14 Amendments of Xabier BENITO ZILUAGA related to 2017/0291(COD)
Amendment 47 #
Proposal for a directive
Recital 1
Recital 1
(1) The Union is committed to a sustainable, competitive, secure and decarbonised energy system19 . The Energy Union and the Energy and Climate Policy Framework for 2020 to 203020 establish ambitious commitments for the Union to further reduce greenhouse gas emissions by at least 40 % by 2030 as compared with 1990, to increase the proportion of renewable energy consumed by at least 27 %35 %20a, to make energy savings of at least 27 %35 % 20b, and to improve the Union’s energy security, competitiveness and sustainability. __________________ 19 European Council Conclusions of 24 October 2014. 20 Commission Communication on a policy framework for climate and energy from 2020 to 2030 (COM(2014)0013) 20aAmendments adopted by the European Parliament on 17 January 2018 on the proposal for a directive of the European Parliament and of the Council on the promotion of the use of energy from renewable sources (recast) (COM(2016)0767 – C8-0500/2016 – 2016/0382(COD)) 20b Amendments adopted by the European Parliament on 17 January 2018 on the proposal for a directive of the European Parliament and of the Council amending Directive 2012/27/EU on energy efficiency (COM(2016)0761 – C8- 0498/2016 – 2016/0376(COD))
Amendment 49 #
Proposal for a directive
Recital 2
Recital 2
(2) In its European Strategy for Low- Emission Mobility21 the Commission announced that in order to meet the Union's commitments at the 21st Conference of the Parties to the United Nations Framework Convention on Climate Change (UNFCC) held in Paris in 2015, the decarbonisation of the transport sector must be accelerated and that therefore zero-emissions of greenhouse gas emissions and air pollutant emissions from transport should be firmly on the path towards zero-emissionmust be reached by mid-century. Moreover, emissions of air pollutants from transport that are harmful to health need to be significantly reduced without delay. This can be achieved by an array of policy initiatives, including the use of public procurement of clean vehicles. __________________ 21 COM( 2016) 501 final.
Amendment 50 #
Proposal for a directive
Recital 3 a (new)
Recital 3 a (new)
(3a) In order to be consistent with the objectives of sustainability, batteries should be produced with the minimum environmental impact inside and outside the Union, especially regarding the process of extraction of material used for the building of the batteries. The greenhouse gas emissions during all the production process should be taken into account. The Commission should come forward, in the revision of Directive 2006/66/EC, with ambitious objectives for the recyclability of batteries.
Amendment 52 #
Proposal for a directive
Recital 4
Recital 4
(4) As was announced in the Commission's Communication “"Europe on the Move: an agenda for a socially fair transition towards clean, competitive and connected mobility for all"23 this proposal forms part of a second package of proposals, which will contribute to the Union's drive towards low-emission mobility. This package, which is presented in the Commission's Communication "Delivering on low-emission mobility - A European Union that protects the planet, empowers its consumers, and defends its industry and workers" includes a combination of supply- and demand- oriented measures to put the EU on a path towards low-emission mobility and at the same time strengthen the competitiveness of the EU's mobility eco-system. The promotion of clean vehicles should be done in parallel with the development of public transport, as this is the best way to reduce the number of vehicles on the road and consequently to reduce the CO2 emissions. __________________ 23 COM (2017) 283 final.
Amendment 59 #
Proposal for a directive
Recital 11
Recital 11
(11) Light-duty and heavy-duty vehicles are used for different purposes and have different levels of market maturity, and it would be beneficial that public procurement provisions acknowledge these differences. The Impact Assessment illustrated the added value of adopting an approach based on alternative fuels until technology-neutral requirements for CO2 emissions from heavy-duty vehicles have been set at Union level, which the Commission intends to propose in the futureIt is scientifically proven that, due to methane emissions, some alternative fuels, such as natural gas and biogas, have little or no environmental benefits and therefore do not represent a sustainable solution in a medium and long term perspective. On the other hand, due to the state of the art in technology, biofuels can be more useful in other transport modes rather than the road sector. Therefore, those options must be left aside and the main focus for the road transport sector must be put on electric vehicles supplied by 100% renewable energy. The Impact Assessment further recognised that markets for low- and zero- emission urban buses are characterised by increased market maturity, whereas markets for low- and zero-emission trucks are at an earlier stage of market development.
Amendment 65 #
Proposal for a directive
Recital 12
Recital 12
(12) Setting minimum targets for clean vehicle procurement by 2020, 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). 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 68 #
Proposal for a directive
Recital 14
Recital 14
Amendment 70 #
Proposal for a directive
Recital 14 a (new)
Recital 14 a (new)
(14a) In view of the urgent need to switch to a zero-emission transport model, market rules, such as the inclusion of environmental costs, are not the adequate solutions. Binding measures are to be preferred to deliver the needed and expected results.
Amendment 91 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EU
Article 4 – paragraph 1 – point 4 – point a
Article 4 – paragraph 1 – point 4 – point a
(a) a vehicle of category L, M1 or M2 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 92 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EU
Article 4 – paragraph 1 – point 4 – point aa (new)
Article 4 – paragraph 1 – point 4 – point aa (new)
(aa) a vehicle running on alternatives fuels with the exception of natural gas in gaseous form (compressed natural gas (CNG)), liquefied form (liquefied natural gas (LNG)) or biomethane;
Amendment 102 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EU
Article 4 – paragraph 1 – point 4 – point c a (new)
Article 4 – paragraph 1 – point 4 – point c a (new)
(ca) an electric vehicle supplied by electricity fully produced by renewable sources.
Amendment 105 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EU
Article 4 – paragraph 1 – point 4 a (new)
Article 4 – paragraph 1 – point 4 a (new)
4a. ‘high performance and sustainable battery’ means a battery based on 100% renewable energy with very low environmental impacts, high recyclability and high energy density.
Amendment 137 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 2
Annex – table 2
Table 2: Emission-thresholds for light-duty vehicles Vehicle 2020 2025 2025 2030 categories CO2 CO2 g/km RDE air CO2 RDE air CO2 g/km CO2 RDE air g/km*** pollutant g/km*** pollutant g/km*** pollutant pollutantemissions* emissions* emissions* as emissions* as as as percentage of percentage of emission emission limitspercentage percentage of of of emission emission emission limits** limits** limits** M1 L vehicles 250 0 80% 0 0 0 n.a. M2 M1 50 90% 25 80% 0 n.a. vehicles M2 250 90% 80% 25 080% 0 n.a. N1 vehicles N1 4 80 90% 80% 40 080% 0 n.a. vehicles __________________ * Real driving emissions of ultrafine particles in #/km (PN) nitrogen oxides in mg/km (NOx) measured according to the applicable version of Annex IIIA, Regulation 2017/1151. ** The applicable emission limit found in Annex I of Regulation (EC) 715/2007, or its successors. *** Electric vehicles as defined in Article 2(2) of Directive 2014/94/EU are only counted with zero-emissions at tailpipe provided it is proven, in accordance with Directive 2009/28/EC [as amended by COM(2016)0767], that the electricity used is fully based on renewables, otherwise the default CO2 value of the respective Member States´ electricity sector shall be counted.
Amendment 145 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EU
Annex – table 3
Annex – table 3
Table 3: Alternative fuel requirementEmission-thresholds for heavy-duty vehicles Vehicle 2020 2025 2030 categories CO2 RDE air Alternative fuels M3, N2, N3 vehicles Electricity*, hydrogen, natural gas includingCO2 RDE air CO2 RDE air g/km* pollutant g/km* pollutant g/km* pollutant emissions emissions emissions as as as percentage percentage percentage of of of emission emission emission limits biomethane, in gaseous form (compressedlimits limits M3 90% 80% 0 n.a. N2 class 331 90% 241 80% 0 N2 class 349 90% 254 80% 1 N2 class 349 90% 254 80% 2 N3 class 349 90% 254 80% 3 N3 class 504 90% 367 80% 4 natural gas (CNG)) and liquefied formN3 class 737 90% 537 80% 5 N3 class 349 90% 254 80% 6 N3 class 504 90% 367 80% 7 N3 class 737 90% 537 80% 8 N3 class 504 90% 367 80% 9 N3 class 737 90% 537 80% 10 N3 class 698 (liquefied natural gas (LNG) 90% 508 80% 11 N3 class 737 90% 537 80% 12 N3 class 698 90% 508 80% 13 N3 class 737 90% 537 80% 14 N3 class 698 90% 508 80% 15 N3 class 698 90% 508 80% 16 N3 class 698 90% 508 80% 17 __________________ *For use in a Electric vehicles as defined in Art.icle 2 (2) of Directive 2014/94/EU, provided that electricity is used for a relevant part of the operational use of the vehicle. are only counted with zero-emissions at tailpipe provided it is proven, in accordance with Directive 2009/28/EC [as amended by COM(2016)0767], that the electricity used is fully based on renewables, otherwise the default CO2 value of the respective Member States´ electricity sector shall be counted.