18 Amendments of Werner LANGEN related to 2017/0291(COD)
Amendment 59 #
Proposal for a directive
Recital 6
Recital 6
(6) Public authorities, through their procurement policy, can establish and support markets for innovative goods and services. Directives 2014/24/EU24 and 2014/25/EU25 set out minimum harmonised public procurement rules harmonising the way public authorities and certain public utility operators purchase goods, works and services. In particular, they set overall thresholds for the volume of contracts to be subject to Union legislation, which also apply to the Clean Vehicles Directive. In order to achieve this goal, the Directive must set out clear and transparent requirements and a simple calculation method for procurement objectives. _________________ 24 OJ L 94, 28.3.2014, p. 65. 25 OJ L 94, 28.3.2014, p. 243.
Amendment 67 #
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. Sanctions on the grounds of non-respect of the thresholds should not be permitted if they cannot be complied with because of the unavailability of marketable, technically-reliable vehicles in accordance with EU standards or excessive demand.
Amendment 73 #
(10) There is widespread support from key stake amended Directive shoulders for a definition of clean vehicles taking account of reduction requireme contribute to a reduction of emissions of air pollutants forand 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 t. Furthermore, the amended Directive shares the aim of, inter alia, promotion of clean road transport with Directive 2014/94/EU. Consequently, the definition of a clean vehicle should be aligned with provisions of Directive 2014/94/EU. That alignment will create long term predictability and stability in Union law and protect investments already made into alternative fuels infrastructure. The amended Directive will also contribute to compliancethe further deployment of alternative fuels infrastructure, as well as to compliance of vehicles with the requirements of these latest standards on emissions of air pollutants and greenhouse gases. A more ambitious approach for public procurement can provide an important additional market stimulus. _________________ 26 COM(2017) 676 final
Amendment 74 #
Proposal for a directive
Recital 10
Recital 10
(10) There is widespread support from key stake amended Directive shoulders for a definition of clean vehicles taking account of reduction requireme contribute to a reduction of emissions of air pollutants forand 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-202026 period. Furthermore, the amended Directive shares the aim of, inter alia, promoting clean road transport with Directive 2014/94/EU. Consequently, the definition of a clean vehicle needs to be aligned with the provisions of Directive 2014/94/EU. This adjustment will create long-term predictability and stability in EU law and ensure the protection of investments made in alternative fuel infrastructures. Action carried out under the amended Directive will contribute to continued compliance with the requirements of these standards. A more ambitious approach for public procurement can provide an important additional market stimulus. _________________ 26 COM(2017) 676 final.
Amendment 82 #
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) The market for heavy goods vehicles is lagging way behind the evolution of the market for light goods vehicles, so that there is a need for more flexibility in defining clean heavy goods vehicles. Such a definition must be technology-neutral and include alternatives to fully electric vehicles such as natural gas, fuel cells, biofuels, hybrid vehicles and other forms of propulsion in line with the EURO 6 standard.
Amendment 86 #
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) The market for heavy duty vehicles is several years behind the market for light-duty vehicles, and therefore more flexibility is needed for the definition of a clean heavy-duty vehicle. Such a definition should be technology-neutral and include alternatives to fully-electric vehicles, such as vehicles powered by natural gas and biofuels and hybrid vehicles.
Amendment 89 #
Proposal for a directive
Recital 10 b (new)
Recital 10 b (new)
(10b) In order to achieve an improvement in air quality in municipalities, it is crucial to renew the transport fleet and bring it up to clean vehicle standard. Furthermore, the principles of the circular economy require the extension of product life. Therefore, the retrofitting of vehicles must comply with the clean vehicle standard as set out in this Directive and must count towards achievement of the minimum procurement targets set out in Tables 4 and 5 in the Annex.
Amendment 103 #
Proposal for a directive
Recital 12
Recital 12
(12) Setting minimum targets for clean vehicle procurement by 2025 and bystarting from 2025 and increasing to 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 110 #
Proposal for a directive
Recital 13 a (new)
Recital 13 a (new)
(13a) The availability of recharging and refuelling infrastructure is a prerequisite for the operation of clean vehicles.
Amendment 159 #
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
This Directive shall apply to new contracts concluded from 1 January 2025 for the purchase, lease, rent or hire-purchase or retrofitting of road transport vehicles used in public services by:
Amendment 161 #
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 2009/33/EC
Article 3 – introductory part
Article 3 – introductory part
This Directive shall apply to new contracts for the purchase, lease, rent or, hire-purchase or retrofitting of road transport vehicles by:which are concluded from 1 January 2025
Amendment 193 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 1 – point 4 – point c
Article 4 – paragraph 1 – point 4 – point c
(c) a vehicle of category M3, N2 or N3, as defined in Table 3 in the Annex, classified under Article 2(1) of Directive 2014/94/EU as operating with alternative fuels, including hybrid vehicles using electricity in only certain parts of their operation.
Amendment 195 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 1 – point 4 – point c
Article 4 – paragraph 1 – point 4 – point c
(c) a vehicle of category M3, N2 or N3 as defined in Table 3 in the Annex that is powered by alternative fuels as defined in point (1) of the first paragraph of Article 2 of Directive 2014/94/EU, including hybrid vehicles in which electricity is used only for part of the operational use of the vehicle.
Amendment 201 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 1 – point 4 a (new)
Article 4 – paragraph 1 – point 4 a (new)
4a. a vehicle retrofitted to clean vehicle standard with an engine retrofitted to the standard of a clean vehicle as defined in point 4 of the first paragraph of this Article.
Amendment 224 #
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
1. Member States shall ensure that purchase, lease, rent or hire-purchase or retrofitting to clean or zero-emission vehicle standard of road transport vehicles, and public service contracts on public passenger transport by road and rail and public service contracts as referred to in Article 3 of this Directive comply with the minimum procurement targets for light- duty vehicles referred to in table 4 of the Annex and for heavy-duty vehicles referred to in Table 5 in the Annex . An increase in the number of underground lines, trams and suburban rail lines can also be counted towards achieving the quota in Table 5 of Annex 1.
Amendment 251 #
Proposal for a directive
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Directive 2009/33/EC
Article 5 a (new)
Article 5 a (new)
(5a) Article 5a Financial resources 1. Member States should make sufficient funds available to purchase clean road vehicles and promote the installation of the associated infrastructure. These funds should be made available after a thorough evaluation of the need of public institutions for funding and should correspond to the public procurement objectives. 2. The EU should make additional funding opportunities available in order to promote greater use of clean vehicles and the installation of the associated infrastructure in the Member States. 3. The Member States should continue to look for opportunities to reduce the financial burden of introducing clean road vehicles, for example by means of tax relief.
Amendment 304 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 3
Annex – table 3
Amendment 331 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 5
Annex – table 5
Table 5: Minimum target for the share of heavy-duty vehicles in accordance with table 3 in the total public procurement of heavy-duty vehicles at Member State level* Member State Trucks Buses From 2025 From 2030 From 2025 2030 From 2030 Luxembourg 10% 15% 50% 75% Sweden 10% 15% 50% 75% Denmark 10% 15% 50% 75% Finland 9% 15% 46% 69% Germany 10% 15% 50% 75% France 10% 15% 48% 71% United Kingdom 10% 15% 50% 75% Netherlands 10% 15% 50% 75% Austria 10% 15% 50% 75% Belgium 10% 15% 50% 75% Italy 10% 15% 50% 75% Ireland 10% 15% 50% 75% Spain 10% 14% 50% 75% Cyprus 10% 13% 50% 75% Malta 10% 15% 50% 75% Portugal 8% 12% 40% 61% Greece 8% 10% 38% 57% Slovenia 7% 9% 33% 50% Czech Republic 9% 11% 46% 70% Estonia 7% 9% 36% 53% Slovakia 8% 9% 39% 58% Lithuania 9% 8% 47% 70% Poland 7% 9% 37% 56% Croatia 6% 7% 32% 48% Hungary 8% 9% 42% 63% Latvia 8% 9% 40% 60% Romania 6% 7% 29% 43% Bulgaria 8% 7% 39% 58% * Vehicles with zero-emissions at tailpipe or vehicles using natural gas provided they are fully operated on bio-methane, which should be demonstrated by a contract to procure bio-methane or other means of accessing bio-methane, shall be counted as 1 vehicle contributing to the mandate. This counting is abandoned in case of those Member States where the minimum procurement mandate exceeds 50% of the overall volume of public procurement, with a cut- off at the 50% mark. All other vehicles that meet the requirements of Table 2 in this annex shall be counted as 0.5 vehicle contributing.