70 Amendments of Jutta PAULUS related to 2022/0347(COD)
Amendment 55 #
Proposal for a directive
Recital 2 a (new)
Recital 2 a (new)
(2a) In December 2020, the Commission presented its Sustainable and Smart Mobility Strategy, advocating for increasing the modal shares of collective transport, walking and cycling, as well as automated, connected and multimodal mobility, in order to significantly lower pollution and congestion from transport, especially in cities, and improve the health and well-being of citizens.
Amendment 56 #
Proposal for a directive
Recital 2 b (new)
Recital 2 b (new)
(2b) In the 2005 impact assessment prior to the proposal of the current Ambient Air Quality directive, the Commission assessed the direct costs of complying with their proposal for the directive at between €5 and €8 billion, and the monetised health benefits at between €37 to €119 billion per annum in 2020, thereby concluding that benefits of the air quality policy greatly exceeded implementation cost.
Amendment 57 #
Proposal for a directive
Recital 3 a (new)
Recital 3 a (new)
(3a) The European Parliament had proposed 2022 as the European Year of Greener Cities, in order to create a culture of appreciation of green spaces and clean air as an important aspect, yet often underestimated, of quality of life for European citizens. Expanding green infrastructure in urban communities would improve everyday life particularly for those affected by asthma and other airway diseases as plants can filter pollutants from the air. Encouraging urban development in this regard has to go hand in hand with initiatives to reduce urban road traffic, and promote and invest in public transport, as in average a 60% of public space is occupied by private cars only, although those are 95% of the time idle. Hence most of this ill used space could be greened and serve social purposes.
Amendment 58 #
Proposal for a directive
Recital 4
Recital 4
(4) The Zero Pollution Action Plan also sets out a vision for the year 2050, where air pollution is reduced to levels no longer considered harmful to health and natural ecosystems. To this end, a staged approach towards setting current and future EU air quality standards should be pursued, establishing intermediate air quality standards for the year 2030 and beyond, and developing a perspective for alignment with the WHO Air Quality Guidelines by the year 2050 at the latest based on a regular review mechanism to take into account the latest scientific understanding. Gensuring the full alignment of EU air quality standards with the WHO Air Quality Guidelines as soon as possible in the short- to medium-term, based on a regular review mechanism to take into account the latest scientific understanding. Since transport emissions are the main source for air pollution in urban and coastal environment and given the links between pollution reduction and decarbonisation, the long-term objective to achieve the zero pollution ambition should be pursued hand in hand with reduction of greenhouse gas emissions as set by Regulation (EU) 2021/1119 of the European Parliament and of the Council42 . __________________ 42 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1–17).
Amendment 63 #
Proposal for a directive
Recital 4 a (new)
Recital 4 a (new)
(4a) In September 2021, the World Health Organization (WHO) released new Air Quality Guidelines, based on a comprehensive synthesis of the scientific evidence on health effects of air pollution. This Directive takes into account the latest scientific understanding on the need to fully align the Union air quality standards with the most recent WHO guidelines in order to fulfil the overall objectives of the Zero Pollution Action Plan.
Amendment 67 #
Proposal for a directive
Recital 5
Recital 5
(5) In taking the relevant measures at Union and national level to achieve the zero pollution objective for air pollution, Member States, the European Parliament, the Council and the Commission should be guided by the ‘precautionary principle’ and the ‘polluter pays principle’ established in the Treaty on the Functioning of the European Union, and the ‘do no harm’ principle of the European Green Deal. They should, inter alia, take into account: the contribution of improved air quality to public health, the quality of the environment, the well-being of citizens, the prosperity of society, employment and the competitiveness of the economy; the energy transition, strengthened energy security and the tackling of energy poverty; food security and affordability; the development of sustainable and smart mobility and the modal shift towards such transport solutions; the impact of behavioural changes; fairness and solidarity across and within Member States, in light of their economic capability, national circumstances, such as the specificities of islands, and the need for convergence over time; the need to make the transition just and socially fair through appropriate education and training programmes, since poor and vulnerable people are disproportionately affected by pollution; best available and most recent scientific evidence, in particular the findings reported by the WHO; the need to integrate air pollution related risks into investment and planning decisions; cost- effectiveness and technological neutrality in achieving air pollutant emission reductions; and progression over time in environmental integrity and level of ambition.
Amendment 70 #
Proposal for a directive
Recital 6 a (new)
Recital 6 a (new)
(6a) Relevant EU transport legislation such as European vehicle emission standards is instrumental to further reduce ambient air pollution from the transport sector and should be aligned with the objectives under the European Green Deal and the Zero Pollution Action Plan. This is important to stop the negative impact of road transport emissions for respiratory diseases and other major health problems and the direct causality between long-term road traffic exposure and respiratory diseases eventually causing death.
Amendment 71 #
Proposal for a directive
Recital 6 b (new)
Recital 6 b (new)
Amendment 74 #
Proposal for a directive
Recital 11
Recital 11
(11) It is important that pollutants of emerging concern, such as ultrafine particles, black carbon, and elemental carbon, as well as ammonia and the oxidative potential of particulate matter, be monitored in order to support further scientific understanding of their effects on health and the environment, as recommended by the WHO.
Amendment 79 #
Proposal for a directive
Recital 16
Recital 16
(16) Scientific evidence shows that sulphur dioxide, nitrogen dioxide and oxides of nitrogen, particulate matter, lead, benzene, carbon monoxide, arsenic, cadmium, nickel, some polycyclic aromatic hydrocarbons and ozone are responsible for significant negative impacts on human health . Impact on human health and the environment occurs via concentrations in ambient air f adverse health effects in humans which can result in premature death and in particular affect vulnerable groups. Emissions and concentrations of these pollutant substances in ambient air stem from multiple sources, but the most abundant ones come from the transport sector, and have detrimental impact on human health and the environment.
Amendment 80 #
Proposal for a directive
Recital 18
Recital 18
(18) The average exposure of the population to the pollutants with the highest documented impact on human health, fine particulate matter (PM2.5) and nitrogen dioxide (NO2), should be reduced based on WHO recommendations. In 2020, road transport was the principal source of these pollutants, responsible for 37 % of nitrogen oxides emissions and 40 % of PM 2.5 emissions1a. To this end, an average exposure reduction obligation should be introduced for these pollutants, in addition to limit values. __________________ 1a https://www.eea.europa.eu/en/topics/in- depth/air-pollution
Amendment 81 #
Proposal for a directive
Recital 19
Recital 19
(19) The Fitness Check of the Ambient Air Quality Directives (Directives 2004/107/EC and 2008/50/EC)45 has shown that limit values are more effective in bringing down pollutant concentrations than target values. With the aim of minimising harmful effects on human health, paying particular attention to vulnerable groups, including workers in the transport sector, people living in heavily trafficked neighbourhoods and sensitive populations, and the environment limit values should be set for the concentration of sulphur dioxide, nitrogen dioxide, particulate matter, black carbon, lead, benzene, carbon monoxide, arsenic, cadmium, nickel and polycyclic aromatic hydrocarbons in ambient air . Benzo(a)pyrene should be used as a marker for the carcinogenic risk of polycyclic aromatic hydrocarbons in ambient air. __________________ 45 Fitness check of the Ambient Air Quality Directives of 28 November 2019 (SWD(2019) 427 final).
Amendment 87 #
Proposal for a directive
Recital 28
Recital 28
(28) The risk posed by air pollution to vegetation and natural ecosystems is most important in places away from urban areas since urban pollution is drifting to rural areas, in addition to pollution through motorways and airports in rural vicinities. The assessment of such risks and the compliance with critical levels for the protection of vegetation should therefore focus on places away from built-up areas. This assessment should take into account and complement requirements under Directive 2016/2284/EU to monitor the impacts of air pollution on terrestrial and aquatic ecosystems, and to report such impacts.
Amendment 88 #
Proposal for a directive
Recital 28 a (new)
Recital 28 a (new)
(28a) Air pollutants emitted from the transport sector pose a particular risk to the health of people living in urban areas and near transport hubs. Therefore, Member States and the relevant regional and local authorities should consider implementing Sustainable Urban Mobility Plans and invest in zero-emission technologies and measures enabling a shift towards active, public and sustainable transport systems aimed to reducing air pollution and road congestion, especially in urban areas where petrol and particularly diesel cars have the greatest detrimental impact on air quality.
Amendment 89 #
Proposal for a directive
Recital 28 b (new)
Recital 28 b (new)
(28b) Air pollution from maritime transport is responsible for over 50 000 deaths annually in the EU1a. It is therefore of utmost urgency to reduce these emissions as, unlike cars and trucks, ships do not have to fulfil emission standards outside emission control areas, and inside emission control areas, emission standards are much weaker than for road transport. Member States should take appropriate and effective measures to reduce air pollution in port and in port cities, in order to ensure an adequate protection of the health of residents and port workers. __________________ 1aBrandt, J., Silver, J. D., and Frohn, L. M., ‘Assessment of Health-Cost Externalities of Air Pollution at the National Level using the EVA Model System. CEEH Scientific Report No 3’, 2011.
Amendment 90 #
Proposal for a directive
Recital 28 c (new)
Recital 28 c (new)
(28c) The impact of maritime transport, particularly sulphur dioxide emissions, on the environment and on coastal communities, both in terms of ecosystem damage and public health could be alleviated with a comprehensive electrification of short-distance and urban maritime transport, in addition to zero- emission-requirements and infrastructure at berth.
Amendment 91 #
Proposal for a directive
Recital 28 d (new)
Recital 28 d (new)
(28d) For the Mediterranean, implementation of a SECA zone was agreed at IMO level recently. While sulphur dioxide pollution is the most detrimental part of exhausts of maritime transport, NOx should not be forgotten. The European Union should therefore work further at IMO level to succeed in declaring the Mediterranean a NECA zone. NECA zones are effective in decreasing air pollution as the experience from North and Baltic Sea shows.
Amendment 92 #
Proposal for a directive
Recital 28 e (new)
Recital 28 e (new)
(28e) Vehicle emissions are not limited to CO2, NOx and PM tailpipe emissions. PM is produced also from tyre and brake wear, as well as road wear. It is therefore important to adopt an EU-wide daily limit on particulate matter; this daily limit, as well as all the other limit values, should be in line with the World Health Organisation’s guidelines on air quality.
Amendment 94 #
Proposal for a directive
Recital 29
Recital 29
(29) Contributions from natural sources can be assessed but cannot be controlled. Therefore, where natural contributions to pollutants in ambient air can be determined with sufficient certainty, and where exceedances are due in whole or in part to these natural contributions, these may, under the conditions laid down in this Directive, be subtracted when assessing compliance with air quality limit values and average exposure reduction obligations . Contributions to exceedances of particulate matter limit values attributable to winter-sanding or winter -salting of roads may also be subtracted in exceptional circumstances when assessing compliance with air quality limit values provided that reasonable measures have been taken to lower concentrations.
Amendment 95 #
Proposal for a directive
Recital 30
Recital 30
(30) For zones where conditions are particularly difficult, it should be possible to postpone the deadline for compliance with the air quality limit values in cases where, notwithstanding the implementation of all appropriate pollution abatement measures, acute compliance problems exist in specific zones and agglomerations. Any postponement for a given zone or agglomeration should be accompanied by a comprehensive plan to be assessed by the Commission to ensure compliance by the revised deadline.
Amendment 98 #
Proposal for a directive
Recital 31
Recital 31
(31) Air quality plans should be developed and updated for zones within which concentrations of pollutants in ambient air exceed the relevant air quality limit values , ozone target values or average exposure reduction obligations . A, paying particular attention to the transport sector as air pollutants are emitted from many different sources and activities, but the transport sector is one of the biggest contributors. To ensure coherence between different policies, such air quality plans should where feasible be consistent with plans and programmes prepared pursuant to Directive 2010/75/EU 2001/80/EC of the European Parliament and of the Council48 , Directive (EU) 2016/2284, and Directive 2002/49/EC of the European Parliament and of the Council49 . __________________ 48 Directive 2010/75/EU of the European Parliament and of the Council of 24 November 2010 on industrial emissions (integrated pollution prevention and control) (OJ L 334, 17.12.2010, p. 17). 49 Directive 2002/49/EC of the European Parliament and of the Council of 25 June 2002 relating to the assessment and management of environmental noise (OJ L 189, 18.7.2002, p. 12.)
Amendment 101 #
Proposal for a directive
Recital 33
Recital 33
(33) Action plans should be drawn up indicating the measures to be taken in the short term where there is a risk of an exceedance of one or more alert thresholds in order to reduce that risk and to limit its duration. When the risk applies to one or more limit values or target values, Member States may, where appropriate, draw up such short-term action plans.
Amendment 111 #
Proposal for a directive
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Directive sets out a zero pollution objective for air quality, so that within the Union air quality is progressively improved to levels no longer considered harmful to human health and natural ecosystems, as defined by the most up-to date scientific evidence, thus contributing to a toxic-free environment at the latest by 2050.
Amendment 115 #
Proposal for a directive
Article 1 – paragraph 2
Article 1 – paragraph 2
2. This Directive sets intermediate limit values, target values, average exposure reduction obligations, average exposure concentration objectives, critical levels, information thresholds, alert thresholds and long-term objectives (‘air quality standards’) to be met as soon as possible and by the year 2030 at the latest, and regularly reviewed thereafter in accordance with Article 3.
Amendment 118 #
Proposal for a directive
Article 1 – paragraph 3 a (new)
Article 1 – paragraph 3 a (new)
3a. Finally, this Directive protects the individual rights to breathe clean and healthy air stemming from the Charter of Fundamental Rights of the European Union, and reduces health inequalities by protecting sensitive population and vulnerable groups from polluted air.
Amendment 123 #
Proposal for a directive
Article 3 – paragraph 2 – subparagraph 3 – introductory part
Article 3 – paragraph 2 – subparagraph 3 – introductory part
For the purposes of the review, the Commission shall commission to the WHO 5-year reviews and take into account, inter alia, the following:
Amendment 125 #
Proposal for a directive
Article 3 – paragraph 2 – subparagraph 3 – point d
Article 3 – paragraph 2 – subparagraph 3 – point d
(d) progress made in implementing national and Union reduction measures for pollutants and improving air quality.,
Amendment 127 #
Proposal for a directive
Article 3 – paragraph 4
Article 3 – paragraph 4
4. Where the Commission considers it appropriate, as a result of the review, and in particular where the latest review of WHO Air Quality Guidelines finds health effects of pollutant concentrations that are below the current limit values, it shall present a proposal to revise air quality standards or to cover other air pollutants, in line with the non-regression principle.
Amendment 129 #
Proposal for a directive
Article 4 – paragraph 1 – point 24 a (new)
Article 4 – paragraph 1 – point 24 a (new)
(24a) ‘traffic location’ means a place whose pollution level is determined predominantly by the emissions from nearby traffic (roads, motorways, highways, airports, ports);
Amendment 130 #
Proposal for a directive
Article 4 – paragraph 1 – point 24 b (new)
Article 4 – paragraph 1 – point 24 b (new)
(24b) ‘industrial location’ means a place whose pollution level is influenced predominantly by emissions from nearby single industrial sources or industrial areas with many sources. An ‘industry source’ is to be interpreted widely in this context and shall include but not be limited to sources of power generation, incinerators, waste treatment plants and ports;
Amendment 131 #
Proposal for a directive
Article 4 – paragraph 1 – point 24 c (new)
Article 4 – paragraph 1 – point 24 c (new)
(24c) ‘residential location’ means a place whose predominant use is residential, and whose concentration levels are higher than urban background locations as a result of the choice of residential heating sources in the area.
Amendment 132 #
Proposal for a directive
Article 4 – paragraph 1 – point 28
Article 4 – paragraph 1 – point 28
(28) ‘average exposure indicator’ means an average level determined on the basis of measurements at urban background, traffic, industrial, and residential locations throughout the territorial unit at NUTS 1 level as described in Regulation (EC) No 1059/2003, or, if there is no urban area located in that territorial unit, at rural background locations, and which reflects population exposure, used to check whether the average exposure reduction obligation and the average exposure concentration objective for that territorial unit have been met ; the average is weighted taking into account the population which each sampling point is representative of;
Amendment 143 #
Proposal for a directive
Article 8 – paragraph 6
Article 8 – paragraph 6
6. To assess the contribution of benzo(a)pyrene in ambient air, each Member State shall monitor other relevant polycyclic aromatic hydrocarbons at a limited number of sampling points . These compounds shall include at least: benzo(a)anthracene, benzo(b)fluoranthene, benzo(j)fluoranthene, benzo(k)fluoranthene, indeno(1,2,3- cd)pyrene, and dibenz(a,h)anthracene. Sampling points for these polycyclic aromatic hydrocarbons shall be co-located with sampling points for benzo(a)pyrene and shall be selected in such a way that geographical variation and long-term trends can be identified.
Amendment 144 #
Proposal for a directive
Article 8 – paragraph 7
Article 8 – paragraph 7
7. In addition to monitoring required under Article 10, Member States shall, where applicable, monitor monitor black carbon and ultrafine particles levels in accordance with Point D of Annex III and Section 3 of Annex VII. When setting up sampling points for ultrafine particles, locations where high concentrations are to be expected, such as airports, shall be prioritised.
Amendment 146 #
Proposal for a directive
Article 9 – paragraph 3 – point a
Article 9 – paragraph 3 – point a
(a) indicative measurements and modelling provide sufficient information for the assessment of air quality with regard to limit values , ozone target values, critical levels, information thresholds and alert thresholds, as well as adequate information for the public , in addition to the one provided by the fixed sampling points ;
Amendment 148 #
Proposal for a directive
Article 10 – paragraph 6 – point a
Article 10 – paragraph 6 – point a
(a) fixed measurements of sulphur dioxide (SO2), carbon monoxide (CO), methane (CH4), particulate matter (PM10 and PM2.5), nitrogen dioxide (NO2), ozone (O3), black carbon (BC), ammonia (NH3) and ultrafine particles (UFP).
Amendment 149 #
Proposal for a directive
Article 10 – paragraph 6 – point c
Article 10 – paragraph 6 – point c
(c) fixed or indicative measurements of arsenic, cadmium, nickel, total gaseous mercury, benzo(a)pyrene and the other polycyclic aromatic hydrocarbons referred to in Article 8(6), and of the total deposition of arsenic, cadmium, mercury, nickel, benzo(a)pyrene and the other polycyclic aromatic hydrocarbons referred to in Article 8(6), irrespective of concentration levels.
Amendment 152 #
Proposal for a directive
Article 15 – paragraph 1
Article 15 – paragraph 1
1. The alert thresholds for concentrations of sulphur dioxide, nitrogen dioxide , and particulate matter (PM10 and PM2.5), carbon monoxide, arsenic, cadmium, nickel and benzo(a)pyrene in ambient air shall be those laid down in Section 4, Point A of Annex I.
Amendment 153 #
Proposal for a directive
Article 15 – paragraph 2
Article 15 – paragraph 2
2. The alert threshold and information threshold for sulphur dioxide, and nitrogen dioxide, and particulate matter (PM10 and PM2.5), carbon monoxide, arsenic, cadmium, nickel, benzo(a)pyrene and ozone shall be that laid down in Section 4, Point B, of Annex I.
Amendment 158 #
Proposal for a directive
Article 17 – paragraph 1
Article 17 – paragraph 1
1. Member States may , for a given year, identify zones within which limit values for PM10 are exceeded in ambient air due to the re-suspension of particulates following winter-sanding or winter -salting of roads, pavements and bike paths.
Amendment 164 #
Proposal for a directive
Article 19 – paragraph 2 – subparagraph 2
Article 19 – paragraph 2 – subparagraph 2
Where exceedances of the ozone target value persist during the fifththird calendar year after the establishment of the air quality plan in the relevant NUTS 1 territorial unit, Member States shall update air quality plan and the measures therein, and take additional and more effective measures, in the subsequent calendar year to keep the exceedance period as short as possible.
Amendment 165 #
Proposal for a directive
Article 19 – paragraph 3 – subparagraph 2
Article 19 – paragraph 3 – subparagraph 2
Where exceedances of the average exposure reduction obligation persist during the fifththird calendar year after the establishment of the air quality plan, Member States shall update the air quality plan and the measures therein, and take additional and more effective measures, in the subsequent calendar year to keep the exceedance period as short as possible.
Amendment 172 #
Proposal for a directive
Article 20 – paragraph 2
Article 20 – paragraph 2
2. When drawing up the short-term action plans referred to in paragraph 1 Member States may, depending on the individual case, provide for effective measures to control and, where necessary, temporarily suspend activities which contribute to the risk of the respective limit values or target values or alert threshold being exceeded. Depending on the share of the main pollution sources to the exceedances to be addressed, those short- term action plans shall consider including measures in relation to transport , construction works, industrial installations and the use of products and domestic heating. Specific actions aiming at the protection of sensitive population and vulnerable groups, including children, and transport workers particularly exposed to air pollution shall also be considered in the framework of those plans.
Amendment 179 #
Proposal for a directive
Article 22 – paragraph 2
Article 22 – paragraph 2
2. Member States shall establish an air quality index covering sulphur dioxide, nitrogen dioxide, particulate matter (PM10 and PM2.5) and ozone, and make it available through a public source providing an hourly update. The air quality index shall consider the recommendations by the WHO and build on the air quality indices at European scale provided by the European Environmental Agency. By [1 year from the entry into force of this Directive], Member States shall make available through a public source providing an hourly updates per measuring station establish an air quality index covering sulphur dioxide, nitrogen dioxide, particulate matter (PM10 and PM2.5), carbon monoxide, arsenic, cadmium, nickel, benzo(a)pyrene, ammonia, mercury, ultrafine particles, black carbon and ozone, and make it available through a public source providing an hourly update using a template provided by the Commission. By [6 months from the entry into force of this Directive], the Commission shall adopt delegated acts in accordance with Article 24 to establish a template for the air quality index. The template for the air quality index shall have a colour coding based on the latest recommended maximum pollutant concentration levels by the WHO, assign colours from yellow to red to concentration levels above the latest WHO maximum concentration levels and build on the air quality indices at European scale provided by the European Environmental Agency. The template for the air quality index shall also include information on the health impacts of air pollution from different concentration levels of each pollutant on the general population and on sensitive population and vulnerable groups, description of likely symptoms linked to exposure, recommend precautions to be taken broken down into precautions to be taken by the general population and vulnerable groups, to avoid exposure to air pollutants and to relieve the symptoms once exposure as happened. Such information shall be based on most up-to-date science. The Commission shall adapt the template as soon as new WHO recommended maximum pollutant concentration levels and new scientific information on health impacts and precautions become available.
Amendment 186 #
Proposal for a directive
Article 29 – paragraph 3 a (new)
Article 29 – paragraph 3 a (new)
3a. Revenues from transport related penalties shall be spent for measures to encourage the roll-out of e-charging and other fully additional renewable energy- based alternative fuels, measures that encourage modal shift towards public transport use and discourage car commuting, increased investment in sustainable public transport and active mobility, infrastructure for active and zero emission transport modes and demand-related measures.
Amendment 188 #
Proposal for a directive
Annex I – Section 1– table 1
Annex I – Section 1– table 1
Amendment 190 #
Proposal for a directive
Annex II – Section 1– table
Annex II – Section 1– table
Amendment 192 #
Proposal for a directive
Annex III – Part A – point 1 – paragraph 5
Annex III – Part A – point 1 – paragraph 5
For each zone, the minimum number of sampling points for fixed measurements set out in the tables in this point shall include at least 1 background location sampling point and 1 sampling point in the area with the highest concentrations according to Point B, of Annex IV provided this does not increase the number of sampling points. For sulphur dioxide, nitrogen dioxide, particulate matter, benzene and carbon monoxide, this shall include at least 1 sampling point focused on measuring contribution from transport emissions. However, in the cases where there is only 1 sampling point required, this shall be in the area with the highest concentrations to which the population is likely to be directly or indirectly exposed.
Amendment 196 #
Proposal for a directive
Annex IV – Part B – point 2 – point a – point i
Annex IV – Part B – point 2 – point a – point i
(i) concentration levels in the areas within zones with the highest concentrations to which the population is likely to be directly or indirectly exposed for a period which is significant in relation to the averaging period of the limit value(s), including in the vicinity of all pollution hotspots such as industries, farms, airports and ports,
Amendment 198 #
Proposal for a directive
Annex IV – Part B – point 2 – point b a (new)
Annex IV – Part B – point 2 – point b a (new)
(ba) urban traffic locations shall be located in such a way as to provide data on the streets where the highest concentrations occur, taking into consideration traffic volume (at least 10,000 vehicles per day or representing the largest traffic density in the zone), local dispersion conditions and spatial land use (e.g. in street canyons);
Amendment 200 #
Proposal for a directive
Annex IV – Part B – point 2 – point f
Annex IV – Part B – point 2 – point f
(f) where contributions from industrial sources, farms, ports orand airports are to be assessed, at least 1 sampling point shall be installed downwind of the source in the nearest residential area and at least 1 sampling point shall be installed so that the air sampled is representative of the quality of the air breathed by the population working in and around industrial sites, farms, ports and airports, without prejudice to Article 4(1). Where the background concentration is not known, an additional sampling point shall be situated within the main wind direction. The sampling points shall be sited such that the application of BAT can be monitored;
Amendment 204 #
Proposal for a directive
Annex IV – Part C – paragraph 1 – point e
Annex IV – Part C – paragraph 1 – point e
(e) for all pollutants, sampling probes shall be at leastno more than 5m from the kerbside; the location of the sampling point should be less than 25 m from the edge of major junctions and no more than 10 m from the kerbsideor it could imply an over- or underestimation of concentrations and lead to the measurement of a very small micro- environment that is not representative of the levels along that road segment; for the purposes of this point, a ‘kerbside’ means the line that separates motorised traffic from other areas; a ‘major junction’ means a junction which interrupts the traffic flow and causes different emissions (stop&go) from the rest of the road;
Amendment 208 #
Proposal for a directive
Annex IV – Part D – point 3
Annex IV – Part D – point 3
3. The documentations shall include reports explaining the reasons for the network design, in particular: (a) the reasons for selecting sites representative of the highest pollution levels in the zone for each pollutant; (b) the reasons for selecting sites representative of the general population exposure; and (c) any deviation from the micro-scale siting criteria, their underlying reasons and the likely impact on measured levels.
Amendment 212 #
Proposal for a directive
Annex VI – Part B – point 2
Annex VI – Part B – point 2
2. The Commission mayshall require Member States to prepare and submit a report on the demonstration of equivalence in accordance with point 1.
Amendment 214 #
Proposal for a directive
Annex VIII – Part A – point 4 a (new)
Annex VIII – Part A – point 4 a (new)
4a. Where the transport sector is part of the emission sources responsible for pollution referred to under point (a), the relevant information provided under points (a-d) shall be broken down and reported per mode of transport if possible.
Amendment 216 #
Proposal for a directive
Annex VIII – Part A – point 5 – point b a (new)
Annex VIII – Part A – point 5 – point b a (new)
(ba) for air quality plans under Article 19(2), detailed reasons to explain how the plan sets out all appropriate measures, so that the exceedance period can be kept as short as possible, including the following: (i) where the start date for implementation of a measure is later than 6 months from the date of adoption of the air quality plan, an explanation of the reasons why an earlier start date is not possible; (ii) where the analysis pursuant to point 4a has identified measures that would have greater impacts in improving air quality, but they have not been selected for adoption, an explanation of the reasons why adoption of such measures is impossible and evidence that the selected measures will achieve at least an equivalent reduction in emissions and concentrations.
Amendment 223 #
Proposal for a directive
Annex VIII – Part A – point 7 – point d a (new)
Annex VIII – Part A – point 7 – point d a (new)
(da) data on existing and planned zero- emission zones;
Amendment 224 #
Proposal for a directive
Annex VIII – Part A – point 7 – point d b (new)
Annex VIII – Part A – point 7 – point d b (new)
(db) where applicable, data relevant for the reductions of emissions and pollutant concentrations contained in Sustainable Urban Mobility Plans, as established in COM/2013/0913;
Amendment 225 #
Proposal for a directive
Annex VIII – Part A – point 8 – point b
Annex VIII – Part A – point 8 – point b
(b) estimate of impact on emission reduction and pollutant concentrations of measures from the previous air quality plan.;
Amendment 226 #
Proposal for a directive
Annex VIII – Part A – point 8 – point b a (new)
Annex VIII – Part A – point 8 – point b a (new)
(ba) estimate of impact of measures to reduce emissions and pollutant concentrations in the transport sector.
Amendment 229 #
Proposal for a directive
Annex VIII – Part B – point 2 – point b a (new)
Annex VIII – Part B – point 2 – point b a (new)
(ba) reduction of emissions from road, maritime, and air transport through the use of renewable alternative fuels and deployment of alternative fuels infrastructure, as well as the use of economic incentives to accelerate their take-ups;
Amendment 231 #
Proposal for a directive
Annex VIII – Part B – point 2 – point b b (new)
Annex VIII – Part B – point 2 – point b b (new)
(bb) reduction of transport emissions through investments in an extensive cycling infrastructure, particularly in urban areas, in order to ensure the safety of all vulnerable road users and increase its attractiveness as an efficient and healthy commuting mode. Ensuring smooth inter-modality between rail and cycling in order to offer sustainable rural- urban commuting; encourages in this sense also the expansion of the EuroVélo network
Amendment 237 #
Proposal for a directive
Annex VIII – Part B – point 2 – point c
Annex VIII – Part B – point 2 – point c
(c) procurement by public authorities, in line with the handbook on environmental public procurement, of zero emissions road vehicles, fuels and combustion equipment to reduce emissions;
Amendment 238 #
Proposal for a directive
Annex VIII – Part B – point 2 – point d
Annex VIII – Part B – point 2 – point d
(d) measures to limit transport emissions through traffic planning and management, (including at least: i) congestion pricing, differentiated parking fees or other economic incentives; establishing urban vehicles access restrictions schemes, including low emission zones); road pricing and mileage-based user fees; ii) parking fees on all public land or other economic incentives to reduce unnecessary mobility by car and with differentiated fees for polluting and zero- emission vehicles; iii) establishing urban vehicles access restrictions schemes, including low emission zones in line with the most recent Euro standard, and zero-emission zones; iv) establishing traffic appeasement through measures such as low-traffic neighbourhoods, super blocks and car free neighbourhoods; v) reducing street width for vehicles; vi) establishing car-free streets on weekends; vii) introducing speed limits of 30 km per hour; viii) ‘last mile’ zero (exhaust) emission delivery arrangements; ix) implementing shared bicycle schemes with a comprehensive network, with a particular emphasis on most vulnerable areas. iix) promoting car sharing and carpooling.
Amendment 239 #
Proposal for a directive
Annex VIII – Part B – point 2 – point e
Annex VIII – Part B – point 2 – point e
(e) measures to encourage a shift towards less polluting forms of transport; modal shift from private vehicles towards active mobility and less polluting forms of transport (e.g. walking, cycling, public transport), including at least: i) extending the public transport network and electrifying buses and rail; ii) simplifying access to public transport through digital and interconnected booking, introducing real-time passenger information for transit users; iii) creating park and ride schemes; iv) reducing the cost of public transport tickets or eliminating it altogether for certain sectors of the population; v) improving the infrastructure to create more space for people to walk and cycle safely; vi) planning for compact cities (e.g. 15- minute city); vii) economic incentives for the purchase of active and shared mobility solutions (e.g. bikes, e-bikes, e-scooters); viii) per-kilometre incentives for cycling and walking commute to work; ix) eliminating fiscal incentives for company vehicles; x) implementing shared bicycle schemes with a comprehensive network, with a particular emphasis on most vulnerable areas; xi) scrappage schemes for the most polluting vehicles;
Amendment 243 #
Proposal for a directive
Annex VIII – Part B – point 2 – point g
Annex VIII – Part B – point 2 – point g
(g) measure to ensure that lowzero emission fuels are given preference in small-, medium- and large-scale stationary sources and in mobile sources;
Amendment 244 #
Proposal for a directive
Annex VIII – Part B – point 2 – point h a (new)
Annex VIII – Part B – point 2 – point h a (new)
(ha) measures to reduce air pollution in hotspots, including in ports, establishing specific requirements for moored ships, boats and port traffic, while speeding-up on-shore power and electrification of ships and port working machinery;
Amendment 245 #
Proposal for a directive
Annex VIII – Part B – point 2 – point i
Annex VIII – Part B – point 2 – point i
(i) measures to protect the health of children or other sensitive population group, such as school streets with limited or no access for cars (200 m around schools), and measures to protect the health of other sensitive population and vulnerable groups, including pregnant women and people living with asthma or other respiratory or cardio- vascular conditions.
Amendment 246 #
Proposal for a directive
Annex VIII – Part B – point 2 – point i a (new)
Annex VIII – Part B – point 2 – point i a (new)
(ia) measures to reduce air pollution in hotspots, including in ports, notably through the deployment of on-shore power infrastructure for ships at berth;
Amendment 248 #
Proposal for a directive
Annex VIII a (new)
Annex VIII a (new)
Emergency measures to be considered for inclusion in the short-term action plans required under Article 20 1. Measures aimed at addressing the sources which contribute to the risk of the respective limit values or target values or alert threshold being exceeded: (a) restricting the circulation of private vehicles; (b) temporary free public transportation; (c) street cleaning;