EU Tightens Vehicle Recycling Rules as Israel Faces Regulatory Delay

New EU Standards: A Second Life for Old Vehicles

What happens to a car after its lifespan ends? In Europe, this question is rapidly becoming one of the most critical issues in the automotive industry. An old car is not just scrap metal; it is a valuable source of metal, plastic, rubber, and other raw materials that can be reintroduced into the production cycle. New European Union regulations aim to ensure this process becomes mandatory.

In August, the next phase of the ELV (End of Life Vehicle) reform came into effect, redefining the rules of vehicle dismantling, recycling, and material reuse. These regulations apply to every automaker wishing to sell vehicles in the European market, from Citroen to BYD.

According to EU data, approximately 7 to 8 million vehicles are scrapped annually in Europe, generating 5 million tons of waste (based on 2023 figures, prior to the significant weight increase of modern vehicles due to electric batteries). However, modern technology allows for up to 85% of a vehicle's components to be recycled and reused.

Strict Environmental Quotas Through 2036

The new EU regulations introduce demanding targets for manufacturers:

• Plastics: By 2032, at least 15% of plastic components in new cars sold in the EU must be made from recycled materials. This target will rise to 25% by 2036.

• Metals: Recycled metal must constitute at least 20% of new vehicles by 2032, with strict mandatory quotas for aluminum and copper recovery.

• Scrap Export Ban: Starting in 2031, the EU will completely ban the export of scrap vehicles outside its borders (primarily to Africa and Eastern Europe), forcing member states to process all automotive waste domestically.

• Total Recycling Rate: 95% of a scrapped vehicle's weight must be recovered (85% through industrial recycling and 10% through environmentally friendly energy recovery).

Recycling rates across Europe in 2023 demonstrate high efficiency: Belgium recycled 93% of its scrapped vehicle mass, Iceland achieved 95.5%, Greece reached 89%, and Germany recycled 86%.

Israel's Regulatory Deadlock

In Israel, the situation is vastly different. According to the Central Bureau of Statistics, approximately 255,000 vehicles were removed from Israeli roads in 2023 (including accidents and thefts)—a figure nearly identical to Germany's 251,000 scrapped vehicles, despite Germany's significantly larger automotive market.

Israeli law lacks any comprehensive framework for overall vehicle recycling, relying instead on isolated regulations:

• The Tire Recycling Law (2007) requires importers to recycle 85% of the tires they sell.

• The Electrical and Electronic Equipment and Batteries Law covers standard car batteries.

• EV batteries are classified as hazardous waste, but most importers prefer to export them rather than process them locally.

For all other vehicle components, no recycling regulations exist. The Ministry of Environmental Protection claims the issue is under "evaluation," a status first announced five years ago with no legislative progress since.

When contacted, the Ministry of Transportation referred the issue to the Ministry of Environmental Protection. In a statement to Calcalist, the Ministry of Environmental Protection stated:

"The Ministry is closely monitoring the significant growth of electric vehicles in Israel, as well as parallel regulatory developments in the European Union regarding end-of-life vehicles and EV batteries. Several battery recycling plants are currently under construction in Israel, with one expected to begin operations in the coming months. We are also evaluating an Extended Producer Responsibility (EPR) mechanism for all automotive waste streams."

The ministry did not provide a specific timeline for releasing the proposed regulatory framework for public comment.