while copper contaminates some ferrous and non-ferrous metals fractions.
这里使用REPM 中的稀土元素和钢叠片中的硅钢（两者均用于电力驱动电机）作为示例来说明当前的圆度故障。电动马达的基线情况是，一旦到达授权处理设施 (ATF)，它们在粉碎之前不会从汽车车身上拆卸下来，因此会导致 REPM 和硅钢损失，而铜会污染一些黑色金属和有色金属。黑色金属馏分。
Figure 15.1 reports the forecasted amounts (in number per year) of e-motors collected at ATF level.
图 15.1 报告了 ATF 级别收集的电动马达的预测数量（每年数量）。
Figure 15.1: Forecasted (number of) e-motors from EVs (passenger cars) expected to enter ATF in the EU
图 15.1：预计将进入欧盟 ATF 的电动汽车（乘用车）电动马达（数量） 
Source: JRC 2023 . It is assumed here an average of one e-drive motor per EV.
资料来源：JRC 2023 。这里假设每辆电动汽车平均配备一个电力驱动电机。
REPM e-motors contain circa 1.2 kg of REPMs, up to 5 kg of Cu and up to 23 kg of Si-steel. REPM-free e-motors do not contain REEs but still contain similar amount of Si-steel and up to 10 kg of Cu. As the know-how of REEs recycling and the lack of recycling infrastructures in Europe currently prevent from recovering REEs from REPM, the potential quantities above would be diluted (downcycled) in the ferrous and non-ferrous fractions or send to landfill if no relevant measures would mitigate such circularity failures.
REPM 电动马达包含约 1.2 公斤的 REPM、最多 5 公斤的铜和最多 23 公斤的硅钢。不含 REPM 的电机不含 REE，但仍含有类似量的硅钢和最多 10 公斤的铜。由于欧洲稀土回收技术和回收基础设施的缺乏，目前无法从 REPM 中回收稀土元素，因此，如果不采取相关措施，上述潜在数量将被稀释（降级循环）为黑色金属和有色金属部分，或送往垃圾填埋场将减轻这种循环失败。
15.2Expected 2035 and 2040 impacts of the measures for the circularity of the relevant CRMs and other materials contained in the preferred option
首选方案中包含的相关 CRM 和其他材料的循环措施对 2035 年和 2040 年的预期影响
The measures aiming at improving circularity of CRMs and other relevant materials are reminded in this section and are assessed against three dimensions:
本节提醒了旨在提高CRM和其他相关材料循环性的措施，并从三个维度进行评估：
·Impact on material flows and on production of Secondary Raw Materials (SRM)
对物质流和二次原材料 (SRM) 生产的影响
·Environmental based assessment
基于环境的评估
·Socio-economic assessment.
社会经济评估。
Impacts on innovation as well as administrative burdens are also captured in this analysis of impacts. While the full assessment is available in the JRC report , initial selected expected impacts are reported below.
对创新的影响以及行政负担也包含在影响分析中。虽然JRC 报告提供了完整的评估，但初步选定的预期影响报告如下。
15.2.115.2.1 Measure 1: Mandatory removal of e-drive motor by authorised treatment facilities:
15.2.1 措施 1：由授权处理机构强制拆除电力驱动电机：
Linked to the option PO3A, M13a in Annex 7.2.3
链接至附件 7.2.3 中的选项 PO3A、M13a
The scope of this measure only targets EVs (PHEV+HEV+BEV).
该措施的范围仅针对电动汽车（PHEV+HEV+BEV）。
The assessed measure on e-drive motors is thus targeting circa. 2.5 million ELV reaching EU ATFs in 2035, and circa. 5 million ELV at ATF level in 2040. Of those motors, it is also forecasted that 2.3 million and 4.3 millions permanent magnets e-motors from ELV would be separately collected from ATFs in 2035 and 2040. The SRM production estimated is presented in Table 15.9 Table 15.9 .
因此，对电力驱动电机的评估措施针对的是大约。到 2035 年，大约有 250 万辆 ELV 到达欧盟 ATF。到 2040 年，ATF 水平的 ELV 将达到 500 万台。其中，预计 2035 年和 2040 年将分别从 ATF 中收集 230 万台和 430 万台 ELV 永磁电机。表 15.9列出了 SRM 产量估计值表15.9 。
Table 15.9: 2035 and 2040 SRM production from measure 1. Units in kt.
表 15.9：措施 1 的 2035 年和 2040 年 SRM 产量。单位为千吨。
|
Material (kt) 材质（千吨） |
2035 |
2040 |
|
REPM materials (REEs, Fe, Co, ...)
REPM 材料（稀土元素、铁、钴……） |
0.35 |
1.4 |
|
Si-steel* 硅钢* |
7.1 |
31.2 |
|
Copper 铜 |
8.1 |
19.1 |
|
Aluminium 铝 |
23.8 |
52.7 |
Source: JRC, 2023. *it is considered here the recovery of silicon steel as a separate flow. However, further assessment is ongoing to assess this recovery’s feasibility.
资料来源：JRC，2023。*此处将硅钢的回收视为单独的流程。然而，进一步的评估正在进行中，以评估这种复苏的可行性。
For SRM from REPM recycling, the potential corresponding flows available for recycling due to this measure are up to 2 kt in 2035 and 4.2 kt in 2040. Since the assumed 2035 and 2040 recycling rate for magnets would be respectively 18% and 35%, the output flows (e.g. REEs, Fe, Co) produced would be up to 0.35 kt in 2035 and up to 1.4 kt in 2040. Such flows would in principle cover, in closed loop perspective, 3% to 12% of the expected e-drive motors 2035-2040 EU demand scenarios (for passenger cars), with contributions to the reduction of supply disruptions and to the EU strategic autonomy.
对于来自 REPM 回收的 SRM，由于该措施，可用于回收的潜在相应流量将在 2035 年达到 2 kt，到 2040 年达到 4.2 kt。由于假设 2035 年和 2040 年磁体的回收率将分别为 18% 和 35%，因此到 2035 年，产出流量（例如 REE、Fe、Co）将达到 0.35 kt，最高可达 1.4到 2040 年。从闭环角度来看，此类流量原则上将覆盖 2035-2040 年欧盟预期电驱动电机需求情景（乘用车）的 3% 至 12%，有助于减少供应中断并促进欧盟战略自主权。
This measure would also increase reuse flows. The potential of reuse of permanent magnet is relevant for e-drive motors as well as other markets and can also contribute to remanufacturing strategies, implying the creation of further incentives for reuse and the development of second-hand products and markets. In this sense, the content of Dy, which increase the resistance to demagnetization, will be a significant parameter in the REPM composition.
这项措施还将增加再利用流量。永磁体再利用的潜力与电驱动电机以及其他市场相关，也有助于再制造战略，这意味着为再利用以及二手产品和市场的发展制定进一步的激励措施。从这个意义上说，提高抗退磁能力的 Dy 含量将成为 REPM 组合物中的一个重要参数。
The assessment of environmental impacts of changing the End of Life (EoL) handling of e-drive motors is based on a review of life cycle assessments (LCA) on e-drive motors and NdFeB magnets. Based on a first analysis, this measure would lead to a reduction of climate change impacts thanks to separate removal and recycling of the e-drive motor, instead of shredding it with the car hulk. The potential incorporation of secondary REOs to replace primary REOs into new products would significantly lower the environmental impacts and hazardous (connected to generation of radioactive waste) from primary mining. The reduction of resource scarcity is also significant.
对改变电驱动电机寿命终止 (EoL) 处理方式的环境影响的评估是基于对电驱动电机和 NdFeB 磁体的生命周期评估 (LCA) 的审查。根据初步分析，这项措施将减少对气候变化的影响，因为电动马达被单独拆卸和回收，而不是与汽车车身一起粉碎。潜在地在新产品中加入二次 REO 来取代初级 REO，将显着降低初级采矿对环境的影响和危险（与放射性废物的产生有关）。资源短缺的减少也很显着。
From socio-economic dimension, this measure would lead to a further job creation at ATF level and would lead to an increased turn over at ATF and recyclers level thanks to the expected surplus of SRM flows from e-drive motors removal.
从社会经济层面来看，这一措施将导致 ATF 层面进一步创造就业机会，并且由于拆除电驱动电机而产生的 SRM 流量预计将出现盈余，从而导致 ATF 和回收商层面的营业额增加。
The cost of removal of e-motors, revenues at ATF level as well as those returned that incur from their recycling or reuse were assessed. Initial results estimate a 10 minutes removal time of e-motor for recycling purposes at ATF level, and 20 minutes non-destructive removal time for reuse purposes. The assessment was based on a labour cost of 35� per hour, 8 working hours a day and 200 days of work per annum representing a single job. 19� and 129� of additional logistic costs for the ATF per e-motor in case of removal (for recycling) and disassembly (for reuse) were therefore calculated. Such costs cover logistics not related to the removal actions, like costs of storage of removed motors or their inclusion in a sales platform in the case of reuse and may have some overlap with the costs estimated for removal. Revenues for recyclers were based on the same sources as the ones used in the ELV impact assessment main support study .
评估了拆除电动马达的成本、ATF 级别的收入以及因回收或再利用而产生的回报。初步结果估计，在 ATF 级别上，用于回收目的的电机拆卸时间为 10 分钟，用于再利用目的的非破坏性拆卸时间为 20 分钟。该评估基于每小时 35 欧元的劳动力成本、每天工作 8 小时、每年工作 200 天（代表一项工作）。因此，在拆除（用于回收）和拆卸（用于再利用）的情况下，计算出每台电动机的 ATF 额外物流成本为 19 欧元和 129 欧元。此类成本涵盖与拆除行动无关的物流，例如拆除的电机的存储成本或在重复使用的情况下将其纳入销售平台的成本，并且可能与估计的拆除成本有一些重叠。回收商的收入来源与 ELV影响评估主要支持研究中使用的来源相同。
Thus, the partial socio-economic impacts would be:
因此，部分社会经济影响将是：
·Overall, costs for ATF operators can be allocated to two main entries (see Table 15.10 Table 15.10 ): i.e., removal activities and its accompanying logistic costs. It is assumed that the costs for removal operations would be up to 15 M� in 2035 and up to 29 M� in 2040. The ATF logistic costs (transport, storage…) would be up to 50 M� in 2035 and up to 96 M� in 2040. The difference of costs between the assessed years is also linked to the significant increase of EVs reaching EoL over the years. Collected e-motor flows from ATF would in principle be diverted to reuse or recycling purposes. Overall, the main challenge towards the feasibility of this measure relies on the development of magnet recycling infrastructure as well as market opportunities for e-motor materials (including REPM but also electric steel). Furthermore, the development of markets for reused e-motor would lead to higher environmental savings compared to recycling routes, the latter may create economical pressure to favour reuse of e-motors rather than recycling where the motors are still intact (meaning that recycling and its benefits could still take place at a later point in time).
总体而言，ATF 运营商的成本可以分配到两个主要条目（参见 表 15.10表 15.10 )：即清除活动及其伴随的物流成本。假设清除作业的成本在 2035 年将高达 1500 万欧元，在 2040 年将高达 2900 万欧元。ATF 物流成本（运输、储存……）在 2035 年将高达 5000 万欧元，在 2035 年将高达 96 2040 年 M�。评估年份之间的成本差异也与多年来达到停产的电动汽车的显着增加有关。从 ATF 收集的电机流量原则上将转用于再利用或回收目的。总体而言，该措施可行性的主要挑战取决于磁体回收基础设施的发展以及电机材料（包括 REPM 和电工钢）的市场机会。此外，与回收路线相比，开发再利用电动机市场将带来更高的环境节约，后者可能会产生经济压力，以利于电动机的再利用，而不是在电动机仍然完好无损的情况下进行回收（这意味着回收及其福利仍可能在稍后的时间点发生）。
·Revenues are distributed over ATFs (see Table 15.10 Table 15.10 ) and recyclers (see Table 15.11 Table 15.11 ). Thanks to this measure, it is estimated an overall ATF additional revenue up to 98 M� in 2035 and 214 M� in 2040, respectively. The additional revenues at recyclers’ level are expected to be respectively circa. 68 M� in 2035 and up to 181 M� in 2040. Here also, the higher increase of revenues is also due to the higher share of EVs reaching EoL over the assessed years. Recyclers’ revenues consider here the recycling of REPM materials, assuming the establishment of future recycling facilities. In a conservative scenario, where no magnet recycling is considered, revenues will decrease to 56 M� for recyclers in 2035 and 130 M� for recyclers in 2040. Revenues are considered as conservative as the separate treatment of e-motor might generate additional revenues thanks to the production of other metals flows such as secondary Si-steel or secondary copper.
收入通过 ATF 分配（参见 表 15.10表 15.10 ）和回收商（参见 表 15.11表 15.11 ）。由于这项措施，预计 ATF 总体额外收入将在 2035 年和2040 年分别达到9800万欧元和2.14亿欧元。回收商层面的额外收入预计将分别约为。 2035 年将达到6 800万欧元，2040 年将达到1.81亿欧元。同样，收入的较高增长也是由于在评估年份达到报废的电动汽车比例较高。回收商的收入在这里考虑 REPM 材料的回收，假设建立未来的回收设施。在保守的情况下，如果不考虑磁铁回收，回收商的收入将在 2035 年减少到 5 6百万欧元，到 2040 年将减少到 1 3000万欧元。收入被认为是保守的，因为单独处理电动机可能会产生额外的收入。收入得益于其他金属流的生产，例如再生硅钢或再生铜。
·Looking only at the costs expected for ATFs and the end-of-life HEV, PHEV and BEV being collected for treatment, it is estimated that the cost of the measure per vehicle for the ATF would be around 25� over the assessed years. The benefits for the ATF are currently lower than expected costs and so would not cover the burden of implementation. Though the expected revenues to recyclers would help set off gradually the burden in 2035 and completely in 2040, the cost calculations are initial and some form of compensation (through the EPR) or allocation of revenues (through an increase in the cost recyclers are willing to pay ATFs) would be needed for ATFs to retain economic feasibility. This assessment only considers the EVs fleet since they contain e-motors. In case of all ELV flow considered, it is estimated that the cost of the measure per vehicle (all drive trains considered) for the ATF would be around 7� in 2035 and 12� in 2040.
仅考虑 ATF 的预期成本以及收集处理的报废 HEV、PHEV 和 BEV，估计在评估年份中每辆车 ATF 措施的成本约为 25 欧元。目前，ATF 的收益低于预期成本，因此无法弥补实施的负担。尽管回收商的预期收入将有助于在 2035 年逐步减轻负担，并在 2040 年完全减轻负担，但成本计算是初步的，某种形式的补偿（通过 EPR）或收入分配（通过增加成本）回收商愿意ATF 需要支付 ATF 才能保持经济可行性。该评估仅考虑电动汽车车队，因为它们包含电动机。如果考虑所有 ELV 流量，预计每辆车（考虑所有传动系统）ATF 措施的成本在 2035 年约为 7 欧元，到 2040 年约为 12 欧元。
Table 15.10: ATF economic assessment
表 15.10：ATF 经济评估
|
|
2035 |
2040 |
|
ATF dismantling costs ATF拆解费用 |
15 M� 1500万欧元 |
29 M� 2900万欧元 |
|
ATF logistic costs ATF 物流成本 |
50 M� 5000万欧元 |
96 M� 9600 万欧元 |
|
cost per vehicle reaching ATF [only EVs reaching ATFs]
每辆车达到 ATF 的成本 [仅达到 ATF 的电动汽车] |
25 � 25 欧元 |
25 � 25 欧元 |
|
cost per vehicle reaching ATF [all vehicles reaching ATFs]
每辆车达到 ATF 的成本 [所有车辆达到 ATF] |
7 � 7 欧元 |
12 � 12 欧元 |
|
ATF revenues ATF 收入 |
98 M� 9800万欧元 |
214 M� 2.14 亿欧元 |
Table 15.11: Recyclers economic assessment
表 15.11：回收商经济评估
|
|
2035 |
2040 |
|
Recyclers revenues w/ magnets
带磁铁的回收商收入 |
68 M� 6800万欧元 |
181 M� 1.81 亿欧元 |
|
Recyclers revenues w/o magnets*
不含磁铁的回收商收入* |
56 M� 5600万欧元 |
130 M� 1.3亿欧元 |
*Considering revenues from recycling electrosteel as steel in general.
*考虑到一般钢铁回收电工钢的收入。
·Jobs to be created at ATF level would be up to 270 in 2035 and 520 in 2040, should the e-motor measure be applied. Removal of e-motors can also be performed in (semi-) automated process, leading to a decrease of destructive removal time to less than 1 minute. The use of (semi-) automated processes might decrease the forecasted jobs to be created at ATF level, but will require an investment in equipment. Impacts are not expected to change in cases where the e-motor would be disassembled for reuse purposes, instead of recycling routes, as at present equipment only shortens the time needed for destructive removal. Employment at recyclers’ level is not assessed because of lack of data. The latter is dependent on the future development of EU recycling facilities to recover Nd and magnet materials.
如果采用电动汽车措施，到 2035 年 ATF 级别将创造 270 个就业岗位，到 2040 年将创造 520 个就业岗位。电机的拆卸也可以在（半）自动化过程中进行，从而将破坏性拆卸时间缩短至不到 1 分钟。使用（半）自动化流程可能会减少 ATF 层面预计创造的就业机会，但需要对设备进行投资。如果将电动机拆解以供再利用而不是回收路线，则预计影响不会改变，因为目前的设备仅缩短了破坏性拆除所需的时间。由于缺乏数据，没有对回收商层面的就业情况进行评估。后者取决于欧盟回收设施的未来发展，以回收钕和磁铁材料。
Overall conclusions stemming from this partial socio-economic impact assessment describe the benefits and some main challenges towards higher efficiency of this measure to fulfil its objective of improving REE circularity. As compared to the baseline, this measure leads to a higher job creation and additional revenues for both ATFs and recyclers. The reuse of e-motors could generate even further revenues for ATFs and may motivate ATFs to perform non-destructive reuse should the demand for second hand motors develop. Additional costs are generated due to the separate sorting and recovery of e-motors. The level of benefits and thus also of their ration to costs is highly dependent on whether robust REE recycling processes and market will develop by 2040. Clearly, this measure contribute to setting-up such an infrastructure and market in the EU. Overall, more benefits than burdens are stemming from this measure, when compared to the baseline option when e-motors are shredded with the car hulk. EPR might support the additional burden at ATF level in order to ease the implementation of this measure in the early times where the total revenues related to this measure do no suffice for the practice to be economically feasible. Another opportunistic benefit related to the removal of e-drive motors from passenger cars would be linked to the optimisation of costs related also to the collection and removal of batteries from ELVs. As the Battery Regulation would require 100% collection of EVs batteries, treatment and removal costs might be allocated to batteries and near-by components such as e-drive motors or inverters, leading to a decreased ATF burdens related to the removal of e-drive motors.
部分社会经济影响评估得出的总体结论描述了该措施提高效率以实现提高稀土元素循环度目标的好处和一些主要挑战。与基准相比，这一措施为 ATF 和回收商创造了更高的就业机会和额外收入。电动马达的再利用可以为 ATF 带来更多收入，并且如果二手马达的需求发展，可能会激励 ATF 进行非破坏性再利用。由于电机的单独分类和回收会产生额外成本。效益水平及其与成本的比率在很大程度上取决于到 2040 年是否能发展出强大的 REE 回收流程和市场。显然，这一措施有助于在欧盟建立这样的基础设施和市场。总体而言，与将电动马达与汽车车身粉碎的基准选项相比，这一措施带来的好处多于负担。 EPR 可能会支持 ATF 层面的额外负担，以便在与该措施相关的总收入不足以使该做法在经济上可行的早期阶段减轻该措施的实施。与从乘用车上拆除电驱动电机相关的另一个机会性好处将与从 ELV 中收集和拆除电池相关的成本优化相关。由于电池法规要求 100% 收集电动汽车电池，处理和拆除成本可能会分配给电池和附近的组件，如电动驱动电机或逆变器，从而减少与拆除电动驱动器相关的 ATF 负担电机。
This measure would also have a positive impact on innovation and R&D devolvement in EU. The available e-drive motors flows would thrive research, innovation and the development of new recycling technologies to increase the recovery of SRM from these flows. It is unlikely that such measure would hinder advances in performance and new technology approaches.
该措施还将对欧盟的创新和研发转移产生积极影响。可用的电驱动电机流将促进新回收技术的研究、创新和开发，以增加从这些流中回收 SRM。这种措施不太可能阻碍性能和新技术方法的进步。
15.2.215.2.2 Measure 2: Design provisions for e-drive motors:
15.2.2 措施 2：电驱动电机的设计规定：
Linked to the option PO1B, M7 design requirements in A7.2.1
链接到选项 PO1B，M7 设计要求见 A7.2.1
This measure would be applied for new types put on the EU market and would enhance the eco-design of e-drive motors in future vehicles. The core of the measure is defining design constraints on the OEM to provide clear and succinct instruction on the disassembly operations. Such instructions should include a list of interfering components and parts to be taken out to reach the e-drive motor, the different tools required as well as the number of fastening techniques to unlock and extract the e-drive motor. This measure also ensures that the design of the vehicle and joining, fastening or sealing techniques do not prevent disassembly operations. While this measure would not markedly influence the potential SRM production from e-drive motors recycling, nor their environmental impacts, the estimated reporting and design costs might be slightly impacted.
该措施将适用于投放到欧盟市场的新车型，并将增强未来车辆中电驱动电机的生态设计。该措施的核心是定义 OEM 的设计约束，以提供清晰、简洁的拆卸操作说明。此类说明应包括为到达电动驱动电机而需要取出的干扰部件和零件的列表、所需的不同工具以及解锁和取出电动驱动电机的紧固技术的数量。该措施还确保车辆的设计和连接、紧固或密封技术不会妨碍拆卸操作。虽然这一措施不会显着影响电驱动电机回收的潜在 SRM 生产及其对环境的影响，但估计的报告和设计成本可能会受到轻微影响。
The assessed measure would require OEM investments in the reporting of instructions and reports to be provided to ATF to ease the disassembly of the e-drive motor. Besides, in order to ensure eco-design provisions and possibly optimise disassembly operations at ATF level to extract the e-drive motor, R&D costs would be generated at OEM level to enable technologies and processes. Such costs are aligned with the five strategic R&D areas identified by the European Council for Automotive R&D . However, it is expected that these R&D costs allocated to the ease of disassembly design of the e-drive motors would be distributed over the next decade and are also aligned with most of the OEMs perspective towards the development of sustainable vehicles and improved mobility, see for example the BMW I vision circular , or Renault Re-factory . This measure is not foreseen to hinder innovation and the development of new technologies.
评估措施将要求 OEM 投资向 ATF 提供指令和报告，以简化电动驱动电机的拆卸。此外，为了确保生态设计规定并可能优化 ATF 级别的拆卸操作以提取电驱动电机，将在 OEM 级别产生研发成本以实现技术和流程。这些成本与欧洲汽车研发理事会确定的五个战略研发领域一致 。然而，预计这些分配给电驱动电机的易拆卸设计的研发成本将在未来十年内分配，并且也符合大多数原始设备制造商对可持续车辆开发和改善机动性的看法，请参阅例如 BMW I Vision circular 或 Renault Re-factory 。预计这一措施不会阻碍创新和新技术的开发。
From ATF perspective, the measure aims to facilitate disassembly operations of the e-drive motor when present in the ELV. It is then expected a decrease in removal and disassembly times as well as the optimisation of ATF costs.
从 ATF 的角度来看，该措施旨在促进 ELV 中存在的电驱动电机的拆卸操作。预计拆卸和拆卸时间将会减少，并且 ATF 成本也会得到优化。
15.2.315.2.3 Measure 3: Mandatory removal of selected embedded electronic components (EEC) group by authorised treatment facilities:
15.2.3 措施 3：由授权处理机构强制移除选定的嵌入式电子元件 (EEC) 组：
Linked to the option PO3B – M13b, A7.2.3
链接至选项 PO3B – M13b、A7.2.3
The JRC analysis is building mostly on methodologies and results from the recent project EVA II , conducted by Empa for the (Swiss) federal office of the environment (FOEN). This measure would apply to selected electronic components embedded in vehicles. The key characteristic of those components is that they require electricity to function, either from an external source through a cable, or with the help of an internal battery. These components were shortlisted by the JRC from four main categories: Controllers, Headlights, Actuators and Cables. Such components contain base and strategic metals (steel, Al and Cu), plastics but also precious metals and CRM such as Palladium (Pd) and Gallium (Ga). Pd content is expected to increase due to more electronic components and due to the electrification of the EU fleet.
JRC分析 主要基于最近项目 EVA II 方法和结果，该项目由 Empa 为（瑞士）联邦环境办公室 (FOEN)进行。该措施将适用于嵌入车辆中的选定电子元件。这些组件的关键特征是它们需要电力才能发挥作用，可以通过电缆从外部电源获取电力，也可以借助内部电池。这些组件被 JRC 从四个主要类别入围：控制器、头灯、执行器和电缆。此类组件包含贱金属和战略金属（钢、铝和铜）、塑料，还包含贵金属和 CRM，例如钯 (Pd) 和镓 (Ga)。由于更多的电子元件和欧盟机队的电气化，钯含量预计会增加。
Those metals are mostly lost at the end-of-life if the components are not removed from ELVs prior to their recycling, because car recycling processes are currently optimized to recover basis metals such as Fe, Al or Cu. In order to improve the performance of the recovery of CRM and precious metals from vehicles, the measure requires the removal of selected electronic components embedded in vehicles in order to recycle them separately in e-waste recycling facilities, which are optimized for precious metals recovery. Electronic components recycling infrastructure is already well established in Europe. Initial JRC analysis shortlisted the following components to be dismantled prior to shredding:
如果在回收之前没有从 ELV 中去除这些部件，这些金属大部分会在报废时丢失，因为汽车回收工艺目前已优化以回收铁、铝或铜等基本金属。为了提高车辆中 CRM 和贵金属的回收性能，该措施要求拆除车辆中嵌入的选定电子元件，以便在电子废物回收设施中单独回收它们，这些设施针对贵金属回收进行了优化。欧洲已经建立了完善的电子元件回收基础设施。 JRC 的初步分析列出了粉碎前需要拆除的以下组件：
·Inverter (for EVs); 逆变器（用于电动汽车）；
·Control module/valve box of automatic transmission;
自动变速箱控制模块/阀箱；
·Infotainment control unit (sound, navigation and multimedia).
信息娱乐控制单元（声音、导航和多媒体）。
The JRC analysis reports the analysis of impacts of embedded electronic components; see Table 21 of the JRC report for potential secondary raw material produced from each assessed category, see table 22 of the JRC report on the environmental impacts of the recycling of each assessed category, see figure 9 of the JRC report on the cost distribution over waste management operators, assessed per category of EEC). Afterwards, the shortlisting rational is introduced and the potential additional benefits at EU level of the three components are presented in Table 15. .
JRC分析报告了嵌入式电子元件影响的分析；关于每个评估类别生产的潜在二次原材料，请参见 JRC 报告的表 21，关于每个评估类别回收的环境影响，请参见 JRC 报告的表 22，关于废物的成本分配，请参见 JRC 报告的图 9管理操作员，按 EEC 类别进行评估）。随后，介绍了入围理由，并在表 15中列出了这三个组件在欧盟层面的潜在额外效益。
As also stated in the additional opportunistic benefits linked to the removal and collection of EVs batteries (covered by the Battery Regulation), near-by components would be more accessible after such removal, leading to a decreased allocated ATF costs related to their treatment and removal. The inverter (for EVs) is positively affected by this synergy and its related removal costs would decrease thanks to the removal of EVs battery.
正如与电动汽车电池的拆除和收集（《电池法规》所涵盖）相关的额外机会效益中所述，拆除后附近的组件将更容易接近，从而减少与其处理和拆除相关的 ATF 分配成本。逆变器（用于电动汽车）受到这种协同作用的积极影响，并且由于电动汽车电池的拆除，其相关拆除成本将会降低。
Table 15.5: Potential additional benefits of the shortlisted components, calculated at EU level
表 15.5：入围组件的潜在额外优势（按欧盟层面计算）
|
|
2035 |
2040 |
|
Secondary Cu, in t 次生铜，单位：t |
3,397 |
3,628 |
|
Secondary precious metals (Au and Ag), in t
次级贵金属（金和银），单位： |
15.1 |
16.1 |
|
Secondary Pd, in t 次级 Pd，单位为 t |
0.6 |
0.7 |
|
Estimated separate recycling costs of the three components, per car, in � (based on EVA II project)
每辆车三个部件的估计单独回收成本，以欧元为单位（基于 EVA II 项目） |
5.9 |
5.9 |
|
Estimated net additional environmental benefits of the three components, per fleet, in t CO2eq
每个车队三个组件的估计净额外环境效益（以 t CO2eq 为单位） |
68,956 |
73,651 |
15.2.415.2.4 Measure 4: Request of information from OEMs on specific CRMs contained in vehicles, and their labelling:
15.2.4 措施 4：向 OEM 索取信息 关于车辆中包含的特定 CRM 及其标签：
Linked to the option PO1A – M3 – A7.2.1
链接至选项 PO1A – M3 – A7.2.1
The measure on declaration of CRMs has already been applied previously in the context of eco-design regulations, in particular on requirements for servers and data storage products : this regulation requests (in Annex II, section 3.3) manufacturers to declare compulsory information on CRMs content (mainly Cobalt and Neodymium) at component level. This measure was introduced to address the lack of information on present CRMs in the targeted products and to provide relevant information for recyclers to decide to disassemble such components materials and invest in recovery infrastructure, and for policy makers to take further measures in the future building on solid knowledge.
CRM 声明措施之前已在生态设计法规背景下应用，特别是对服务器和数据存储产品的要求 ：该法规要求（见附件 II，第 3.3 节）制造商声明 CRM 的强制性信息成分层面的含量（主要是钴和钕）。采取这一措施是为了解决目标产品中现有 CRM 信息的缺乏问题，并为回收商提供相关信息，以决定拆卸此类组件材料并投资回收基础设施，并为政策制定者在未来采取进一步措施提供依据。扎实的知识。
Considering the previous experience on servers and data storage products, a similar measure can be applied to REEs at REPM level of e-drive motors and Ga in size fixed controller category in order to address the same lack of information. The assessment of the impacts of this measure presented in this section is largely based on the assessment presented in the Impact Assessment of the Eco-design regulation proposal for enterprise servers.
考虑到以前在服务器和数据存储产品方面的经验，类似的措施可以应用于电驱动电机 REPM 级别的 REE 和尺寸固定控制器类别的 Ga，以解决同样的信息缺乏问题。本节中对该措施的影响的评估主要基于企业服务器生态设计法规提案的影响评估中提出的评估。
It was stated in the SWD on servers and data storage products that , once separated, Nd scrap can be further processed to recover the CRM. Due to the different types and sizes of e-drive motor technologies available in the EU market, a mandatory information requirement at this component level could inform on the presence, location and the exact amount of the targeted CRMs that the e-drive motor contains, and this would encourage the separation at early stages of disassembly in the authorised treatment facilities. Similar mandatory information requirement could be applied to Ga content at controllers’ level larger than 10 cm2 and sensors. A previous JRC study had mentioned the lack of information on the use of this CRM in vehicles, in particular Ga . Additionally to the initial assessment on information on weight and location of REEs in e-drive motors, further requested information on number of permanent magnets, their coating and whether gluing was used in their assembly within the rotor could significantly increase the dismantler and recycler knowledge to adapt the necessary operations to efficiency extract the permanent magnets from the e-drive motor.
《SWD》中关于服务器和数据存储产品的内容指出， 、一旦分离，Nd 废料就可以进一步处理以回收 CRM。由于欧盟市场上可用的电驱动电机技术的类型和尺寸不同，因此该组件级别的强制性信息要求可以告知电驱动电机包含的目标 CRM 的存在、位置和确切数量，这将鼓励在授权处理设施拆卸的早期阶段进行分离。类似的强制性信息要求可适用于大于10 cm 2 的控制器级别的Ga含量和传感器。 JRC 之前的一项研究提到，缺乏有关在车辆（特别是 Ga 中使用该 CRM 的信息。除了对电力驱动电机中稀土元素的重量和位置信息进行初步评估外，进一步要求提供有关永磁体数量、涂层以及转子内组装是否使用胶合的信息，可以显着增加拆解者和回收者的知识，采取必要的操作以有效地从电力驱动电机中提取永磁体。
The available standards on material efficiency, including those developed under CEN/CLC/JTC 10 (e.g EN 45558 - General method to declare the use of CRMs in energy-related products) could also be used to ease the enforcement of this requirement at e-drive motor level.
现有的材料效率标准，包括根据 CEN/CLC/JTC 10 制定的标准（例如EN 45558 - 声明在能源相关产品中使用 CRM 的通用方法）也可用于简化该要求在 e 的执行。 -驱动电机水平。
Labelling parts or products with specific material content (to ease its depollution or sorting) would in principle incentivise the dismantling and separate collection of the e-drive motor at authorised treatment facilities.
为零件或产品贴上特定材料含量的标签（以方便其去污染或分类）原则上将鼓励在授权处理设施中拆卸和单独收集电动驱动电机。
As for expected economic impacts, no costs for transposition into national legislation is foreseen since the form of the envisaged legislation is an EU regulation (linked to 3R type-approval). The estimated compliance costs for OEMs would be mainly concentrated in reporting and documentation delivery from supplier to OEMs. Since the automotive industry is already equipped with material and component communication channels (e.g. IMDS, IDIS), costs of compliance are estimated to be limited. From EoL value chain perspective, additional costs could be related to the search of relevant information in documentation but in principle these would largely be compensated by additional revenues from the sales of CRMs. The estimated overall additional costs for ATFs and recyclers are then supposed to be low to medium. This measure adapted to the e-drive motors would increase ATFs and recyclers knowledge on this component and it is likely to increase recycling, reuse, and remanufacturing actions as well as relevant investment in recovery infrastructure.
至于预期的经济影响，由于设想的立法形式是欧盟法规（与 3R 型式批准相关），因此预计不会产生转换为国家立法的成本。 OEM 的估计合规成本将主要集中在供应商向 OEM 提供报告和文件方面。由于汽车行业已经配备了材料和零部件通信渠道（例如IMDS、IDIS），因此合规成本预计是有限的。从 EoL 价值链的角度来看，额外成本可能与文档中相关信息的搜索有关，但原则上这些成本很大程度上可以通过 CRM 销售的额外收入来补偿。 ATF 和回收商的预计总体额外成本应该是低至中等。这项适用于电驱动电机的措施将增加 ATF 和回收商对该部件的了解，并可能增加回收、再利用和再制造行动以及回收基础设施的相关投资。
It is estimated that limited additional direct socio-economic and environmental benefits would be generated from the implementation of this measure 4 (linked to M3). However, it is expected that the quality of treatment and of output flows of secondary raw materials (hence of value) that will be generated by measures 1 (linked to M13a) and 2 (linked to M7) on e-drive motors and the measure 3 (linked to M13b) on selected EEC components is likely to be enhanced thanks to this measure on CRM information request. It is also unlikely that this requirement would impact negatively job creation. This measure is not intended to hinder innovation and the development of new technologies.
据估计，实施该措施 4（与 M3 相关）将产生有限的额外直接社会经济和环境效益。然而，预计电动驱动电机的措施 1（与 M13a 相关）和 2（与 M7 相关）以及该措施所产生的二次原材料的处理质量和输出流（因此有价值）由于针对 CRM 信息请求的这一措施，所选 EEC 组件的 3（链接到 M13b）可能会得到增强。这一要求也不太可能对就业创造产生负面影响。该措施无意阻碍创新和新技术的发展。
15.3Suggestions for follow-up review clauses on CRM measures for vehicles
车辆CRM措施后续审查条款建议
The measures presented in this report could in the future be complemented by others, to be potentially mentioned in review clauses. Follow-up (potentially more ambitious) measures might tackle further circularity failures by addressing other CRMs and components (e.g. Ga or Ti) when more data are available, or by introducing new targets (e.g. recycled content or recycling efficiency for REEs or Mg) when initial recycling infrastructures will be operational in the EU. These pre-requisites would be necessary to trigger CRM recycling and thrive investments as well as innovation in the automotive sector.
本报告中提出的措施将来可能会得到其他措施的补充，并可能在审查条款中提及。后续（可能更雄心勃勃）措施可能会通过在有更多数据可用时解决其他 CRM 和组件（例如 Ga 或 Ti）问题，或者在以下情况下引入新目标（例如 REE 或 Mg 的回收含量或回收效率）来解决进一步的循环失败问题：最初的回收基础设施将在欧盟投入运行。这些先决条件对于触发 CRM 回收、蓬勃发展汽车行业的投资和创新是必要的。
15.4Additional contribution of the potential extension of scope to circularity of CRMs
CRM 循环范围的潜在扩展的额外贡献
As mentioned in the main SWD document, the ELV and Type-Approval directives apply to passenger and light commercial vehicles; M1 and N1, respectively. It was stated that 85% of the EU vehicles fleet falls within the current scope of the ELV/Type-Approval directives. The remaining is therefore not covered and represents circa. 52 million vehicles that include trucks (lorries), busses, two- and three- wheelers, estimated in the core document to account 4.13 million tons of materials. In the context of ensuring higher circularity of vehicles and ensuring alignment with the circularity objectives of the CRM Act, the present section provides additional information, from a CRM perspective, to support the possibility of including additional vehicles within the scope of the ELV/Type-Approval; namely lorries, buses and motorcycles (two- or three wheelers).
正如社署主要文件中所述，ELV 和型式核准指令适用于乘用车和轻型商用车；分别为M1和N1。据称，85% 的欧盟车辆属于当前 ELV/型式批准指令的范围。因此，其余部分未被覆盖并代表大约。 5200万辆汽车，包括卡车、公共汽车、两轮和三轮车，核心文件估计占413万吨材料。在确保车辆更高的循环性并确保与 CRM 法案的循环性目标保持一致的背景下，本节从 CRM 的角度提供了更多信息，以支持将更多车辆纳入 ELV/Type- 范围内的可能性。赞同;即卡车、公共汽车和摩托车（两轮或三轮车）。
15.4.115.4.1 Evidence on CRM content in lorries, buses and motorcycles:
15.4.1 有关卡车、公共汽车和摩托车中 CRM 内容的证据：
Newest environmental standards and constraints for heavy-duty vehicles (EU 2019/1242) and EURO 6/7 standards will require the integration of additional technology devices in vehicles to ensure alignment with 2025 and 2030 targets . These controllers included in vehicles would lead to the increase of specific CRMs in vehicles. For instance, controllers would be included for exhaust gas control, leading to more Cu or Pd/Pt in vehicles. The electrification or hybridization of the power train to reduce CO2 emissions would also increase contents of Cu, Si-steel, REPM and others CRMs in these vehicles. While an average passenger BEV is equipped with one e-drive motor of 45 kg and an average peak of 100 kW, an electric truck drivetrain could afford multiple e-drive motors and reach for instance a peak power of 490 kW . This would lead to the significant increase of numbers and mass of e-drive motors in the truck drivetrain. Volvo FH electric drivetrain is for example equipped with 2 to 3 electric motors, the Tesla Semi is also propelled using three e-drive motors, similar to those used in Tesla model 3. The introduction of electric lorries, buses and motorcycles will also increase CRM content in batteries, especially lithium, nickel and cobalt . It is also estimated that PGM average content in lorries will raise by 30%, with palladium covering the major share of PGM used in automotive applications (compared to platinum and rhodium ). Pd content in a class 7/8 heavy duty truck catalyst can be up to 60g , . Assuming same Pd content for buses, and considering EoL vehicles from these two categories, the untapped potential of Pd in EoL vehicles from these two vehicle categories is presented below in Table 15.6.
重型车辆最新环境标准和限制 (EU 2019/1242) 和 EURO 6 /7标准将要求在车辆中集成额外的技术设备，以确保与 2025 年和 2030 年的目标保持一致 。车辆中包含的这些控制器将导致车辆中特定CRM的增加。例如，控制器将用于废气控制，从而导致车辆中含有更多的铜或钯/铂。动力传动系统的电气化或混合化以减少CO 2排放也将增加这些车辆中的铜、硅钢、 REPM和其他CRM的含量。虽然普通乘用 BEV 配备一台重 45 公斤、平均峰值功率为 100 kW 的电驱动电机，但电动卡车传动系统可配备多台电驱动电机，峰值功率可达490 kW 。这将导致卡车传动系统中电驱动电机的数量和质量显着增加。例如，沃尔沃 FH 电动传动系统配备 2至3 个电动机，特斯拉 Semi 也使用三个电动机驱动，类似于特斯拉 Model 3 中使用的电动机。 电动卡车、公共汽车和摩托车的引入也将增加电池中的 CRM 含量，特别是锂、镍和钴 。 据估计，卡车中PGM 的平均含量将增加 30%，其中钯金占据了汽车应用中PGM的主要份额（与铂金和铑金相比） 。钯含量 在7/8 级重型卡车催化剂中可以 是 高达60 克 、 。 假设公交车的 Pd 含量相同，并考虑这两个类别的停产车辆，这两个车辆类别的停产车辆中未开发的 Pd 潜力如下表 15.6 所示。
Table 15.6: Untapped recovery potential of Pd from lorries and buses catalysts, calculated at EU level
表 15.6：卡车和公共汽车催化剂中未开发的钯回收潜力（按欧盟水平计算）
|
|
2035 |
2040 |
2035 |
2040 |
|
Vehicle category 车辆类别
|
Number of vehicles reaching EoL
达到 EOL 的车辆数量 |
Pd content (ton) 钯含量（吨） |
|
Lorries 卡车 |
289,992 |
310,292 |
17.4 |
18.6 |
|
Buses 巴士 |
32,972 |
35,057 |
2 |
2.1 |
Source: EoL data from IA main study, Pd content from World Platinum Investment Council (March, 2020)
资料来源：IA 主要研究的 EoL 数据、世界铂金投资理事会的 Pd 内容（2020 年 3 月）
Pd is widely used in catalytic converters and to a lesser extent in vehicle electronics. The automotive industry (all vehicle categories) is the largest consumer of Pd, covering more than 80% of supply annually.
钯广泛用于催化转换器，并在较小程度上用于车辆电子设备。汽车行业（所有车辆类别）是钯的最大消费者，占每年供应量的 80% 以上。
In order to ensure higher performances, OEMs are also relying on REPM motors for heavy vehicles, leading to the use of Rare Earth elements and Si-steel laminates in the engine. Based on IDTechEx benchmark on electric motors used in vehicles, most of e-lorries (all types of truck), e-buses and electric two-wheelers are propelled with permanent magnet motors, relying heavily on laminated Si-steel and also rare earth materials, see Table 15.7.
为了确保更高的性能，原始设备制造商也在重型车辆上使用 REPM 电机，从而在发动机中使用稀土元素和硅钢层压板。根据 IDTechEx 车辆用电机基准，大多数电动卡车（所有类型的卡车）、电动巴士和电动两轮车均采用永磁电机驱动，严重依赖层压硅钢和稀土材料，见表15.7。
Table 15.7: Motor types in vehicles (e-lorries, e-buses and electric two-wheelers) and main CRMs used
表 15. 7 ：车辆中的电机类型（电动卡车、电动巴士和电动两轮车）和使用的主要 CRM
|
Vehicle 车辆 |
Motor type 电机类型 |
Main CRMs used 使用的主要 CRM |
|
Electric two-wheelers (EU brands)
电动两轮车（欧盟品牌） |
Permanent magnet synchronous motor - PMSM, with a typical weight of 19 kg
永磁同步电机 - PMSM，典型重量 19 kg |
Laminated Si-steel and REE in magnets
磁铁中的层压硅钢和稀土元素 |
|
Electric two-wheelers (non EU brands)
电动两轮车（非欧盟品牌） |
Brushless DC motor - BLDC, with a typical weight from 4 kg to 15 kg
无刷直流电机 - BLDC，典型重量为 4 kg 至 15 kg |
Laminated Si-steel and REE in magnets
磁铁中的层压硅钢和稀土元素 |
|
Electric lorries 电动货车 |
More than 93% are based on PMSM and permanent magnet assisted reluctance motor - PMAR motors
93%以上是基于PMSM和永磁辅助磁阻电机——PMAR电机 |
Laminated Si-steel and REE in magnets
磁铁中的层压硅钢和稀土元素 |
|
Electric buses 电动公交车 |
More than 99% of full and plug-in hybrid buses are PMSM
超过 99% 的全混合动力和插电式混合动力客车采用 PMSM |
Laminated Si-steel and REE in magnets
磁铁中的层压硅钢和稀土元素 |
Source: IDTechEx, 2021 资料来源：IDTechEx，2021 年
Consequently, more CRMs are expected to be used in electric motors for hybrid and electric trucks, buses and motorcycles. This includes REE materials (Neodymium and Dysprosium) but also Si-steel, Terbium, Niobium and also Cobalt. The fleet electrification would also generate an increase of electric and electronic devices (e.g. inverter), leading to the increase of copper, precious metals (gold and silver) and PGM, as stated in the JRC report.
因此，预计将有更多的 CRM 用于混合动力和电动卡车、公共汽车和摩托车的电动机。这包括稀土元素材料（钕和镝），还包括硅钢、铽、铌和钴。正如 JRC 报告所述，车队电气化还将导致电气和电子设备（例如逆变器）的增加，从而导致铜、贵金属（黄金和白银）和铂族金属的增加。
Besides, electric infrastructure would lead to higher CRMs demand, with a slightly higher demand for truck infrastructure, compared to passenger vehicles ones. Infrastructure includes charging station, post and connexions to the grid, as modelled by Raghavan et al. . Other scenarios illustrated by the latter reference also describe higher metal demands for hydrogen fuel cell electric cars and trucks implying significant demand for PGMs.
此外，电力基础设施将导致CRM需求增加，与乘用车基础设施相比，对卡车基础设施的需求略高。基础设施包括充电站、充电桩和电网连接，如 Raghavan 等人建模的那样。 .后一个参考文献所阐述的其他情景也描述了氢燃料电池电动汽车和卡车的更高金属需求，这意味着对铂族金属的巨大需求。
Thus, these vehicles categories contain relevant CRMs in their drivetrain, electric and electronic devices, with an even higher content for trucks and buses due to the increase of their overall weight and the multiplication of e-drive motors used to reach higher performances. These vehicles also contain significant shares of steel and aluminium in their bill of materials.
因此，这些车辆类别在其传动系统、电气和电子设备中包含相关的 CRM，其中卡车和公共汽车的含量更高，因为其总重量增加，并且用于实现更高性能的电驱动电机数量增加。这些车辆的材料清单中还含有大量的钢和铝。
15.4.215.4.2 Challenges on CRM recovery from the extended scope, including export and miss-management:
15.4.2 扩大范围后 CRM 恢复面临的挑战，包括出口和管理失误：
As stated in the main document (see section 2.4 Problem area 4), these vehicles do not currently abide by specific legal requirements on their design or end-of-life phases, leading in principle to the loss of important share of secondary raw materials, including CRMs. Main circularity failures are related to:
正如主文件中所述（参见第 2.4 节问题领域 4），这些车辆目前不遵守其设计或报废阶段的具体法律要求，原则上导致二次原材料的重要份额损失，包括 CRM。主要循环失败与：
·Design phase: circularity or design for recycling are not necessarily integrated as a requirement in the design of these vehicles. In addition, lack of information of CRM content and location in these vehicles could prevent EU dismantlers and recyclers to properly recover these materials from collected vehicles.
设计阶段：循环性或回收设计不一定作为这些车辆设计的要求。此外，缺乏这些车辆中 CRM 内容和位置的信息可能会阻止欧盟拆解商和回收商从收集的车辆中正确回收这些材料。
·Collection phase: the main challenge is related to the absence of structured and professional end of life value chain to properly collect and manage end of life vehicles such as truck, buses . Main EU authorised treatment facilities (ATFs) are generally designed to collect and treat M1 and N1 vehicle categories. They do not treat two- and three- wheelers neither. This failure compromises circularity and guaranteed environmentally sound management of waste stemming from these vehicles. This failure is also worsened by the export trends of end of life trucks and buses from EU to third part countries, leading to the loss of significant amount of materials from Europe (estimated to be up to 4.13 million in 2019). Current ATF facilities are certainly not prepared to appropriately treat these vehicles and recover CRMs. Collection of e-motorbikes is currently not established and will benefit from the collections targets for Light Means of Transport (LMT) proposed by the battery regulation.
收集阶段：主要挑战与缺乏结构化和专业的报废价值链有关，无法正确收集和管理卡车、公共汽车等报废车辆 。主要欧盟授权处理设施 (ATF) 通常旨在收集和处理 M1 和 N1 车辆类别。他们也不对待两轮和三轮车。这种失败损害了循环性并保证了对这些车辆产生的废物进行无害环境的管理。欧盟报废卡车和公共汽车向第三方国家的出口趋势也加剧了这种失败，导致欧洲大量材料的损失（预计2019年高达413万件）。目前的 ATF 设施肯定没有准备好适当处理这些车辆并回收 CRM。目前尚未建立电动摩托车的收集，并将受益于电池法规提出的轻型交通工具（LMT）的收集目标。
·Recovery phase: the absence of reuse and/or recycling incentives of these vehicles prevent the proper reuse and recycling of parts and materials, including CRMs. These vehicles are also likely to be mainly exported outside Europe at their end of life.
回收阶段：这些车辆缺乏再利用和/或回收激励措施，阻碍了零件和材料（包括 CRM）的正确再利用和回收。这些车辆在报废后也可能主要出口到欧洲以外的地区。
15.4.315.4.3 Expected impacts of initial CRM measures for passenger cars in case of the proposed extension to new vehicles (lorries/buses/2-wheelers):
15.4.3 如果拟议扩展到新车（卡车/公共汽车/两轮车），初始 CRM 措施对乘用车的预期影响：
A wider scope covering new vehicles such as lorries, buses and motorcycles will mathematically increase the fleet size targeted by the ELV/3RTA directives, and mathematically increase number and mass of CRM-rich components potentially targeted. This could in principle lead to the development or creation of new business models in EU internal markets, but also reduce environmental hazards stemming from these EoL vehicles.
涵盖卡车、公共汽车和摩托车等新车的更广泛范围将在数学上增加 ELV/3RTA 指令所针对的车队规模，并从数学上增加潜在目标的富含 CRM 的组件的数量和质量。原则上，这可能会导致欧盟内部市场开发或创建新的商业模式，同时也减少这些停产车辆造成的环境危害。
From a CRM perspective, the extension of vehicle scope to lorries, buses and motorcycles would enhance the transition to a circular economy and improve the performances of measures (see above) already assessed for passenger vehicles, which are:
从 CRM 的角度来看，将车辆范围扩大到卡车、公共汽车和摩托车将促进向循环经济的转型，并改善已针对乘用车评估的措施（见上文）的绩效，这些措施是：
-Measure 1: mandatory removal of e-drive motors by authorised treatment facilities, linked to the option PO3A, M13a:
措施 1 ：由授权处理机构强制拆除电驱动电机，与选项PO3A、M13a相关：
This measure can be strongly impacted by the scope extension , as the number of e-drive motors covered would significantly increase, leading in principle to a linear increase of impacts assessed for passenger vehicles e-drive motors.
这项措施可能会受到范围扩展的强烈影响，因为所涵盖的电驱动电机的数量将显着增加，原则上导致乘用车电驱动电机的影响评估呈线性增加。
As the majority of motor types of the new scope are based on several permanent magnet motors with REPM, it is expected an increase of secondary raw materials (REPM materials, Si-steel, copper and aluminium) production from this measure. The increase of e-drive motor’s flow size could also in principle increase reuse flows. Both recycling and reuse flows are expected to contribute to the reduction of supply disruptions and to the EU strategic autonomy.
由于新系列的大多数电机类型都基于采用 REPM 的几种永磁电机，因此预计该措施将增加二次原材料（REPM 材料、硅钢、铜和铝）的产量。原则上，电驱动电机流量的增加也可以增加再利用流量。回收和再利用流程预计将有助于减少供应中断和欧盟战略自主权。
From a socio-economic perspective, a scope extension would increase the number of motors targeted, leading to similar impacts assessed for passenger vehicles, but with a higher extent.
从社会经济角度来看，范围扩大将增加目标电机的数量，从而导致对乘用车产生类似的影响，但程度更高。
Assuming: 假设：
·that the extension of scope would increase the number of vehicles collected by 15%,
扩大范围将使收集的车辆数量增加 15%，
·that trucks and lorries contain significant number of REPM motors,
卡车和货车装有大量 REPM 电机，
It can be then assumed that at least 17.5% (=15%/85%) of additional REPM motors and additional mass of CRMs would be collected and treated (JRC rough estimates).
然后可以假设至少 17.5% (=15%/85%) 的额外 REPM 电机和额外的 CRM 质量将被收集和处理（ JRC 粗略估计）。
Additionally, a positive synergy is foreseen with batteries removal obligations described in the Battery Regulation. This would lead to a cost optimisation at ATF level of batteries near-by components, hence reducing e-drive motors removal costs.
此外，预计与电池法规中描述的电池拆除义务将产生积极的协同作用。这将导致组件附近电池 ATF 水平的成本优化，从而降低电动驱动电机的拆除成本。
-Measure 2: design provisions for e-drive motors, linked to the option PO1B, M7:
措施 2 ：电动驱动电机的设计规定，与选项PO1B、M7相关：
The new scope to be covered by eco-design requirement would increase dismantlers and recyclers capacity to effectively manage e-drive motors from the extended scope. A better design that facilitates disassembly operations of e-drive motors will decrease removal and disassembly times as well as the optimisation of ATF costs, leading to even further optimised impacts of the measure 1 (PO3A, M13a).
生态设计要求涵盖的新范围将提高拆解商和回收商的能力，以有效管理扩展范围内的电力驱动电机。方便电驱动电机拆卸操作的更好设计将减少拆卸和拆卸时间并优化 ATF 成本，从而进一步优化措施 1（PO3A、M13a）的影响。
-Measure 3: mandatory removal of selected small parts by authorised treatment facilities, linked to the option PO3B, M13b:
措施 3 ：由授权处理设施强制去除选定的小零件，与选项PO3B、M13b相关：
Similarly to measure 1, and based on the expected electrification of the new scope, an increased flow of copper, PGM and precious metals are expected to be recovered, especially from lorries and buses. Thus, a very positive contribution is also foreseen in case of scope extension. The inverter removal from EVs would also in principle benefit from removal obligations of batteries described in the Battery Regulation, hence reducing its removal costs at ATF level from the extended scope.
与措施 1 类似，基于新范围的预期电气化，预计将回收更多的铜、铂族金属和贵金属，特别是来自卡车和公共汽车的铜、铂族金属和贵金属。因此，在范围扩展的情况下也可以预见到非常积极的贡献。从电动汽车中移除逆变器原则上也将受益于《电池法规》中描述的电池移除义务，从而在扩展范围内降低 ATF 级别的移除成本。
-Measure 4: request of information from OEMs on specific CRMs contained in targeted vehicles, and their labelling, linked to the option PO1A, M3:
措施 4 ：向 OEM 请求有关目标车辆中包含的特定 CRM 及其标签的信息，链接到选项PO1A、M3 ：
As most of motor types included in the scope extension are REPM materials, providing information on location, content and characteristics of REEs in e-drive motors would significantly increase dismantlers and recyclers information and support their decision on rare earth permanent magnet proper end of life management.
由于范围扩展中包含的大多数电机类型都是 REPM 材料，因此提供有关电驱动电机中 REE 的位置、含量和特性的信息将显着增加拆解商和回收商的信息，并支持他们关于稀土永磁体正确寿命终止管理的决策。
An increase of scope’s size would have the same expected impacts as assessed for passenger vehicles, both for REE in e-drive motors and Ga in controllers.
范围大小的增加将产生与乘用车评估相同的预期影响，无论是对于电力驱动电机中的稀土元素还是控制器中的镓。
15.4.415.4.4 Additional Expected impacts of the proposed extension the current legislation to new vehicles (lorries/buses/2-wheelers) to the recovery of CRM and the implementation of the CRM Act objectives:
15.4.4 拟议将现行立法扩展到新车（卡车/公共汽车/两轮车）对 CRM 的恢复和 CRM 法案目标的实施的其他预期影响：
Additional measures assessed in the main document could also support further recovery of CRM in case of scope extension to lorries, buses and motorcycles. Main additional benefits are linked to:
如果范围扩大到卡车、公共汽车和摩托车，主文件中评估的其他措施也可以支持 CRM 的进一步恢复。主要的额外好处与：
-Requirements for manufacturers to provide additional information to dismantlers/recyclers on recycling/dismantling (M28):
制造商向拆解商/回收商提供有关回收/拆解的附加信息的要求 ( M28 ) ：
Similarly to the analysis of impacts of measure 4 for passenger cars (linked to M3), this measure is strongly linked to the improved circular design of vehicles under the scope of the ELV/3RTA directives. It is expected an improved dismantler and recycler knowledge on CRM based parts, their location, CRM content characteristics and the relevant information to properly dismantle and recycle CRM from wastes stemming from these vehicles. This measure is also in strong synergy with M30a, should these vehicles need to be properly treated in authorised treatment facilities.
与措施 4 对乘用车的影响分析（与 M3 相关）类似，该措施与 ELV/3RTA 指令范围内改进的车辆循环设计密切相关。预计拆解者和回收者对基于 CRM 的零件、其位置、CRM 内容特征和相关信息的了解会有所提高，以便正确拆解和回收这些车辆产生的废物中的 CRM。如果这些车辆需要在授权处理设施中进行适当处理，该措施也与 M30a 具有很强的协同作用。
-Mandatory treatment of End of Life vehicles in authorised treatment facilities (M30a):
在授权处理设施 ( M30a )中强制处理报废车辆：
The implementation of EURO 6 rules should in principle decrease the export of lorries and buses to third part countries, leading to the increase of wastes stemming from these vehicles in the EU. This would develop new business models related to the end of life management of these vehicles to properly collect and treat them. It is unsure if the current authorised treatment facilities would be able to collect and treat large sized vehicles such as lorries and trucks, as they are more designed for the treatment of M1 and N1 vehicles. It is expected in short terms a higher additional investments at ATF level to ensure their capacity to receive and treat lorries and buses. If new types of ATF are to be created, they will have to fully consider the novel CRM components of these types of vehicles. However, the expected impacts of this scope extension will lead to higher material recovery from wastes stemming from these vehicles as well as the increase of CRM flows available for recycling. It is also expected an additional jobs created at waste management operators level and also an increase of their revenues related to the management of materials stemming from this new scope. Similarly to measure 1 for passenger cars (linked to M13a), a positive cost-revenue ratio is foreseen in the medium-long terms, as new business model related to this scope extension should emerge.
实施 EURO 6 规则原则上应减少向第三方国家出口卡车和公共汽车，从而导致欧盟境内这些车辆产生的废物增加。这将开发与这些车辆报废管理相关的新商业模式，以正确收集和处理它们。目前尚不确定目前授权的处理设施是否能够收集和处理卡车和卡车等大型车辆，因为它们更多地是为处理 M1 和 N1 车辆而设计的。预计短期内 ATF 层面将增加更多投资，以确保其接收和处理卡车和公共汽车的能力。如果要创建新型 ATF，他们将必须充分考虑此类车辆的新颖 CRM 组件。然而，范围扩大的预期影响将导致从这些车辆产生的废物中回收更多的材料，并增加可用于回收的 CRM 流量。预计还会在废物管理运营商层面创造更多就业机会，并且与这一新范围产生的材料管理相关的收入也会增加。与乘用车措施 1（与 M13a 相关）类似，预计中长期将出现积极的成本收入比，因为与范围扩展相关的新商业模式将会出现。
The CRM Act is clearly supporting actions on CRM recovery to be included in the revision of the ELV/3RTA directives, based on its current scope (limited to M1 and N1 vehicles). In overall terms, a scope extension to lorries, buses and motorcycle would lead to a higher circularity of CRMs contained in these vehicles. It would also ensure the implementation of CRM Act objectives related to the design and recycling of CRM from all vehicle categories. These vehicles, if properly treated in authorised treatment facilities including through mandatory separate dismantling and recovery of selected CRM-rich parts prior to shredding and supported by an increased knowledge of CRM content would in principle contribute to reach the CRM Act 15% recycling targets aimed. It should also in principle support reuse flows and the creation of secondary markets for (CRM) parts in the EU.
根据其当前范围（仅限于 M1 和 N1 车辆），CRM 法案明确支持将 CRM 恢复行动纳入 ELV/3RTA 指令的修订中。总体而言，范围扩展到卡车、公共汽车和摩托车将导致这些车辆中包含的 CRM 具有更高的循环性。它还将确保实施与所有车辆类别的 CRM 设计和回收相关的 CRM 法案目标。这些车辆如果在授权处理设施中得到适当处理，包括在粉碎之前强制单独拆卸和回收选定的富含 CRM 的零件，并通过增加对 CRM 内容的了解来支持，原则上将有助于实现 CRM 法案 15% 回收目标。原则上它还应该支持再利用流程和在欧盟建立 (CRM) 零件二级市场。
The scope extension of the ELV/3RTA directive would then be inclusive and encourage the setting-up of up-to-date treatment and recovery facilities for these vehicles and contribute to the development of CRM value chains in Europe.
ELV/3RTA指令的范围扩展将具有包容性，并鼓励为这些车辆建立最新的处理和回收设施，并为欧洲CRM价值链的发展做出贡献。
(1)
TEC; in the current legal state, the wording corresponding to Article 175 TEC is expressed in Article 192 TFEU.
技术委员会；在当前法律状态下，与 TEC 第 175 条相对应的措辞在 TFEU 第 192 条中表述。
(2)
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. 1–15).
1970 年 2 月 6 日理事会指令 70/156/EEC，近似成员国有关机动车辆及其拖车型式认证的法律（OJ L 42，1970 年 2 月 23 日，第 1-15 页）。
(3)
OJ L 310, 25.11.2005, p. 10.
OJ L 310，2005 年 11 月 25 日，第 14 页。 10.
(4)
In the current legal state, the wording corresponding to Article 95 TEC is expressed in Article 114 TFEU.
在目前的法律状态下，与第 95 条 TEC 相对应的措辞在第 114 条 TFEU 中表述。
(5)
OJ L 151, 14.6.2018, p. 1.
OJ L 151，2018 年 6 月 14 日，第 14 页。 1.
(6)
Proposal for a Regulation of the European Parliament and of the Council establishing a framework for ensuring a secure and sustainable supply of critical raw materials and amending Regulations (EU) 168/2013, (EU) 2018/858, 2018/1724 and (EU) 2019/1020 (COM/2023/160 final).
欧洲议会和理事会法规提案，建立确保关键原材料安全和可持续供应的框架并修订法规 (EU) 168/2013、(EU) 2018/858、2018/1724 和 (EU) 2019/1020（COM/2023/160 最终版）。
(7)
Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions: A secure and sustainable supply of critical raw materials in support of the twin transition (COM(2023) 165 final).
委员会与欧洲议会、理事会、欧洲经济和社会委员会以及地区委员会的沟通：支持双重转型的关键原材料的安全和可持续供应（COM（2023）165最终版）。
(8)
Permanent magnet types addressed by CRM Act are: Neodymium-Iron-Boron; Samarium-Cobalt; Aluminium-Nickel-Cobalt; Ferrite. All of described obligations stemming from CRM Act, except for labelling of product containing the magnet specifying its type, do not apply to ferrite permanent magnets.
CRM 法案规定的永磁体类型有： 钕铁硼；钐钴；铝镍钴；铁氧体。除包含指定其类型的磁铁的产品标签外，CRM 法案规定的所有义务均不适用于铁氧体永磁体。
(9)
Articles 27(9) and 27 () of CRM Act.
《CRM 法》第 27(9) 条和第 27() 条。
(10)
Directive 2009/125/EC of the European Parliament and of the Council of 21 October 2009 establishing a framework for the setting of ecodesign requirements for energy-related products (OJ L 285, 31.10.2009, p. 10–35).
欧洲议会和理事会 2009 年 10 月 21 日颁布的第 2009/125/EC 号指令建立了制定能源相关产品生态设计要求的框架（OJ L 285，2009 年 10 月 31 日，第 10-35 页）。
(11)
Proposal for a Regulation of the European Parliament and of the Council establishing a framework for setting eco-design requirements for sustainable products, amending Regulation (EU) 2019/1020 and repealing Directive 2009/125/EC (COM/2022/142 final).
欧洲议会和理事会法规提案，建立可持续产品生态设计要求框架，修订法规 (EU) 2019/1020 并废除指令 2009/125/EC（COM/2022/142 最终版）。
(12)
Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) No 595/2009 and repealing Directive 2007/46/EC (OJ L 151, 14.6.2018, p. 1–218).
欧洲议会和理事会 2018 年 5 月 30 日颁布的法规 (EU) 2018/858，涉及机动车辆及其拖车以及用于此类车辆的系统、组件和单独技术单元的批准和市场监督，修订了法规（EC ) No 715/2007 和 (EC) No 595/2009 并废除指令 2007/46/EC (OJ L 151, 2018 年 6 月 14 日，第 1-218 页）。
(13)
Regulation (EC) No 765/2008 of the European Parliament and of the Council of 9 July 2008 setting out the requirements for accreditation and market surveillance relating to the marketing of products and repealing Regulation (EEC) No 339/93 (OJ L 218, 13.8.2008, p. 30–47).
欧洲议会和理事会 2008 年 7 月 9 日颁布的第 (EC) 765/2008 号法规规定了与产品营销相关的认证和市场监督要求，并废除了 (EEC) 339/93 号法规（OJ L 218， 2008 年 8 月 13 日，第 30-47 页）。
(14)
Decision No 768/2008/EC of the European Parliament and of the Council of 9 July 2008 on a common framework for the marketing of products, and repealing Council Decision 93/465/EEC (OJ L 218, 13.8.2008, p. 82–128).
欧洲议会和理事会 2008 年 7 月 9 日关于产品营销共同框架的第 768/2008/EC 号决定，并废除理事会第 93/465/EEC 号决定（OJ L 218，2008 年 8 月 13 日，第 82 页） –128）。
(15)
Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) No 595/2009 and repealing Directive 2007/46/EC, (OJ L 151 14.6.2018, p. 1).
欧洲议会和理事会 2018 年 5 月 30 日颁布的法规 (EU) 2018/858，涉及机动车辆及其拖车以及用于此类车辆的系统、组件和单独技术单元的批准和市场监督，修订了法规（EC ) No 715/2007 和 (EC) No 595/2009 并废除指令 2007/46/EC，(OJ L 151 2018 年 6 月 14 日，第 1 页）。
(16)
Proposal for a regulation on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7) (COM(2022) 586).
关于机动车辆和发动机以及用于此类车辆的系统、组件和单独技术单元的型式认证法规的提案，涉及其排放和电池耐用性（欧 7）（COM（2022）586）。
(17)
Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008 on ambient air quality and cleaner air for Europe (OJ L 152, 11.6.2008, p. 1).
欧洲议会和理事会 2008 年 5 月 21 日关于欧洲环境空气质量和清洁空气的指令 2008/50/EC（OJ L 152，2008 年 6 月 11 日，第 1 页）。
(18)
Directive 2008/98/EC of the European Parliament and of the Council of 19 November 2008 on waste and repealing certain Directives (OJ L 312 22.11.2008, p. 3).
欧洲议会和理事会 2008 年 11 月 19 日关于废物和废除某些指令的指令 2008/98/EC（OJ L 312 22.11.2008，第 3 页）。
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Commission Implementing Decision (EU) 2019/1004 of 7 June 2019 laying down rules for the calculation, verification and reporting of data on waste in accordance with Directive 2008/98/EC of the European Parliament and of the Council and repealing Commission Implementing Decision C(2012) 2384 (notified under document C(2019) 4114).
2019 年 6 月 7 日委员会实施决定 (EU) 2019/1004 根据欧洲议会和理事会第 2008/98/EC 号指令制定了废物数据的计算、验证和报告规则，并废除了委员会实施决定 C （2012）2384（根据国（2019）4114号文件通知）。
(20)
Directive 2006/66/EC of the European Parliament and of the Council of 6 September 2006 on batteries and accumulators and waste batteries and accumulators and repealing Directive 91/157/EEC (OJ L 266, 26.9.2006, p. 1–14).
欧洲议会和理事会 2006 年 9 月 6 日关于电池和蓄电池以及废电池和蓄电池的指令 2006/66/EC 并废除指令 91/157/EEC（OJ L 266，26.9.2006，第 1-14 页） 。
(21)
Regulation of the European Parliament and the Council of [date] 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC (OJ L […]).
欧洲议会和理事会 2023 年 [日期] 关于电池和废电池的法规，修订指令 2008/98/EC 和法规 (EU) 2019/1020 并废除指令 2006/66/EC (OJ L […])。
(22)
Interinstitutional file: 2020/0353 (COD).
机构间文件：2020/0353 (COD)。
(23)
Article 6(2) of the Batteries Regulation states: “In addition to the restrictions set out in Annex XVII of Regulation (EC) No 1907/2006 and in Annex II of Directive 2000/53/EC, batteries shall not contain substances for which Annex I contains a restriction unless they comply with the conditions of that restriction”.
《电池法规》第 6(2) 条规定：“除了法规 (EC) No 1907/2006 附件 XVII 和指令 2000/53/EC 附件 II 中规定的限制外，电池不得含有以下物质：附件一包含一项限制，除非它们符合该限制的条件”。
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Regulation (EC) No 1013/2006 of the European Parliament and of the Council of 14 June 2006 on shipments of waste (OJ L 190, 12.7.2006, p. 1).
欧洲议会和理事会 2006 年 6 月 14 日关于废物运输的第 1013/2006 号法规 (EC)（OJ L 190，2006 年 7 月 12 日，第 1 页）。
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Proposal for a Regulation of the European Parliament and of the Council on shipments of waste and amending Regulations (EU) No 1257/2013 and (EU) No 2020/1056 (COM/2021/709 final).
欧洲议会和理事会关于废物运输的法规提案以及修订 (EU) No 1257/2013 和 (EU) No 2020/1056 法规（COM/2021/709 最终版）。
(26)
Cf : https://ec.europa.eu/environment/pdf/waste/shipments/correspondents_guidelines9_en.pdf
参见：https://ec.europa.eu/environment/pdf/waste/shipments/correspondents_guidelines9_en.pdf
(27)
Regulation (EC) No 1907/2006 of the European Parliament and of the Council of 18 December 2006 concerning the Registration, Evaluation, Authorisation and Restriction of Chemicals (REACH), establishing a European Chemicals Agency, amending Directive 1999/45/EC and repealing Council Regulation (EEC) No 793/93 and Commission Regulation (EC) No 1488/94 as well as Council Directive 76/769/EEC and Commission Directives 91/155/EEC, 93/67/EEC, 93/105/EC and 2000/21/EC (OJ L 396 30.12.2006, p. 1).
欧洲议会和理事会 2006 年 12 月 18 日颁布的关于化学品注册、评估、授权和限制 (REACH) 的第 1907/2006 号法规 (EC)，建立了欧洲化学品管理局，修订了 1999/45/EC 指令并废除理事会条例 (EEC) No 793/93 和委员会条例 (EC) No 1488/94 以及理事会指令76/769/EEC 和委员会指令 91/155/EEC、93/67/EEC、93/105/EC 和 2000/21/EC（OJ L 396 30.12.2006，第 1 页）。
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It will be similar as the assessment used when evaluating applications for authorisation under REACH.
它将与评估 REACH 授权申请时使用的评估类似。
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Regulation (EU) 2019/1021 of the European Parliament and of the Council of 20 June 2019 on persistent organic pollutants (OJ L 169, 25.6.2019, p. 45–77).
欧洲议会和理事会 2019 年 6 月 20 日关于持久性有机污染物的法规 (EU) 2019/1021（OJ L 169，2019 年 6 月 25 日，第 45-77 页）。
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More information on the Stockholm Convention on Persistent Organic Pollutants http://www.pops.int/TheConvention/Overview/TextoftheConvention/tabid/2232/Default.aspx
有关《关于持久性有机污染物的斯德哥尔摩公约》的更多信息 http://www.pops.int/TheConvention/Overview/TextoftheConvention/tabid/2232/Default.aspx
(31)
Regulation (EU) 2022/2400 of the European Parliament and of the Council of 23 November 2022 amending Annexes IV and V to Regulation (EU) 2019/1021 on persistent organic pollutants (OJ L 317, 9.12.2022, p. 24–31).
欧洲议会和理事会 2022 年 11 月 23 日颁布的法规 (EU) 2022/2400，修订了关于持久性有机污染物的法规 (EU) 2019/1021 的附件 IV 和 V（OJ L 317，2022 年 12 月 9 日，第 24-31 页） ）。
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Directive 2011/65/EU of the European Parliament and of the Council of 8 June 2011 on the restriction of the use of certain hazardous substances in electrical and electronic equipment (OJ L 174, 1.7.2011, p. 88–110).
欧洲议会和理事会 2011 年 6 月 8 日关于限制在电气和电子设备中使用某些有害物质的指令 2011/65/EU（OJ L 174，2011 年 7 月 1 日，第 88-110 页）。
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Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1–17).
欧洲议会和理事会 2021 年 6 月 30 日颁布的法规 (EU) 2021/1119 建立了实现气候中和的框架并修订了法规 (EC) No 401/2009 和 (EU) 2018/1999（“欧洲气候法”） （OJ L 243，2021 年 7 月 9 日，第 1-17 页）。
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Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13–53).
欧洲议会和理事会 2019 年 4 月 17 日颁布的法规 (EU) 2019/631 规定了新乘用车和新型轻型商用车的CO 2排放性能标准，并废除了法规 (EC) No 443/2009 和 (EU)第 510/2011 号（OJ L 111，2019 年 4 月 25 日，第 13-53 页）。
(35)
Proposal for a Regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition (COM/2021/556 final).
欧洲议会和理事会关于修订法规 (EU) 2019/631 的法规提案，该提案涉及加强新型乘用车和新型轻型商用车的 CO 2排放性能标准，以符合欧盟日益增强的气候雄心 (COM/2021 /556最终）。
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Paris Agreement (OJ L 282, 19.10.2016, p. 4).
《巴黎协定》 （OJ L 282，2016 年 10 月 19 日，第 4 页）。
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Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202–24).
欧洲议会和理事会 2019 年 6 月 20 日颁布的法规 (EU) 2019/1242 规定了新型重型车辆的CO 2排放性能标准，并修订了欧洲议会和理事会的法规 (EC) No 595/2009 和 (EU) 2018/956欧洲议会和理事会以及理事会指令 96/53/EC (OJ L 198, 25.7.2019,第 202-24 页）。
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Proposal for a Regulation of the European Parliament and of the Council amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956 (COM(2023) 88 final).
欧洲议会和理事会的一项法规提案，修订关于加强新型重型车辆二氧化碳排放性能标准和整合报告义务的法规 (EU) 2019/1242，并废除法规 (EU) 2018/956 (COM （2023）88决赛）。
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Council Directive 1999/37/EC of 29 April 1999 on the registration documents for vehicles (OJ L 138, 1.6.1999, p. 57–65).
1999 年 4 月 29 日关于车辆登记文件的理事会指令 1999/37/EC（OJ L 138，1.6.1999，第 57-65 页）。
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Commission Decision 2005/293/EC of 1 April 2005 laying down detailed rules on the monitoring of the reuse/recovery and reuse/recycling targets set out in Directive 2000/53/EC of the European Parliament and of the Council on end-of-life vehicles (OJ L 94, 13.4.2005, p. 30–33).
2005 年 4 月 1 日委员会决定 2005/293/EC，制定了欧洲议会和理事会关于终止使用的指令 2000/53/EC 中规定的再利用/回收和再利用/回收目标监测的详细规则。救生车（OJ L 94，2005 年 4 月 13 日，第 30-33 页）。
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Tougher vehicle testing rules to save live (europa.eu) , Vehicle safety – revising the EU’s roadworthiness package (europa.eu)
更严格的车辆测试规则以拯救生命 (europa.eu) ，车辆安全 – 修订欧盟的道路适航性一揽子计划 (europa.eu)
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Directive 2014/45/EU of the European Parliament and of the Council of 3 April 2014 on periodic roadworthiness tests for motor vehicles and their trailers and repealing Directive 2009/40/EC (OJ L 127, 29.4.2014, p. 51–128) and Directive 2014/47/EU of the European Parliament and of the Council of 3 April 2014 on the technical roadside inspection of the roadworthiness of commercial vehicles circulating in the Union and repealing Directive 2000/30/EC (OJ L 127, 29.4.2014, p. 134–218).
欧洲议会和理事会 2014 年 4 月 3 日关于机动车辆及其拖车定期道路适航性测试的指令 2014/45/EU，并废除指令 2009/40/EC（OJ L 127，2014 年 4 月 29 日，第 51-128 页） ）以及欧洲议会和理事会 4 月 3 日的指令 2014/47/EU 2014 年，关于对欧盟流通的商用车辆的适航性进行技术路边检查并废除指令 2000/30/EC（OJ L 127，2014 年 4 月 29 日，第 134-218 页）。
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Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles (OJ L 188, 12.7.2019, p. 116–130).
欧洲议会和理事会 2019 年 6 月 20 日颁布的指令 (EU) 2019/1161，修订了关于推广清洁和节能道路运输车辆的指令 2009/33/EC（OJ L 188，2019 年 7 月 12 日，第 116 页） –130）。
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Recital 20. 朗诵20.
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Directive 2005/64/EC on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability.
关于机动车辆可重复使用性、可回收性和可回收性的型式认证的指令 2005/64/EC 。
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Council Directive 70/156/EEC on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers.
理事会指令 70/156/EEC关于成员国有关机动车辆及其拖车型式认证的法律的近似。
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Directive 2000/53/EC on end-of life vehicles.
关于报废车辆的指令 2000/53/EC 。
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Regulation (EU) 2018/858 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles.
关于机动车辆及其拖车以及用于此类车辆的系统、组件和单独技术单元的批准和市场监督的法规 (EU) 2018/858 。
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COM(2019) 640 final , The European Green Deal.
COM(2019) 640 最终版，欧洲绿色协议。
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COM(2020) 98 final , A new Circular Economy Action Plan.
COM(2020) 98 Final ，新的循环经济行动计划。
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COM(2020) 102 final , A New Industrial Strategy for Europe, COM(2021) 350 final , Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery.
COM(2020) 102 Final ，欧洲新工业战略， COM(2021) 350 Final ，更新2020年新工业战略：为欧洲复苏建立更强大的单一市场。
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SWD(2021) 60 final Commission Staff Working Document Evaluation of Directive (EC) 2000/53 on end-of-life vehicles.
SWD(2021) 60 最终委员会工作人员工作文件对报废车辆指令 (EC) 2000/53 的评估。
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https://ec.europa.eu/info/sites/default/files/br_toolbox_-_nov_2021_-_chapter_6.pdf
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023.
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：Oeko-Institut 为支持对报废车辆指令 2000/53/EC 审查的影响评估进行的研究，2023 年 6 月。
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The fourteen-week public stakeholder consultation was carried out between 20 July and 26 October 2021 as well as an extensive targeted stakeholder consultation carried out late 2021 and early 2022, stakeholder workshops and Member State meetings in March 2022, and extensive desk research.
2021年7月20日至10月26日期间进行了为期14周的公共利益相关者咨询，并于2021年底和2022年初进行了广泛的有针对性的利益相关者咨询，2022年3月举行了利益相关者研讨会和成员国会议，以及广泛的案头研究。
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Light Shredder Residue are all the light fractions left over from recycling ELVs. This material contains many different materials: plastics, rubber, glass, sand, textiles, wood, metals, and others.
轻质粉碎机残留物是回收 ELV 时留下的所有轻质馏分。这种材料包含许多不同的材料：塑料、橡胶、玻璃、沙子、纺织品、木材、金属等。
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The treatment of exhaust gas of waste incinerators was less developed at that time.
当时垃圾焚烧炉废气处理还不太发达。
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COM(2004) 162 final. Proposal for a Directive on the type-approval of motor vehicles with regard to their re-usability, recyclability and recoverability and amending Council Directive 70/156/EEC.
COM(2004) 162 最终。 关于机动车辆可重复使用性、可回收性和可回收性的型式核准指令以及修订理事会指令 70/156/EEC 的提案。
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ISO 22628:2002 on Road vehicles — Recyclability and recoverability — Calculation method.
ISO 22628:2002道路车辆 — 可回收性和可回收性 — 计算方法。
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In this respect, most of the component parts listed as non-reusable cannot be tested on new vehicle types because the test procedures already required destructive or durability tests to be performed on several samples.
在这方面，大多数列为不可重复使用的零部件无法在新车型上进行测试，因为测试程序已经要求对多个样品进行破坏性或耐久性测试。
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At the time of the proposal of the 3R Directive, Euro 3 was in the process of being revised for the purpose of Euro 4.
在提出 3R 指令时，欧 3 正在针对欧 4 进行修订。
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Commission Directive 96/37/EC of 17 June 1996 adapting to technical progress Council Directive
1996 年 6 月 17 日委员会指令 96/37/EC，适应技术进步 理事会指令
74/408/EEC relating to the interior fittings of motor vehicles (strength of seats and of their anchorages)
74/408/EEC 有关机动车辆内部配件（座椅及其固定装置的强度）
OJ L 186, 25.7.1996, p. 28.
OJ L 186，1996 年 7 月 25 日，第 17 页。 28.
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Commission Directive 2009/1/EC of 7 January 2009 amending, for the purposes of its adaptation to technical progress, Directive 2005/64/EC of the European Parliament and of the Council on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability.
2009 年 1 月 7 日的委员会指令 2009/1/EC ，为了适应技术进步的目的，修订了欧洲议会和理事会关于机动车辆可重复使用性型式批准的指令 2005/64/EC 、可回收性和可回收性。
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See footnote 8. 见脚注 8。
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This approximation of the cumulative number of registered vehicles conform to the 3R Directive does not consider new vehicles conform to the Directive before July 2010 and/or early termination of new vehicles conform with the Directive.
符合 3R 指令的注册车辆累计数量的近似值并未考虑 2010 年 7 月之前符合该指令的新车和/或提前终止符合该指令的新车。
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ACEA, 2022. Size and distribution of the EU vehicle fleet; ACEA, 2022. Passenger car registrations in Europe 1990-2021, by country; ACEA, 2022. Vehicles in use Europe 2011-2021.
ACEA，2022 年。欧盟车队的规模和分布； ACEA，2022 年。1990-2021年欧洲乘用车注册量（按国家）； ACEA，2022 年。2011-2021 年欧洲使用车辆。
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See footnote 27 (ACEA data).
参见脚注 27（ACEA 数据）。
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Eurostat, 2021. End-of-life vehicle statistics.
欧盟统计局，2021 年。报废车辆统计数据。
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The only exception being Croatia, which only became a Member State in 2013 and transposed the Directive 2009/1/EC in 2011.
唯一的例外是克罗地亚，它于 2013 年才成为成员国，并于 2011 年转换了 2009/1/EC 指令。
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Based on information from https://eur-lex.europa.eu/legal-content/EN/NIM/?uri=celex:32005L0064 and https://eur-lex.europa.eu/legal-content/EN/NIM/?uri=CELEX:32009L0001
基于https://eur-lex.europa.eu/legal-content/EN/NIM/?uri=celex:32005L0064和https://eur-lex.europa.eu/legal-content/EN/NIM的信息/?uri=CELEX:32009L0001 .
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Automobilwoche, 2007. Audi erfüllt als erster EU-Richtlinie zum Recycling.
Automobilwoche，2007 年。奥迪是第一家遵守欧盟回收指令的公司。
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KBA, 2022. Designated test laboratories (EU).
KBA，2022。指定测试实验室（欧盟）。
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Ministerium für Landwirtschaft und Umwelt (sachsen-anhalt.de) (pp. 10-11).
农业和环境部(sachsen-anhalt.de)（第 10-11 页）。
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Linked to the ELV Directive definition under Article 2(7): “‘recycling’ means the reprocessing in a production process of the waste materials for the original purpose or for other purposes but excluding energy recovery. Energy recovery means the use of combustible waste as a means to generate energy through direct incineration with or without other waste but with recovery of the heat.”
与 ELV 指令第 2(7) 条中的定义相关：“‘回收’是指在生产过程中对废物进行再加工，用于原始目的或其他目的，但不包括能源回收。能源回收是指利用可燃废物作为一种手段，通过直接焚烧（有或没有其他废物）来产生能量，但回收热量。”
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This observation is based on documents submitted as examples of type-approval submissions by a Type-approval Authority), and confirmation with other stakeholders (Member State Type-approval Authorities).
这一观察结果基于型式核准机构提交的型式核准提交示例文件，以及其他利益相关者（成员国型式核准机构）的确认。
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See Evaluation of Directive (EC) 2000/53 of 18 September 2000 on end-of-life vehicles SWD(2021) 61 final, section 5.1.
请参阅 2000 年 9 月 18 日关于报废车辆的指令 (EC) 2000/53 评估 SWD(2021) 61 最终版，第 5.1 节。
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According to the definition in the 3R Directive, strategy’ means a large-scale plan consisting of coordinated 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.
根据3R指令的定义，“战略”是指针对材料的拆解、粉碎或类似过程、回收和回收而采取的协调行动和技术措施组成的大规模计划，以确保目标可回收性和可回收率在车辆处于开发阶段时可以实现。
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This is an industry-led platform for the exchange of manufacturer-compiled information to promote the environmental treatment of End-of-Life-Vehicles, safely and economically (see: IDIS | The International Dismantling Information System (idis2.com) ).
这是一个行业领先的平台，用于交换制造商编制的信息，以安全、经济地促进报废车辆的环境处理（请参阅： IDIS | 国际拆解信息系统 (idis2.com) ）。
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ACEA “want to point out that, for the necessary new and innovative materials for achieving the ambitious goals of targeted carbon neutrality by 2050, there might not yet be available appropriate recycling technologies for vehicles on an industrial scale.”
ACEA“想要指出的是，对于到 2050 年实现碳中和这一雄心勃勃的目标所必需的新型创新材料，可能还没有适合工业规模的车辆回收技术。”
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The nominal values of the 3R rates are the same (85% for reuse (reusability) and/or recycling (recyclability) and 95% reuse (reusability) and/or recovery (recoverability), although the targets have distinct meanings and carry different consequences for authorities and economic operators (cf. answer to evaluation question 1).
3R 率的标称值是相同的（85% 为再利用（可重用性）和/或回收（可回收性），95% 为再利用（可再用性）和/或回收（可回收性），尽管目标具有不同的含义并带来不同的后果对于当局和经济经营者（参见评估问题 1 的回答）。
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Council Directive 92/61/EEC of 30 June 1992 relating to the type-approval of two or three-wheel motor vehicles (repealed by Directive 2002/24/EC, again repealed by Regulation (EU). No 168/2013 of the European Parliament and of the Council of 15 January 2013 on the approval and market surveillance of two- or three-wheel vehicles and quadricycles).
1992 年 6 月 30 日关于两轮或三轮机动车辆型式认证的理事会指令 92/61/EEC（已被指令 2002/24/EC 废除，又被法规 (EU) 废除。欧洲委员会第 168/2013 号议会和理事会 2013 年 1 月 15 日关于两轮或三轮车辆和四轮车的批准和市场监督）。
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2003/138/EC: Commission Decision 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
2003/138/EC：2003 年 2 月 27 日委员会决定根据欧洲议会和理事会关于报废车辆的第 2000/53/EC 号指令制定车辆零部件和材料编码标准.
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Waste Framework Directive, Directive 2008/98/EC of the European Parliament and of the Council of 19 November 2008 on waste and repealing certain Directives (OJ L 312, 22.11.2008, p. 3) as last amended by Directive (EU) 2018/852 of the European Parliament and of the Council of 30 May 2018 (OJ L 150, 14.6.2018, p. 141).
废物框架指令，欧洲议会和理事会 2008 年 11 月 19 日关于废物和废除某些指令的指令 2008/98/EC（OJ L 312，2008 年 11 月 22 日，第 3 页），最新由指令 (EU) 2018 修订/852 欧洲议会和理事会 2018 年 5 月 30 日（OJ L 150， 2018 年 6 月 14 日，第 141 页）。
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https://group.renault.com/en/news-on-air/news/circular-economy-moving-up-a-gear/
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Circular economy: sustainable into year 2040 | BMW.com
循环经济：可持续发展到 2040 年 |宝马网
(86)
Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC12900.
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2022 年， ISBN 978-92-76-51784-9（在线），doi：10.2838/834615（在线），JRC12900。
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Baron, Y.; Kosińska-Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; Mehlhart, G.: Study to support the impact assessment for the review of Directive 2000/53/EC on End-of-Life Vehicles by Oeko-Institut, June 2023.
巴伦，Y.；科辛斯卡-特拉德，I.；勒夫，C.；科勒，A.；莫赫，K.；萨特，J.；格劳利奇，K.；阿杰伊，F.； Mehlhart, G.：Oeko-Institut 为支持对报废车辆指令 2000/53/EC 审查的影响评估进行的研究，2023 年 6 月。
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This includes impacts for OEMs on the one side and for Type approval service providers who provide support in the preparation of documentation for type approval (the latter can be considered similar to certification bodies). One type approval service provider gave information as part of an interview with a Member State (MS) type approval authority. Others did not participate. Input was furthermore provided to consultation efforts in the form of answers to survey questions: OEMs were interviewed, 1 OEM provided answers to the survey confidentially and an association also provided general input in writing, however not answering the survey questions.
这一方面包括对原始设备制造商的影响，另一方面包括为型式核准文件准备提供支持的型式核准服务提供商的影响（后者可以被视为类似于认证机构）。一家型式核准服务提供商在与成员国 (MS) 型式核准机构面谈时提供了信息。其他人没有参加。此外，还以调查问题答案的形式向咨询工作提供了意见：对 OEM 进行了访谈，1 个 OEM 秘密地提供了调查答案，一个协会也以书面形式提供了一般性意见，但没有回答调查问题。
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Data is based on input form 5 MS Type approval Authorities that participated in stakeholder consultation activities based on a survey of questions. One MS was interviewed, three provided the filled-out survey, 1 provided short input per email, relating to the survey but only to a few of the aspects addressed therein.
数据基于输入表格 5 MS 型式批准机构，该机构根据问题调查参与了利益相关者咨询活动。一名 MS 接受采访，三名 MS 提供了填写好的调查表，一名 MS 在每封电子邮件中提供了简短的意见，与调查相关，但仅涉及其中涉及的几个方面。
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Based on a survey of MS Type approval authorities, it is not clear whether these fees apply only to 3R Type approvals or have a different scope – one MS specified only one fee while another gave different fees but said not to have done and 3R ones: Some MS have not performed any TAs since Directive 2005/64/EC came into force (e.g., Latvia, Finland) but do report on Regular TAs for second stage of N vehicles. Some perform 3R Type approvals regularly.
根据对 MS 型式认证机构的调查，尚不清楚这些费用是否仅适用于 3R 型式认证，还是有不同的范围 - 一个 MS 仅指定了一项费用，而另一个 MS 给出了不同的费用，但表示没有这样做，而 3R 的费用如下：自 2005/64/EC 指令生效以来，一些 MS 尚未执行任何 TA（例如拉脱维亚、芬兰），但报告了 N 车辆第二阶段的常规 TA。有些定期执行 3R 型式认证。
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This applies to the base vehicle which is affected by the 3R Type approval. In the case of second stage type approvals this may differ as the vehicle may change at different stages of its lifetime, however this is understood to be out of scope of this review.
这适用于受 3R 型式认证影响的基础车辆。在第二阶段型式认证的情况下，这可能会有所不同，因为车辆可能在其生命周期的不同阶段发生变化，但这不属于本次审查的范围。
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https://cordis.europa.eu/project/id/730456
(93)
https://cordis.europa.eu/project/id/820895
(94)
https://cordis.europa.eu/article/id/128556-new-industrial-sorting-systems-based-on-laser-spectroscopy-libs-magnetic-induction-and-machin
(95)
https://cordis.europa.eu/article/id/86900-simpler-structures-for-improved-auto-recycling
(96)
https://cordis.europa.eu/project/id/717514
(97)
https://cordis.europa.eu/project/id/605195
(98)
https://cordis.europa.eu/project/id/790321
(99)
X-ray sensor for the recognition of polymer type, additive and fillers in black and coloured plastics for recycling and analysis | SELEX Project | Fact Sheet | H2020 | CORDIS | European Commission (europa.eu)
X 射线传感器用于识别黑色和彩色塑料中的聚合物类型、添加剂和填料，以进行回收和分析 | SELEX项目|情况说明书| 2020 年下半年 |康得思 |欧盟委员会 (europa.eu)
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https://cordis.europa.eu/project/id/101006631
(101)
https://cordis.europa.eu/project/id/101006888
(102)
https://cordis.europa.eu/project/id/101003587
(103)
https://cordis.europa.eu/project/id/820695
(104)
https://cordis.europa.eu/project/id/776517
(105)
https://webgate.ec.europa.eu/life/publicWebsite/project/details/3968
(106)
https://webgate.ec.europa.eu/life/publicWebsite/project/details/3397
(107)
https://webgate.ec.europa.eu/life/publicWebsite/project/details/3343
(108)
https://webgate.ec.europa.eu/life/publicWebsite/project/details/5357
(109)
https://webgate.ec.europa.eu/life/publicWebsite/project/details/4685
(110)
https://webgate.ec.europa.eu/life/publicWebsite/project/details/4241
(111)
https://webgate.ec.europa.eu/life/publicWebsite/project/details/4918
(112)
https://webgate.ec.europa.eu/life/publicWebsite/project/details/5682
(113)
https://cordis.europa.eu/project/id/603676
(114)
https://cordis.europa.eu/project/id/101058522
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See tool #23 in https://commission.europa.eu/law/law-making-process/planning-and-proposing-law/better-regulation/better-regulation-guidelines-and-toolbox/better-regulation-toolbox_en
请参阅 https://commission.europa.eu/law/law-making-process/planning-and-propusing-law/better-regulation/better-regulation-guidelines-and-toolbox/better-regulation-toolbox_en 中的工具 #23
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See as well as Annex 4.
另请参阅附件 4。
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See the supporting study for the impact assessment, which refers to data collected in 2014 according to which 350 shredders are established in the EU. According to Eurostat, there are shredders equipped for ELVs in all EU Member States except Luxembourg and Malta.
请参阅影响评估的支持研究，该研究参考了 2014 年收集的数据，根据该数据，欧盟建立了 350 台碎纸机。据欧盟统计局称，除卢森堡和马耳他外，所有欧盟成员国都配备了报废汽车粉碎机。
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Annual detailed enterprise statistics for trade (NACE Rev. 2 G) [SBS_NA_DT_R2__custom_4698656]
年度详细企业贸易统计数据（NACE Rev. 2 G）[SBS_NA_DT_R2__custom_4698656]
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End-of-life vehicles: evaluation of the ELV Directive published (europa.eu)
报废车辆：发布 ELV 指令评估 (europa.eu)
(120)
https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/12633-End-of-life-vehicles-revision-of-EU-rules_en
(121)
https://cor.europa.eu/en/our-work/Pages/Fit-for-Future-opinion-on-End-of-life-vehicles-and-3R-type-approval.aspx
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https://egaranet.org/
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https://aetrac.org/
(124)
https://www.fnade.org/fr
(125)
https://www.mobilians.fr/
(126)
https://fna.fr/
(127)
https://www.gremirecuperacio.org/sobre-nosotros/
(128)
https://www.autopurkamoliitto.fi/
(129)
https://www.demontagroup.cz/
(130)
https://www.bdsv.org/der-verband/
(131)
https://ec.europa.eu/regional_policy/index.cfm/en/funding/accessing-funds/
(132)
https://ec.europa.eu/info/business-economy-euro/recovery-coronavirus/recovery-and-resilience-facility_en
(133)
https://commission.europa.eu/publications/guidance-recovery-and-resilience-plans-context-repowereu_en
(134)
https://ec.europa.eu/info/strategy/recovery-plan-europe_en
(135)
https://research-and-innovation.ec.europa.eu/funding/funding-opportunities/funding-programmes-and-open-calls/horizon-europe_en
(136)
https://ec.europa.eu/commission/presscorner/detail/en/ip_21_1122
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Regulation (EU) 2021/783 of the European Parliament and of the Council of 29 April 2021 establishing a Programme for the Environment and Climate Action (LIFE), and repealing Regulation (EU) No 1293/2013 (OJ L 172, 17.5.2021, p. 53–78).
欧洲议会和理事会 2021 年 4 月 29 日颁布的 (EU) 2021/783 号法规制定了环境和气候行动计划 (LIFE)，并废除了 (EU) 1293/2013 号法规（OJ L 172，2021 年 5 月 17 日） ，第 53-78 页）。
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See “The EIB Circular Economy Guide Supporting the circular transition”, published in 2020 and available at: https://www.eib.org/attachments/thematic/circular_economy_guide_en.pdf
请参阅《欧洲投资银行支持循环转型的循环经济指南》，于 2020 年发布，网址为：https://www.eib.org/attachments/thematic/circular_economy_guide_en.pdf
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https://www.eif.org/
(140)
https://investeu.europa.eu/what-investeu-programme/investeu-fund_en
(141)
https://een.ec.europa.eu/about-enterprise-europe-network
(142)
https://www.mckinsey.com/~/media/mckinsey/industries/automotive%20and%20assembly/our%20insights/a%20long%20term%20vision%20for%20the%20european%20automotive%20industry/race-2050-a-vision-for-the-european-automotive-industry.pdf
(143)
https://www.acea.auto/figure/world-motor-vehicle-production/
(144)
https://www.acea.auto/figure/eu-motor-vehicle-production-by-type/
(145)
https://www.acea.auto/figure/eu-passenger-car-production/
(146)
https://www.acea.auto/figure/eu-motor-vehicle-trade-by-vehicle-type-in-units/
(147)
In 2021, the EU imported 458,769 passenger cars from Turkey, followed by China (435,080) and Japan (401,276). More information available at: https://www.acea.auto/figure/eu-motor-vehicle-imports-main-countries-of-origin-in-units/
2021年，欧盟从土耳其进口了458,769辆乘用车，其次是中国（435,080辆）和日本（401,276辆）。更多信息请访问：https: //www.acea.auto/figure/eu-motor-vehicle-imports-main-countries-of-origin-in-units/
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Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., Garbarino, E., Gaudillat, P. and Mathieux, F., Towards recycled plastic content targets in new passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-76-51784-9 (online), doi:10.2838/834615 (online), JRC129008.
Maury, T.、Tazi, N.、Torres De Matos, C.、Nessi, S.、Antonopoulos, I.、Pieri, E.、Baldassarre, B.、Garbarino, E.、Gaudillat, P. 和 Mathieux, F .，实现新乘用车中的再生塑料含量目标，EUR 31047 EN，欧盟出版办公室，卢森堡，2023 年， ISBN 978-92-76-51784-9（在线），doi：10.2838/834615（在线），JRC129008。
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Ibid. 同上。
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Article 6(5) of the current 3R type-approval Directive.
现行 3R 型式认证指令第 6(5) 条。
(151)
https://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX:32019R2144
(152)
https://climate.ec.europa.eu/eu-action/transport-emissions/road-transport-reducing-co2-emissions-vehicles/car-labelling_en
(153)
Proposal for a Regulation on type-approval of motor vehicles with respect to their emissions and battery durability (Euro 7) COM(2022) 586 final
关于机动车辆排放和电池耐用性型式认证法规的提案（Euro 7）COM(2022) 586 最终版
(154)
https://www.acea.auto/figure/interactive-map-automobile-assembly-and-production-plants-in-europe/
(155)
https://www.bmw.com/en/magazine/sustainability/circularity-at-bmw.html
(156)
https://www.press.bmwgroup.com/global/article/detail/T0403390EN/revolution-in-the-car-industry:-parts-made-from-recycled-fishing-nets?language=en
(157)
Stellantis N.V. is a multinational automotive manufacturing corporation formed in 2021 on the basis of a 50–50 cross-border merger between the Italian-American conglomerate Fiat Chrysler Automobiles and the French PSA Group.
Stellantis NV 是一家跨国汽车制造公司，成立于 2021 年，由意美企业集团菲亚特克莱斯勒汽车公司和法国标致雪铁龙集团以 50:50 的比例跨境合并而成。
(158)
https://www.reuters.com/business/autos-transportation/stellantis-set-boost-recycled-material-content-vehicles-2022-10-11/
(159)
https://www.toyota-europe.com/sustainability/circularity#:~:text=Recycling%20of%20Plastics,free%20interiors%20by%20that%20time .
(160)
https://corporate.ford.com/articles/sustainability/recycling-plastic-water-bottles.html
(161)
https://www.volvocars.com/intl/v/sustainability/circular-economy
(162)
https://waste-management-world.com/artikel/automotive-industry-develops-new-guidance-for-measuring-recycled-content-of-automotive-products/
(163)
https://www.asiafinancial.com/china-carbon-market-expansion-delayed-caijing
(164)
http://english.www.gov.cn/policies/policywatch/202107/08/content_WS60e639b0c6d0df57f98dc92b.html
(165)
https://pib.gov.in/newsite/PrintRelease.aspx?relid=194359
(166)
https://ec.europa.eu/commission/presscorner/detail/en/qanda_21_3661
(167)
https://ustr.gov/sites/default/files/files/reports/2021/2021 Trade Agenda/Online PDF 2021 Trade Policy Agenda and 2020 Annual Report.pdf
https://ustr.gov/sites/default/files/files/reports/2021/2021 贸易议程/在线 PDF 2021 年贸易政策议程和 2020 年年度报告.pdf
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https://www.conseil-national-industrie.gouv.fr/files_cni/files/csf/mines-metallurgie/plan_siderurgie_france.pdf
(169)
https://www.meti.go.jp/english/press/2021/1027_002.html
(170)
https://www.iea.org/policies/11561-package-for-the-future-hydrogen-strategy
(171)
Jang, Y.-C.; Choi, K.; Jeong, J.-h.; Kim, H.; Kim, J.-G. Recycling and Material-Flow Analysis of End-of-Life Vehicles towards Resource Circulation in South Korea. Sustainability 2022, 14, 1270. https:// doi.org/10.3390/su14031270.
张，Y.-C.；崔，K。郑，J.-h.；金，H。金，J.-G。韩国报废车辆资源循环的回收和物质流分析。可持续发展 2022, 14, 1270。https://doi.org/10.3390/su14031270。
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https://mdpi-res.com/d_attachment/sustainability/sustainability-14-01270/article_deploy/sustainability-14-01270.pdf?version=1643006861
(173)
https://leap.unep.org/countries/cn/national-legislation/circular-economy-promotion-law-peoples-republic-china
(174)
The dismantlement or reutilization of waste motor vehicles shall be conducted in accordance with the relevant laws and administrative regulations (Article 38) https://ppp.worldbank.org/public-private-partnership/sites/ppp.worldbank.org/files/documents/China_CircularEconomyLawEnglish.pdf
报废机动车的拆解、再利用，依照有关法律、行政法规的规定（第三十八条）https://ppp.worldbank.org/public-private-partnership/sites/ppp.worldbank.org/files/文件/China_CircularEconomyLawEnglish.pdf
(175)
https://ellenmacarthurfoundation.org/circular-examples/advancing-vehicle-remanufacturing-in-china-the-role-of-policy
(176)
More information available at: https://ellenmacarthurfoundation.org/circular-examples/groupe-renault,https://www.reuters.com/markets/europe/renault-expects-11-billion-revenue-new-recycling-business-2021-11-30
更多信息请访问：https: //ellenmacarthurfoundation.org/circular-examples/groupe-renault,https://www.reuters.com/markets/europe/renault-expects-11-billion-revenue-new-recycling-business -2021-11-30
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https://www.volvocars.com/intl/v/sustainability/circular-economy
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E.g. Nissan: https://www.nissan-global.com/EN/SUSTAINABILITY/LIBRARY/SR/2022/ , Hyundai: https://www.hyundai.com/eu/about-hyundai/sustainability/sustainability.html ; Stellantis: https://www.stellantis.com/content/dam/stellantis-corporate/sustainability/csr-disclosure/fca/fca_2020_sustainability_report.pdf ; Ford: https://www.ford.co.uk/experience-ford/sustainability
例如日产：https://www.nissan-global.com/EN/SUSTAINABILITY/LIBRARY/SR/2022/，现代：https://www.hyundai.com/eu/about-hyundai/sustainability/sustainability.html； Stellantis：https://www.stellantis.com/content/dam/stellantis-corporate/sustainability/csr-disclosure/fca/fca_2020_sustainability_report.pdf；福特：https://www.ford.co.uk/experience-ford/sustainability
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Examples: BMW https://www.bmwgroup.com/en/sustainability.html ; Kia: https://www.kia.com/eu/about-kia/sustainability/
示例：宝马 https://www.bmwgroup.com/en/sustainability.html ；起亚：https://www.kia.com/eu/about-kia/sustainability/
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E.g. Toyota Europe https://www.toyota-europe.com/sustainability/circularity
例如丰田欧洲https://www.toyota-europe.com/sustainability/circularity
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More information available at: https://www.mckinsey.com/~/media/mckinsey/industries/automotive%20and%20assembly/our%20insights/a%20long%20term%20vision%20for%20the%20european%20automotive%20industry/race-2050-a-vision-for-the-european-automotive-industry.pdf
更多信息请访问：https://www.mckinsey.com/~/media/mckinsey/industries/automotive%20and%20assemble/our%20insights/a%20long%20term%20vision%20for%20the%20european%20automotive%20industry /race-2050-a-vision-for-the-european-automotive-industry.pdf
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Nacef Tazi, Martina Orefice, Charles Marmy, Yifaat Baron, Maria Ljunggren, Patrick Wäger, Fabrice Mathieux, Initial analysis of selected measures to improve the circularity of Critical Raw Materials and other materials in passenger cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978-92-68-01625-1, doi: 10.2760/207541, JRC132821
Nacef Tazi、Martina Orefice、Charles Marmy、Yifaat Baron、Maria Ljunggren、Patrick Wäger、Fabrice Mathieux，对提高乘用车关键原材料和其他材料循环性的选定措施的初步分析，EUR 31468 EN，欧洲出版局出版办公室联盟，卢森堡，2023 年，ISBN 978-92-68-01625-1，doi： 10.2760/207541、JRC132821
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