Situation of ELVs and unknown whereabouts in the EU Stakeholder workshop: Assessment of the implementation of the ELV Directive (2000/53/EU) with emphasis on the ELVs of unknown whereabouts Dr.-Ing. Georg Mehlhart Brussels, 21 November 2016
Agenda 1. EU balance for ELVs, registered vehicles, imports/ exports 2. Monitoring by country: 2.1. Vehicle stocks 2.2. Imports and exports of used vehicles 2.3. Limited relevance of the Certificate of Destruction 4. Conclusions 2
1. EU Balance (1): ELVs, registered vehicles, import / export: 2013 Sources: Extra EU trade: Eurostat FTS ELVs: Eurostat Registered vehicles: POLK / Eurostat / ACEA 3
1. EU Balance (2): What are the concerns? 3.4 to 4.6 million vehicles / ELVs per year are not reported; Environmental and human health concerns: Spilled or burned engine/ gear oil. Unsafe FCHC handling from air conditioners. Other liquids from ELVs. In total 20 to 55.2 million litres of hazardous non-fuel liquids Unsafe handling of the acid and the lead from lead-acid batteries. Unsafe treatment of other components, e.g. burning of plastics / rubber Complaints about illegal treatment within Europe. Illegal Export of ELVs to non OECD countries 4
1. EU Balance (3): Different options for unknown whereabouts More net export of used vehicles to extra EU. More export of ELVs to extra EU (to non OCED: illegal). Unreported treatment in Authorised Treatment Facilities (ATFs) and shredders (illegal). Treatment within the EU, but not in ATFs (illegal). Stolen: we estimate 120.000 vehicles stolen and not found again: only 3% of the gap (minor contribution only) 5
2. Monitoring per country: ELVs per registered vehicle (sorted by value for 2013) 8% 7% 6% 5% 4% 3% 2% 1% 0% DK IE SE UK FR FI ES CZ CY BG BE EE IT HR NL 2006 2007 2008 2009 2010 2011 2012 2013 8% 7% 6% 5% 4% 3% 2% 1% 0% PL SK AT EL LT LV PT DE RO LU MT HU SI Data Source ELVs: Eurostat Data Source registered vehicles: POLK / Eurostat / ACEA 6
2. Monitoring by Country (1) 1. Observations from detailed data on vehicle stock: a) Some not available b) Some not plausible c) For some countries important details are not accounted d) For some countries the reported number of ELVs is higher than the number of CoDs. 7
2.1a. Vehicle stock: Composition by age for the year 2014 REG_TYPE REG_TYPE_CODE YEAR Summe von NUMBER Composition of the vehicle stock by age 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% LU UK IE BE FR AT DE DK SE NL SI IT ES SK HR HU RO EL CZ FI EE LV LT PT PL AGE_CLASS > 14 14 > 13 13 > 12 12 > 11 11 > 10 10 > 9 09 > 8 08 > 7 07 > 6 06 > 5 05 > 4 04 > 3 COUNTRY_CODE Source: POLK 8
2.1b. Vehicle stock: Composition by age for PL and PT Portugal Poland 8000000 25000000 7000000 20000000 6000000 5000000 > 14 14 > 12 15000000 > 14 14 > 12 12 > 10 12 > 10 4000000 10 > 8 10 > 8 08 > 6 08 > 6 3000000 06 > 4 04 > 2 02 10000000 06 > 4 04 > 2 02 2000000 5000000 1000000 0 2008 2009 2010 2011 2012 2013 2014 0 2008 2009 2010 2011 2012 2013 2014 Source: POLK 9
1962 1964 1966 1968 1970 1972 1974 1976 1978 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 www.oeko.de 2.1b. Vehicle stock: Overestimation of the European vehicle stock 1 200 000 Poland: Registered vehicles with and without insurance 1 000 000 800 000 600 000 400 000 200 000 0 registered vehicles with insurance in 2014 registered vehicles without insurance in 2014 Source: CEPIC 10
2.1c. Vehicle stock: Distinguish deregistration and final deregistration The German Case In 2006, Germany stopped distinguishing between final de-registration and temporary deregistration. Beginning with 2007, Germany provides an estimate : Assumption (2007 to 2013): 40% of M1 deregistrations are considered for final deregistration. Assumption for 2013 / 2014: 33.3% of M1 and 41.4% of N1 are finally deregistered. Germany deletes the data from the database when a vehicle is deregistered for more than 7 years. 11
2.1d. Vehicle stock: CoDs and ELVs reported (2013) 1 600 000 1 200 000 800 000 400 000 160 000 120 000 0 UK FR IT ES DE PL SE NL NO According to Quality Report: CoDs Data Report, Table 4: W (total number of ELVs) According to Quality Report: ELVs 80 000 40 000 0 BE DK CZ FI IE PT EL AT BG RO SK HR LT HU EE CY LV IS LU MT LI SI According to Quality Report: CoDs Vortragstitel Referentenname Ort Datum Data Report, Table 4: W (total number of ELVs) According to Quality Report: ELVs 12
2. Challenges for the monitoring by Country (2) 2. Observations from monitoring imports / exports of used vehicles, effecting the number of ELVs generated on the national territory: a) Relevance by country b) Sources for data on Intra-EU import / export c) Sources for data on Extra-EU import / export d) Sources used by the countries for reporting e) Secondary aspect: Distinguish ELVs from used vehicles 13
2.2a. Import / Export Model: Relevance by country, percent of stock 10% 8% 6% Net Import 4% 2% 0% -2% -4% -6% LU BE LT UK DK FR DE NL AT SE IE IT ES HR SI EL CZ FI HU SK LV PT EE PL Net Export -8% -10% Vehicle age Age 04 4 < Age 9 10 < Age 13 Age > 13 Model based on European average exit rate: average for the period 2011 2014: Source: Assessment of current situation of ELVs of unknown whereabouts, preliminary results 22.06.2016 http://elv.whereabouts.oeko.info/fileadmin/images/project_docs/assessment_whereabouts.pdf 14
2.2b. Import / export: Sources for data on Intra-EU import / export Data from FTS surveys on intra-eu trade are not reliable for reporting on used vehicles. Article 5 (2) of Directive 1999/37/EC stipulates: re-registering a vehicle previously registered in another Member State: the MS of destination shall, within two months, inform the authorities of the Member State which delivered the certificate of its withdrawal. Comparison of re-registrations and FTS statistics on intra-eu trade by country might give reasons for further evaluation. 15
2.2c. Import / export: Sources for data on Extra-EU import / export Data from customs services on extra-eu trade are more reliable than the data for intra-eu trade. Need for agreements with relevant extra-eu countries to exchange information about re-registrations. Need for procedures for the reporting from transit with final extra-eu export. 16
2.2d. Import / export: Sources used by the countries for reporting In 2016: 26 countries (of 31) provided a Quality Report accompanying the data (published by Eurostat) 12 are unable to report on export (neither intra nor extra) 13 reported numbers on export based on Foreign Trade Statistics or without explicit source or other unexplained estimations. One country referred to the data exchange for reregistration across Europe according to Art. 5 (2) of Dir. 1999/37/EC Countries do not even use the available sources to address this aspect. 17
2.2e. Extra-EU import / export: 2ndary aspect: Distinguish ELVs from used vehicles Current situation: Correspondents Guidance No 9 New: inspection plans for the Waste Shipment Regulation. European cooperation for enforcement (IMPEL, Europol, Interpol) Improvement: Make application of Correspondents Guidance No 9 binding. Establish procedures requiring documents for exporting old vehicles (e.g. > 14 years) 18
2. Challenges for monitoring by Country (3) For many countries CoDs are not necessary for de-registration nor to get rid of the owners obligation to support the monitoring of a vehicle. This loophole supports illegal operators. 19
4. Conclusions (1) 1. Monitoring the enforcement of the ELV Directive at national level is currently not possible and needs additional data. 2. Vehicles are not well tracked: a) within the EU ( intra-eu import/ export ) b) for extra-eu export; the effects of transit need particular attention 3. National vehicle registries need more attention. 4. The MS should take stock of the option to report on reregistration within the EU Member States. 20
4. Conclusions (2) 5. A relevant number of ELVs is dismantled in non-certified treatment facilities (ATFs) and/or without CoD. In consequence more inspections are needed to direct vehicles to the ATF. (It is not only about the improvement of data!) 6. Changes and improvements might be supported by incentives and/ or penalties for the last holder / owner, directing the vehicles to ATFs. 21
4. Conclusions (3): Sectors for action Monitoring of intra-eu trade Monitoring of extra- EU trade Better ELV tracking Inspections in repair shops & garages Good practice for registers Incentives to bring ELVs to ATFs 22
Thank you for your attention! Questions or remarks? Dr.-Ing. Georg Mehlhart Oeko-Institut e.v. Office Darmstadt Rheinstraße 95 D-64295 Darmstadt Telefon: +49 (0)6151 / 8191-153 E-Mail: g.mehlhart@oeko.de Dr.-Ing. Izabela Kosińska Oeko-Institut e.v. Office Darmstadt Rheinstraße 95 D-64295 Darmstadt Telefon +49 (0)6151 / 8191-161 E-Mail: i.kosinska@oeko.de