Activities of Pavel TELIČKA related to 2017/0291(COD)
Plenary speeches (2)
Promotion of clean and energy-efficient road transport vehicles (debate)
Promotion of clean and energy-efficient road transport vehicles (debate)
Amendments (12)
Amendment 33 #
Proposal for a directive
Recital 5
Recital 5
(5) Innovation of new technologies helps to lower vehicle emissions, supporting the decarbonisation of the transport sector. An increased uptake of low- and zero-emission road vehicles is likely to reduce emissions of CO2 and certain pollutant emissions (particulate matter, nitrogen oxides and non-methane hydrocarbons) and to promote competitiveness and growth of the European industry in the increasing global markets for low- and zero-emission vehicles. Moreover the principle of technological neutrality has to be the very basic principle of any effort in order to ensure and stimulate a competitive environment and encourage further research and innovation in this field.
Amendment 53 #
Proposal for a directive
Recital 9
Recital 9
(9) Extending the scope of the Directive by including practices such as lease, rental and hire-purchase of vehicles, as well as contracts for public road transport services, special purpose road transport passenger services, non- scheduled passenger transport and hire of buses and coaches with drivers as well as specific postal and courier services and waste refusal services ensures that all relevant procurement practices are covered, with keeping in mind the possibility to extend its scope to the rail sector in the future. However the existing contracts should not be retroactively affected by this directive.
Amendment 58 #
Proposal for a directive
Recital 10
Recital 10
(10) There is widespread support from key stakeholders for a definition of clean vehicles taking account of reduction requirements for greenhouse gases and air pollutant emissions from light- and heavy- duty vehicles. To ensure that there are adequate incentives to supporting market- uptake of low- and zero-emission vehicles in the Union, provisions for their public procurement under this amendment should be aligned with provisions of Union legislation on CO2 emission performance of cars and vans for the post-2020 period26 . Action carried out under the amended Directive will contribute to compliance with the requirements of these standards. A more ambitious approach for public procurement can provide an important additional market stimulus. _________________ 26The accounting of CO2 emissions should be based on a well-to-wheel approach in order to do justice to the entire fuel supply chain from the extraction phase to the tailpipe. This will provide a more accurate account of the overall emissions of a particular vehicle. Therefore, the Commission should establish the methodology for recording well-to-wheel emissions by 1 January 2022 at the latest, and adjust tables 2 and 3 accordingly. _________________ 26 COM(2017) 676 final COM(2017) 676 final
Amendment 75 #
(12) Setting minimum targets for clean vehicle procurement by 2025 and by 2030 at Member State level should contribute to policy certainty for markets where investments in low- and zero-emission mobility are warranted. The minimum targets support market creation throughout the Union. They provide time for the adjustment of public procurement processes and give a clear market signal. The Impact Assessment notes that Member States increasingly set targets, depending on their economic capacity and how serious the problem is. Different targets should be set for different Member States in accordance with their economic capacity (Gross Domestic Product per capita) and exposure to pollution (urban population density). Considering that these parameters are quite often not uniform within a Member State, an assessment of their reliability will be necessary so that the methodology can eventually be complemented. Minimum procurement targets should be complemented by the obligation of the contracting authorities, entities and operators to consider relevant energy and environmental aspects in all their procurement procedures. The Territorial Impact Assessment of this amended Directive illustrated that the impact will be evenly distributed among regions in the Union.
Amendment 81 #
Proposal for a directive
Recital 13
Recital 13
(13) The maximum impact can be achieved if public procurement of clean vehicles is targeted in areas that have a relatively high degree of air pollution. Public authorities in Member States are encouraged to particularly focus on those areas when concluding the implementation of their domestic minimum targets and to reflect related action in their reporting under this amended Directive. In order to avoid disproportionate burden and optimise the potential results of this Directive, appropriate technical assistance should be provided to the public authorities.
Amendment 114 #
Proposal for a directive
Article 1 – paragraph 1 – point 1 a (new)
Article 1 – paragraph 1 – point 1 a (new)
Directive 2009/33/EC
Article 1
Article 1
(1a) Article 1(1) is amended as follows: "This Directive requires contracting authorities, contracting entities as well as certain operators to take into account lifetime energy and environmental impacts, including energy consumption and emissions of CO2 and of certain pollutants, when purchasing, leasing, renting or hire- purchasing road transport vehicles with the objectives of promoting and stimulating the market for clean and energy-efficient vehicles and improving the contribution of the transport sector to the environment, climate and energy policies of the Community. Union." Or. en (https://eur-lex.europa.eu/legal- content/EN/TXT/HTML/?uri=CELEX:32009L0033&from=FR)
Amendment 127 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – point 4 – point a
Article 4 – point 4 – point a
(a) a vehicle of category M1 or M2 powered by alternative fuels complying with Article 2 of Directive 2014/94/EU and with a maximum tail-pipe emission expressed in CO2g/km and real driving pollutant emissions below a percentage of the applicable emission limits as referred to in Table 2 in the Annex , or;
Amendment 140 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – point 4 – point b
Article 4 – point 4 – point b
(b) a vehicle of category N1 powered by alternative fuels complying with Article 2 of Directive 2014/94/EU and with a maximum tail-pipe emission expressed in CO2g/km and real driving pollutant emissions below a percentage of the applicable emission limits as referred to in Table 2 in the Annex, or;
Amendment 197 #
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point a
Article 1 – paragraph 1 – point 9 – point a
Directive 2009/33/EC
Article 10 – paragraph 1
Article 10 – paragraph 1
1. The Commission shall submit a report on the application of this Directive and on the actions taken by individual Member States for the effective implementation of this Directive to the European Parliament and to the Council every three years starting on 1 January 2027, following the reporting from Member States. This report shall be integrated in the overall assessment of the transport, environment, climate and energy policies of the Union. The Commission shall submit an intermediary report by 1 January 2024 on the steps undertaken to implement this Directive, following reporting by Member States.
Amendment 198 #
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point a a (new)
Article 1 – paragraph 1 – point 9 – point a a (new)
Directive 2009/33/EC
Article 10 – paragraph 2
Article 10 – paragraph 2
(aa) Paragraph 2 is replaced by the following: "2. Those reports shall assess the effects of this Directive, especially of the options referred to in Article 5(3),Article 5, in promoting and stimulating the market for clean and energy efficient vehicles and the need for further action, and include proposals, as appropriate. In those reports, the Commission shall compare the nominal and relative numbers of vehicles purchased, leased, rented or hire-purchased corresponding to the best market alternative in terms of lifetime energy and environmental impacts, within each of the categories of vehicles listed in Table 3 of the AnnexArticle 4 (4), to the overall market for these vehicles and estimate how the optionminimum targets referred to in Article 5(3) have affected the market in the Union as a whole and in each of the Member States. Additionally, the Commission shall assess the effects of this Directive on the European industry. The Commission shall assess the need for further action and include proposals, as appropriate. " Or. en (https://eur-lex.europa.eu/legal- content/EN/TXT/HTML/?uri=CELEX:32009L0033&from=FR)
Amendment 199 #
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point a b (new)
Article 1 – paragraph 1 – point 9 – point a b (new)
Directive 2009/33/EC
Article 10 – Paragraph 3
Article 10 – Paragraph 3
(ab) Paragraph 3 is replaced by the following: "3. No later than the date of the first report, the Commission shall examine the optionMember States compliance with the minimum targets referred to in Article 5(3), present an evaluation of the methodology uset out in Article 6d to define these targets and propose appropriate adjustments, if necessary. of either the methodology or the targets, if necessary." Or. en (https://eur-lex.europa.eu/legal- content/EN/TXT/HTML/?uri=CELEX:32009L0033&from=FR)
Amendment 205 #
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b
Article 1 – paragraph 1 – point 9 – point b
Directive 2009/33/EC
Article 10 – paragraph 4 a (new)
Article 10 – paragraph 4 a (new)
4a. No later than at the date of the first report, the Commission shall examine the feasibility and the potential of extending the scope of this Directive to rail transport, in particular taking into account the latest technological development in the sector, and eventually include concrete proposals supported by a thorough impact assessment.