The decision is not just about recycling cars. It changes overall the way in which a used vehicle will be marked, when it can be sold and when it will be considered mandatory vehicle to be withdrawn. This is a single European framework that will apply to all EU countries, including Greece.
The most important change is that it will no longer suffice that a car "takes forward" to be considered a used car. As long as it does not meet specific technical and environmental specifications or is considered to be at the end of its life cycle, it will be designated as ELV and will be required for recycling.
At the same time, it comes to an end to a practice which for years employed European authorities. Cars that were actually unsuitable for circulation were exported as "used" to other countries, obtaining a second life without meeting elementary safety rules. This new regime is prohibited. Those vehicles that are no longer safe will no longer be able to be exported as second-hand vehicles but will be driven exclusively to licensed depollution, dismantling and recycling plants.
Changes in second-hand purchases are equally important. Professionals in the industry should demonstrate that the car is suitable for circulation, either through certified technical inspection or through a specific assessment report. In this way, the cases of the sale of dangerous or seriously damaged cars are significantly limited as being fully operational.
The changes don't stop there. The European Union strengthens overall control of the fleet, with stricter CTOs, more controls on electronic security systems, driver assistance systems and actual pollutant emissions. The aim is to remove from the roads vehicles which, despite the fact that they are still in circulation, no longer meet current safety and environmental standards.
Special gravity is also given to the circular economy. Car manufacturers are gradually forced to increase the use of recycled materials, with at least 20% of the plastics used in new cars coming from recycling vehicles already withdrawn. This creates a complete cycle of re-use of raw materials, reducing the consumption of new resources and the environmental footprint of the car industry.
For Greece, developments are becoming even more important. The country has one of the oldest passenger car fleets in the European Union, with an average age now close to 18 years. This means that hundreds of thousands of vehicles are already at an age where continuous repairs are required, have increased pollutants and are often significantly lacking in active and passive safety in relation to modern models.
It is not, however, a mass ban on all old cars. The age in itself does not lead a vehicle to withdrawal. What is being considered is his real technical situation. A well - maintained car that successfully passes technical checks can continue to circulate. In contrast, vehicles with severe structural damage, unrepairable damage or no longer meeting the essential safety requirements will be permanently identified as end-of-life vehicles and will not be able to return to the market as second-hand vehicles.
The point is that the European Union is putting an end to a 'window' that has for years allowed the movement or resale of dangerous cars. The new framework is now a common European rule and will apply to all Member States, including Greece, permanently changing the way vehicles that have completed their life cycle are treated.
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