Environmental bonus

from Wikipedia, the free encyclopedia
Advertisement by a car dealer for the environmental bonus, June 2009

The environmental premium , also known as scrapping premium , was a state premium of 2,500 euros that was granted in Germany under certain conditions when an old vehicle was scrapped and a new or year- old vehicle was registered . The premium was introduced in 2009 as part of the economic stimulus package II . It was partly financed from the investment and repayment fund, a federal fund . As of September 2, 2009, no more applications were accepted because the funds increased from 1.5 billion to 5 billion euros were exhausted.

There are also scrapping bonuses for motor vehicles in other countries. On December 18, 2009, the German Language Society chose the expression “scrapping bonus” as word of the year 2009.

aims

On the one hand, the environmental bonus was intended to stimulate demand for motor vehicles and thus help the automotive industry , which, together with the dealer networks connected to it, was in turmoil worldwide as a result of a dramatic decline in sales of new vehicles during the 2007 financial crisis .

On the other hand, the environmental bonus should help to renew the vehicle fleet and thus reduce the pollution of the air. The effects of the environmental bonus on both goals are controversial.

requirements

The premium was paid out on application by the Federal Office of Economics and Export Control (BAFA). Requirements were:

  • The financial framework made available of last 5 billion euros was exhausted at the end of 2009.
  • The applicant is a private person.
  • A car was first registered at least nine years ago and scrapped between January 14, 2009 and June 30, 2010 in accordance with the End-of-Life Vehicle Ordinance .
  • The applicant was the owner of the car for at least one year .
  • The applicant purchases a new or annual vehicle between January 14 and December 31, 2009 and allows it to be registered until June 30, 2010.
  • The new or annual car corresponds at least to the "Euro 4" emissions standard .

An annual car is a car that is "approved for a maximum of 14 months once to a car manufacturer, its sales organizations or its employees, a car dealer, a manufacturer's own car bank, a car rental company or a car leasing company".

chronology

On October 14, 2008, Matthias Wissmann , President of the German Association of the Automotive Industry (VDA) , proposed the introduction of “environmental bonuses (for scrapping)” as an investment incentive. In December this proposal was adopted by Frank-Walter Steinmeier and discussed in politics. On January 14, 2009, the federal cabinet decided to introduce the scrapping premium. The funding framework was limited to 1.5 billion euros and with a premium of 2,500 euros each to a maximum of 600,000 vehicles. Administration costs are still to be deducted from the funding framework; estimates were based on a maximum of 598,000 eligible cases. The application had to be submitted to BAFA by post with the following documents: copies of the vehicle papers for the old and new vehicle, proof of scrapping of the old vehicle and proof of purchase of the new vehicle. Complete applications are processed in the order of receipt, and finally reach the allocation of premium ( FCFS ).

On March 7, 2009, the guideline to promote the sale of passenger cars came into force. From this point on, the original vehicle registration document for the scrapped vehicle had to be attached to the application .

In March 2009, the automotive industry reported record sales through increased sales of annual cars. With a linear application process, exhaustion of the funding pot was foreseeable around the beginning of May. Delivery times for new small cars increased to several months.

On March 25, 2009, the federal government agreed to increase the funding volume and extend the environmental bonus until December 31, 2009.

On March 30, 2009, the application process was switched to an electronic reservation process. This should give buyers of new cars with long delivery times planning security. Applications that met the previous requirements on March 29th could be submitted by post by mid-April. In the event of inheritance, the testator's environmental premium for old vehicles can be claimed.

By April 2nd, 666,227 reservation requests had been received despite massive technical problems with the electronic reservation process. This increased the number of bonuses applied for or reserved to 1,135,376 with a volume of EUR 2.8 billion. In order to reduce the financial risk of the previously announced extension of the environmental bonus, the amount of the bonus should be reduced or staggered.

On April 6, Federal Chancellor Merkel , Federal Finance Minister Steinbrück , Vice Chancellor Steinmeier and Federal Economics Minister zu Guttenberg agreed to increase the funding framework from 1.5 billion to 5 billion euros. The amount of the environmental bonus per subsidized vehicle remained unchanged at 2,500 euros. This means that a maximum of 2 million vehicles could be funded without taking administrative costs into account.

At the beginning of July it was announced that the environmental bonus would expire before the 2009 federal election . The state chairmen of the Saarland and Lower Saxony SPD - Heiko Maas and Garrelt Duin - then called for the bonus to be granted until the end of the year, regardless of the number of applications, i.e. to increase the funding volume again. The proposal was heavily criticized by politics, the Central Association of the German Motor Vehicle Industry and the German Transport Club. It intensified the slump in sales in the following year, was a vote-catcher and was particularly useful to foreign manufacturers.

On the morning of September 2, 2009, BAFA announced the end of the campaign because all funds had been used up. 15,000 applicants were put on a waiting list to move up if funds were released from rejected applications. These funds for the waiting list were used up on October 14, 2009.

The deadline for submitting the complete documents ended on July 31, 2010. According to BAFA, at this point in time - apart from a few special cases - all applications had been processed.

Applications submitted

Number of applications submitted

On each working day, BAFA announced the number of applications submitted up to the previous working day on its homepage, and since the introduction of the reservation process, the number of applications received. The number of applications submitted weekly was initially around 40,000 for a long time and then increased significantly at the start of the reservation process:

week in this week all in all
6th week 21,995 21,995
7th week 38,735 60,730
8th week 44.110 104,840
9. KW 45,882 150,722
10. KW 50,747 201,469
11. KW 45.384 246.853
12th week 68,639 315,492
13. KW 91,851 407.343
14. KW 786.365 1,193,708
15th week 55,981 1,249,689
16. KW 43,366 1,293,055
17th week 41,559 1,334,614
19th week 45.009 1,408,033
20th week 41,050 1,449,083
21. KW 26,430 1,475,513
22. KW 47,538 1,523,051
23rd week 31,782 1,554,833
24. KW 23,700 1,578,533
25th week 45,400 1,623,933
26. KW 38.151 1,662,084
27. KW 39,036 1,701,120
28. KW 39,331 1,740,451
29.-31. KW −33,612 1,706,839
32nd week 39,428 1,746,267

Between week 29 and week 31, the number of applications was corrected downwards due to the large number of duplicate applications, so that the status on August 2, 2009 was 1,706,839 applications.

Registration of new vehicles and annual vehicles, scrapping of old vehicles

Listed are the number and share of registrations of new vehicles and annual vehicles as well as the scrapping of old vehicles of the brands according to the final report of the BAFA. The figures are based on 1,933,090 proofs of use that were submitted between January 27, 2009 and July 31, 2010, for which the environmental bonus was paid.

New vehicle registrations
brand number Percentage ownership %
Alfa Romeo 4,921 0.31
Audi 31,619 2.01
BMW 17,288 1.10
Cadillac 5 0.00
Chevrolet 18,804 1.20
Chrysler 252 0.02
Citroën 41,040 2.61
Dacia 73,647 4.69
Daihatsu 6,085 0.39
Dodge 488 0.03
Fiat 109,480 6.97
ford 103,518 6.59
GM 30th 0.00
Honda 16,700 1.06
Hyundai 50,043 3.19
jeep 173 0.01
Kia 28,361 1.81
Lada 3,367 0.21
Lancia 817 0.05
Land Rover 164 0.01
Lexus 30th 0.00
Mazda 20,459 1.30
Mercedes 10,809 0.69
MG Rover 54 0.00
Mini (BMW) 5,994 0.38
Mitsubishi 14,859 0.95
Nissan 41,038 2.61
Opel 160.371 10.22
Peugeot 60,997 3.89
Porsche 43 0.00
Renault 62,626 3.99
Saab 47 0.00
Seat 36,415 2.32
Škoda 131.998 8.41
Smart 6,783 0.43
SsangYong 19th 0.00
Subaru 2,616 0.17
Suzuki 33,918 2.16
Toyota 68,806 4.38
Volvo 2,728 0.17
VW 401.286 25.57
Others 966 0.06
All in all 1,569,664 100.00
Registration of annual cars
brand number Percentage ownership %
Alfa Romeo 654 0.18
Audi 13,522 3.72
BMW 9,465 2.60
Chevrolet 6,054 1.67
Chrysler 292 0.08
Citroën 7,430 2.04
Dacia 1,530 0.42
Daihatsu 1,426 0.39
Dodge 261 0.07
Fiat 18,166 5.00
ford 36,321 9.99
GM 80 0.02
Honda 4,089 1.13
Hyundai 18,714 5.15
jaguar 13 0.00
jeep 160 0.04
Kia 5,153 1.42
Lada 169 0.05
Lancia 863 0.24
Land Rover 71 0.02
Mazda 7,395 2.03
Mercedes 22,199 6.11
Mini (BMW) 1,749 0.48
Mitsubishi 3,598 0.99
Nissan 9,187 2.53
Opel 51,499 14.17
Peugeot 11,927 3.28
Porsche 19th 0.01
Renault 17,721 4.88
Saab 70 0.02
Seat 11.605 3.19
Škoda 13,445 3.70
Smart 3,658 1.01
Subaru 1,308 0.36
Suzuki 5,244 1.44
Toyota 9,076 2.50
Volvo 1,755 0.48
VW 65,282 17.96
Others 2,256 0.62
All in all 363.426 100.00
Scrapping of old vehicles
brand number Percentage ownership %
Alfa Romeo 4,088 0.21
Audi 64,437 3.33
Austin 421 0.02
BMW 48,789 2.52
Cadillac 25th 0.00
Chevrolet 7,986 0.41
Chrysler 2,695 0.14
Citroën 25,769 1.33
Daihatsu 10,725 0.55
Fiat 90.004 4.66
ford 246,406 12.75
GM 203 0.01
HDPIC 368 0.02
Honda 22,398 1.16
Hyundai 14,062 0.73
Isuzu 11 0.00
jaguar 51 0.00
jeep 445 0.02
Kia 7,781 0.40
Lada 1.104 0.06
Lancia 5,374 0.28
Land Rover 228 0.01
Mazda 47,069 2.43
Mercedes 46,256 2.39
Mercury 6th 0.00
MG Rover 7.205 0.37
Mitsubishi 27,928 1.44
Nissan 61,852 3.20
Opel 378,530 19.58
Peugeot 57,898 3.00
Pontiac 186 0.01
Porsche 112 0.01
proton 1,159 0.06
Renault 134.966 6.98
Saab 1,651 0.09
Seat 38,245 1.98
Škoda 14,716 0.76
Smart 3,305 0.17
SsangYong 56 0.00
Subaru 6,024 0.31
Suzuki 24,015 1.24
Toyota 38,900 2.01
Trabant 1,819 0.09
Volvo 9,241 0.48
VW 476.654 24.66
Wartburg 248 0.01
Others 1,679 0.09
All in all 1,933,090 100.00

Change in the vehicle fleet

The change in the vehicle fleet of the brands due to the registration of new vehicles minus scrapping of old vehicles according to the final report of the BAFA is listed. The figures are based on 1,933,090 proofs of use that were submitted between January 27, 2009 and July 31, 2010, for which the environmental bonus was paid.

brand Balance sheet
Alfa Romeo + 833
Audi - 32,818
BMW - 31,501
Cadillac - 20
Chevrolet + 10,818
Chrysler - 2,443
Citroën + 15,271
Daihatsu - 4,640
Fiat + 19,476
ford - 142,888
GM - 173
Honda - 5,698
Hyundai + 35,981
jeep - 272
Kia + 20,580
Lada + 2,263
Lancia - 4,557
Land Rover - 64
Mazda - 26,610
Mercedes - 35,447
MG Rover - 7,151
Mitsubishi - 13,069
Nissan - 20,814
Opel - 218,159
Peugeot + 3,099
Porsche - 69
Renault - 72,340
Saab - 1,604
Seat - 1,830
Škoda + 117,282
Smart + 3,478
SsangYong - 37
Subaru - 3,408
Suzuki + 9,903
Toyota + 29,906
Volvo - 6,513
VW - 75,368

rating

Ecological balance

Car junkyard, September 2009

The environmental premium was intended to help reduce air pollution, assuming that the newly acquired vehicles were more environmentally friendly than the ones that were scrapped.

At the beginning of the environmental bonus, several points of criticism were raised with regard to the ecological benefits of the environmental bonus.

  • Manufacturing as part of the life cycle assessment causes a large part of the total emissions of a car and requires a considerable proportion of the total primary energy requirement. Therefore, premature disposal can be unecological, as it is carried out without regard to the technical condition.
  • Today's vehicles are typically heavier and more powerfully motorized than old vehicles of the same category, so that the CO 2 emissions do not differ much from their predecessor models due to the manufacturing process and consumption.
  • The emission of the greenhouse gas CO 2 was insignificant for the granting of the environmental bonus, as the Euro 4 emission standard required for the new vehicle does not observe any CO 2 limits. In addition, around half of the end-of-life vehicles covered by the bonus met the Euro 2 standard.
  • Because of the bonus, vehicles that would normally have been sold to Eastern Europe, Africa or the Arab region, where they would have replaced older and more polluting vehicles, were scrapped.

Study of the scrapping premium and the environment - an initial assessment

A study commissioned by the Federal Ministry for the Environment, Nature Conservation and Nuclear Safety (BMU) examined the effects on the environment and was essentially based on data up to July 2009.

The study comes to the following results:

  • The premium waives ecological conditions, forces the scrapping of old vehicles, fixes on the automotive sector and is therefore subject to criticism.
  • The ecological disadvantage of disposing of the vehicle one year earlier will be compensated for after 6000 km (7.2 months) by lower emissions and consumption of the new vehicle. This statement is based on the following assumptions: 4.5 t CO 2 emissions for the production and disposal of the vehicle, service life 15.4 years, annual mileage 10,000 km, consumption improvement 1.7 l / 100 km. Production-related waste, residues, waste heat and wastewater were not taken into account.
  • The average age of the scrapped vehicles is 14.4 years and corresponds to the average age at which vehicles were taken out of service and deregistered before the environmental bonus.
  • The average pollutant emissions are reduced by the "exchange" of old vehicles for new vehicles as follows: Soot particles 99%, nitrogen oxides 87%, carbon monoxide 74%, CO 2 20%. The fuel consumption is also 20% lower. In total, this leads to savings of a good 340 million liters of fuel or 1,000,000 t of CO 2 per year, which corresponds to less than 1% of total car emissions in Germany.

The study concluded: "The new cars hardly contribute to reducing CO 2 in car traffic - there are too few of them". On the other hand, the noise emissions from new vehicles are lower. The extent to which the environmental premium contributes to the reduction of pollutant emissions is to be seen differently: deadweight effects would not result in any additional environmental benefits, and purchases made earlier would at best result in earlier relief.

Expected success for the German economy

Automobile manufacturer

Most of the sales in the German automotive industry are made through exports; this was not influenced by a premium. The environmental bonus brought disproportionate advantages for domestic companies, as the inexpensive vehicles preferred by old car owners were mainly imported from foreign manufacturers: Before the environmental bonus was introduced, the market share of foreign car manufacturers had been around 36% for years. After the introduction of the bonus, the share jumped to 46.5% by March 2009, partly because of the company vehicles included in these figures, which are not subsidized. From January to March, the Hyundai (149%), Suzuki (110%) and Fiat (101%) brands had the strongest year-over-year sales increases.

Proponents of the environmental bonus are of the opinion that it prevented the car market from collapsing in Germany during the economic crisis .

From January to May 2009, sales by German automobile manufacturers and suppliers fell by 32.5% compared to the same period in the previous year. Domestic sales fell by 20.9%, and foreign sales, which were not influenced by the German environmental bonus, even fell by 39.8%. Domestic sales also include suppliers for the exported automobiles, which means that this decline is at least partly due to the slump in exports. In contrast, the import of foreign new cars increased by 11%.

The number of new car registrations from January to August 2009 was 26.8% higher than in the same period of the previous year, which corresponds to an increase of around 565,000 vehicles.

Ferdinand Dudenhöffer said that the bonus mainly helped foreign manufacturers of cheap small cars and was therefore "a classic own goal".

German manufacturing facilities

Since the German manufacturers also have some of their smaller and cheaper vehicles produced abroad, the German manufacturers' foreign production facilities also benefited.

The premium segment, on the other hand, is predominantly characterized by unsubsidized company and business vehicles, the residual value of which often exceeded the amount of the environmental bonus.

Economic impact

The environmental bonus has been criticized for promoting the destruction of the economic values ​​that end-of-life vehicles still represent.

Critics have argued that the green premium draws consumer money into the auto market. As a result, these funds for private consumption would be lacking in other sectors. The retail trade in particular , but also the tourism industry , is therefore recording a drop in sales.

While the expenditure for the purchase of motor vehicles rose by 23% in the first half of 2009, private consumption excluding motor vehicles fell by 1.0%. Overall, this corresponded to an increase in private consumption of 0.1%.

It was also warned that private over-indebtedness could increase due to ill-considered car purchases financed on credit.

Sustainable benefits

After the bonus expired, new car sales in Germany fell significantly: In the first half of 2010, new registrations of German brands fell by 28% compared to the previous year (including Ford 40%, Opel and VW each 37%), new registrations of foreign brands by 39% (including Fiat 50%, Toyota and Suzuki each 48%). This was expected in advance. In 2009, critics were of the opinion that the premium would only delay and thus increase the solution to structural problems in the automotive industry. By extending and increasing the premium, the expected slump in the automotive industry would be postponed until after the 2009 federal election .

Due to the global upswing, German automobile manufacturers' exports in 2010 were roughly the same as they were before the crisis. This compensated for the decline in domestic sales after the environmental bonus had expired. Proponents felt that they had "built a bridge" with the environmental bonus that saved numerous jobs in the crisis year.

The turnover for scrap dealers rose sharply due to the environmental bonus, but the profit fell sharply due to the significantly lower scrap prices. In some cases, customers who had their cars scrapped had to pay for the scrapping. It was expected that this effect would be reversed after the premium expired, when many end-of-life vehicles were scrapped and there was little in the market for car recyclers.

Used car trade

The effects on the domestic used car trade are assessed differently: Critics saw themselves confirmed in the forecast that the used car trade would collapse. It was countered that the number of re-registered cars only decreased by 1.6% in 2009 compared to the previous year. However, the number also includes re-registrations of annual vehicles with a subsidy (up to the beginning of August 30% of all subsidized vehicles) and private sales that are carried out without the classic used vehicle trade.

workshops

The environmental bonus is borne by the workshops, which mainly carry out maintenance and repair work on cars, since the younger vehicle fleet is less in need of repair and new car buyers are increasingly using authorized workshops. In the first five months of 2009, sales fell by 3.8%.

Cultural impact

Opponents of the environmental bonus feared the extinction of an entire generation of vehicles and the disappearance of cultural assets worth preserving from the streets. Vehicles that were still a few years away from classic car status and whose residual value was below the value of the environmental bonus are particularly affected .

Contrary to these fears, however, the effects of the environmental bonus were hardly noticeable in young and old-timers, i.e. vehicles over the age of 15.

Greyhound trial

The premium stand "subject to the availability of the indicative budget and carried exhaustive according to the order of receipt of the complete applications ( FCFS )".

In the procedure, which was in effect on March 27, 2009, the old vehicle had to be scrapped and the new vehicle had to be registered before the application could be made. Buyers of vehicles with long delivery times were at a disadvantage in the first-class procedure. The procedure was therefore changed so that the environmental bonus could be reserved from March 30th by submitting a valid sales contract. This regulation also applied to vehicles that had already been purchased and not yet delivered and registered.

abuse

The documents required for the bonus, which were required in the original draft, could easily be forged or manipulated. ADAC and the Bund Deutscher Kriminalbeamter (BDK) saw the danger that the environmental bonus could be misused on a large scale for fraud. In August 2009 the BDK suspected that up to 50,000 vehicles that should have ended up in the scrap press could have been transported to Africa and Eastern Europe. Critics therefore saw the premium as an “economic stimulus package for organized crime ”.

In order to reduce the risk of abuse, the approved funding guidelines also required the "original of the invalidated registration certificate Part II (vehicle registration)" for the application.

Online procedure

A few minutes after the start of the online procedure on March 30, 2009, the relevant BAFA website was barely accessible, reservation processes could not be completed and confirmation emails were not sent. The errors could not be corrected in the following days either. BAFA stated that there was “a bottleneck somewhere on the Internet” and that the difficulties were not within its sphere of influence. The possible cause is that the numerous requests from Internet hubs would be viewed as a denial-of-service attack. External critics, on the other hand, blame conceptual errors on the website and the service provider commissioned by BAFA. In its final report, BAFA states that the access numbers were by far underestimated during the conception.

In the course of the breakdowns, BAFA mistakenly sent confirmation emails with personal data to the wrong applicants; this has violated data protection.

In addition, personal data was sent unencrypted because the data encryption was "simply overlooked" during the conception. It was implemented afterwards.

Credit towards Hartz IV benefits

It was questionable whether recipients of unemployment benefit II ("Hartz IV") could claim the environmental bonus. The federal government declared that the amount of 2,500 euros will be offset against the basic security . In the jurisprudence of the regional social courts, however, there was a tendency towards evaluation as earmarked income. If the correct use has been proven and the applicable allowances for vehicles have been complied with, the environmental bonus did not lead to a reduction in benefits.

idea giver

The bonus was initially an idea of ​​the SPD, the implementation of which was promoted by the automotive industry and the chairman of the VDA, Matthias Wissmann .

Discussion about the reissue of the premium after Corona

In the course of the discussion about state financial aid for economic sectors for the period after the corona pandemic, the new edition of the premium for car purchases was discussed. According to media reports, the minister-presidents of Lower Saxony, Baden-Württemberg and Bavaria, among others, demanded grants for the purchase of new vehicles amounting to 3,000 euros for vehicles with gasoline and diesel engines and 7,000 euros per vehicle for vehicles with hybrid or electric drives.

Large parts of the SPD, the Greens and the FDP, environmental associations such as Fridays for Future, Campact, Changing Cities and the ADFC, the Federal Association of Consumer Organizations, the automotive expert Prof. Ferdinand Dudenhöffer, and the economic method Prof. Monika opposed such funding Schnitzer and Deutsche Bank. The following points were formulated as criticism of the purchase subsidy: The premium mainly benefits foreign manufacturers, while domestic manufacturers hardly benefit from it. It also makes no economic sense for companies, since car buyers would only bring their purchases forward with a premium and the market would collapse again after the premium expired. Furthermore, it destroys climate protection efforts, since it only encourages the purchase of new vehicles with mostly higher consumption and also provides for more cars on the roads, as it encourages the purchase of new vehicles without the condition that old vehicles are scrapped.

On May 5, 2020, during a meeting in the Chancellery, the Chancellor, the Finance Minister, the Environment Minister and the Minister-Presidents of Lower Saxony, Baden-Württemberg and Bavaria discussed the demand for the purchase bonus and decided to form a working group and a decision in June 2020. The meeting was protests and a. accompanied by Fridays for Future and other civil society organizations.

Web links

Commons : environmental bonus  - album with pictures, videos and audio files
Wiktionary: environmental bonus  - explanations of meanings, word origins, synonyms, translations

See also

Individual evidence

  1. ↑ “State aid only arrives dripping”, Handelsblatt 9. – 13. April 2009, p. 1
  2. ^ Word of the year 2009: Abwrackpräge press release by the German Language Society of December 18, 2009
  3. ↑ a b c “ Guideline for the Promotion of the Sales of Passenger Cars ” (PDF document; 31 kB), BAFA. As of January 28, 2009.
  4. ↑ " Financial market crisis unsettles car buyers ", VDA press release, October 14, 2008.
  5. ^ " Union slows down Steinmeier ( Memento from January 12, 2012 in the Internet Archive )", Financial Times Germany, December 29, 2008
  6. ↑ " Draft of a law to secure employment and stability in Germany (PDF; 554 kB)" (Article 6 ITFG)
  7. ↑ a b “ Vehicle registration document is collected by BAFA ”, BAFA, press release 5/2009, February 20, 2009.
  8. ^ " Federal government increases scrapping premium ", Spiegel Online, March 25, 2009.
  9. ↑ a b " Reservation of the environmental bonus with the purchase contract for the new car ( Memento from March 4, 2016 in the Internet Archive )", BAFA, press release 6/2009, March 10, 2009.
  10. ↑ " Scrapping premium should be drastically reduced ", sueddeutsche.de, April 2, 2009.
  11. ^ " Government limits scrapping premium to five billion euros ", Spiegel Online, April 7, 2009.
  12. ↑ '' Duin: it is essential to extend the scrapping premium '' . Spdnds.de. Archived from the original on July 13, 2009. Retrieved December 18, 2010.
  13. ↑ Spiegel Online: Scrapping premium threatens bottlenecks before the election .
  14. ↑ " Funds exhausted - BAFA draws positive interim balance ( memento from September 5, 2009 in the Internet Archive )", press release of the Federal Office for Economics and Export Control, September 2, 2009
  15. ↑ BAFA: environmental bonus . Bafa.de. October 29, 2010. Retrieved December 18, 2010.
  16. ↑ Funding overview environmental bonus overview files
  17. ↑ a b final report - environmental bonus. (PDF; 1.6 MB) Federal Office of Economics and Export Control and Federal Motor Transport Authority, November 1, 2010, accessed on September 19, 2013 .
  18. ↑ " Car scrapping bonus brings no environmental benefits ", Deutschlandfunk, January 16, 2009.
  19. ↑ " Umweltbrief February 2009 " (PDF; 350 kB), Umweltbrief.de, last viewed on February 24, 2009.
  20. ↑ a b " The scrapping premium is perverse ( Memento of March 8, 2009 in the Internet Archive )" (Interview with Ifo President Hans-Werner Sinn )
  21. ↑ " Umweltbrief January 2009 (PDF; 406 kB)", Umweltbrief.de, last viewed on February 24, 2009.
  22. ↑ a b c Scrapping premium and the environment - an initial assessment. (PDF) Institute for Energy and Environmental Research Heidelberg , August 31, 2009, archived from the original on October 7, 2009 ; accessed on March 12, 2015 .
  23. ↑ “ What you need to know about the scrapping premium ( Memento from December 20, 2009 in the Internet Archive )”, RP online, January 16, 2009.
  24. ↑ “ New registrations for cars / station wagons March 2009 ( Memento from January 8, 2012 in the Internet Archive )” (PDF file), Association of International Motor Vehicle Manufacturers, March 2009.
  25. ↑ " New registrations for cars / station wagons January-March ( memento from January 8, 2012 in the Internet Archive )" (PDF file), Association of International Motor Vehicle Manufacturers, March 2009.
  26. Jump up to the last scrap , Der Tagesspiegel, September 3, 2009.
  27. ↑ a b Federal Statistical Office Germany - First balance after the introduction of the environmental premium . Destatis.de. Retrieved December 18, 2010.
  28. ↑ New registrations of passenger cars by segment and model series in August 2009. (PDF; 352 kB) Federal Motor Transport Authority, archived from the original on September 21, 2013 ; Retrieved September 19, 2013 .
  29. Jump start or flash in the pan? Heat debate about premium for car buyers, in: Badische Latest News, May 5, 2020, p. 7.
  30. ↑ " Scrapping bonus angered the trade ", Handelsblatt, March 6, 2009.
  31. ↑ Federal Statistical Office Germany - Increase in private consumption as a result of the environmental premium for cars . Destatis.de. Retrieved December 18, 2010.
  32. ^ " The scrapping premium makes buyers poor ", Welt online, March 15, 2009.
  33. ↑ Car registrations in Germany by brand June 2010 (PDF) Archived from the original on January 8, 2012. Retrieved on December 18, 2010.
  34. ↑ “ Forecast for 2010: VW expects severe sales crisis ”, Spiegel Online, July 1, 2009
  35. ^ " Do not extend the scrapping premium ", Hamburger Abendblatt, March 25, 2009.
  36. ↑ " Car industry in scrapping fever: German car manufacturers are threatened with job losses ", Spiegel Online, July 2, 2009
  37. ↑ " End of the scrapping premium: car manufacturers put hope in export ", FAZ.net, September 2, 2009.
  38. ^ No flash in the pan, but a bridge over the crisis ( Memento from January 11, 2012 in the Internet Archive ), IG Metall Bayern online, April 8, 2009.
  39. ↑ " Car sales rise, scrap price falls ," Main network 18 February, 2009.
  40. ↑ " scrap dealers want money for the scrapyard ( Memento of 17 February 2012 at the Internet Archive )," Auto-presse.de, March 19 of 2009.
  41. ↑ " We don't know what to do with it ", sueddeutsche.de, March 26, 2009.
  42. ^ Goodbye scrapping: Until the last scrap . Tagesspiegel.de. Retrieved December 18, 2010.
  43. ↑ Used cars - the market mixed up . test.de . Retrieved February 4, 2013.
  44. ↑ Argentina Altauto information for German automobile recycler . Arge-altauto.de. August 13, 2009. Archived from the original on September 24, 2011. Retrieved on December 18, 2010.
  45. ↑ Changes in ownership of motor vehicles and motor vehicle trailers in 2009 compared to 2008 by federal state and vehicle class in percent. Federal Motor Transport Authority, archived from the original on September 21, 2013 ; Retrieved September 19, 2013 .
  46. ↑ Environmental bonus - meeting of the Lower Saxony state parliament on August 28, 2009 - item 28
  47. ↑ " AvD fears thinning of the oldtimer offspring ( memento of March 24, 2009 in the Internet Archive )", AvD press release, April 2009.
  48. ^ Vehicle age ( memento of July 3, 2010 in the Internet Archive ), Federal Motor Transport Authority , April 28, 2010.
  49. ^ " Invitation to Organized Crime ", Spiegel Online, January 16, 2009.
  50. ↑ " Scrapping premium promotes crime ( Memento from January 31, 2010 in the Internet Archive )", RP online, January 16, 2009.
  51. ↑ " BAFA regrets technical difficulties with the online application to reserve the environmental bonus ( Memento from May 3, 2015 in the Internet Archive )", BAFA, press release 10/2009, March 30, 2009.
  52. ↑ " Federal Office does not get scrapping chaos under control ," Spiegel Online, April 2 in 2009.
  53. ^ " Online reservation turns into a data disaster ", Spiegel Online, March 30, 2009.
  54. ↑ " Abwrackprämien-Portal: Authority promises improvements ", heise.de, March 31, 2009.
  55. ↑ Hartz IV recipients do not get a scrapping premium - Welt Online. February 20, 2009
  56. ↑ Stephan Imm (ra-online GmbH): Hessisches LSG: Scrapping premium does not reduce Hartz IV benefits . Free- judgments.de. Retrieved December 18, 2010.
  57. ↑ Stephan Imm (ra-online GmbH): Scrapping premium for Hartz IV recipients remains free of credit . Free- judgments.de. Retrieved December 18, 2010.
  58. ↑ Stephan Imm (ra-online GmbH): Bayerisches LSG: Scrapping premium is creditable income . Free- judgments.de. Retrieved December 18, 2010.
  59. ↑ Press release of the State Social Court of North Rhine-Westphalia ( memento of August 4, 2010 in the Internet Archive ) of July 23, 2010
  60. ↑ Christoph Ruhkamp, ​​Konrad Mrusek: Auto industry celebrates scrapping bonus. In: FAZ.net . January 14, 2009, accessed October 13, 2018 .
  61. ↑ Car countries demand purchase premiums: Kretschmann wants money for diesel . In: The daily newspaper: taz . May 4, 2020, ISSN  0931-9085 ( taz.de [accessed on May 14, 2020]).
  62. ↑ SPD parliamentary group vice-president Bartol: Why a new scrapping bonus would be wrong. May 6, 2020, accessed May 14, 2020 .
  63. ↑ NDR: Purchase premium for cars provides criticism and protest. Retrieved May 14, 2020 .
  64. ↑ Stop the scrapping bonus | Fridays for Future. Retrieved on May 14, 2020 (German).
  65. ↑ Campact: No tax money for gas guzzlers. Retrieved May 14, 2020 .
  66. ↑ ADFC: # MobilPrämieFürAlle. Retrieved May 14, 2020 .
  67. ↑ a b DER SPIEGEL: Business method Schnitzer rejects car purchase bonuses as "pure lobbyism" - DER SPIEGEL - Economy. Retrieved May 14, 2020 .
  68. ↑ Auto industry: Dudenhöffer and Bratzel against Corona scrapping bonus. In: Baden's latest news. April 24, 2020, accessed on May 14, 2020 (German).
  69. ↑ Martin Kessler: Interview with Wirtschaftsweiser: "That is pure lobbyism". Retrieved May 14, 2020 .
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