62 Amendments of Claude TURMES related to 2017/0291(COD)
Amendment 35 #
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 2735 %, to make energy savings of at least 2735 %, 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)
Amendment 36 #
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 greenhouse gas emissions and air pollutant emissions from transport should be firmly on the path towards zero-emissionnet zero by mid- century at the latest. 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 initiativAccordingly, as of 2035 at the latest, only ultra-low emission vehicles should be placed on the market. However, greenhouse gas emissions in the transport sector already account for almost a quarter of total CO2 emissions in the Union and are continuing to rise. Between 1990 and 2016, emissions from transport in EU-28 increased by 25% compared to 1990 levels. Further estimates by the European Environment Agency had foreseen a continued increase by 2% between 2015 and 2016 making even more imperative the need for a drastic reduction of greenhouse gas emissions, in order to comply with the Paris Agreement, and for more ambitious policies and measures, including the use of public procurement of cleaultra-low emission vehicles. _________________ 21 COM( 2016) 501 final.
Amendment 42 #
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-ultra-low 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 glob. Such pollutants have been linked to numerous lung diseases and more than 400.000 premature deaths in Europe and generate health costs of between EUR 330 billion and EUR 940 billion, equivalent to 3 % to 9 % of the Union’s GDP. In order to reduce air and noise pollution and meet the EU Air Quality standards in urban and rural markets for low- and zero-eas, concrete and ambitious policies and measures, including the use of public procurement of ultra-low emission vehicles, are needed.
Amendment 47 #
Proposal for a directive
Recital 5 a (new)
Recital 5 a (new)
(5a) An increasing penetration of ultra- low emission vehicles also entails a reduction of oil demand and hence reduced fuel import costs as well as increased security of supply. The transport sector accounts for two-thirds of the Union’s final demand for oil and petroleum products of which 88% are imported, from mostly instable regions. Energy efficiency and the use of renewable energy sources are key to achieving sustainable mobility. A switch to electric vehicles powered fully by renewable electricity implies significant energy efficiency gains. In comparison with conventional cars, electric vehicles are 2.5 times more efficient.
Amendment 53 #
Proposal for a directive
Recital 5 b (new)
Recital 5 b (new)
(5b) The procurement of ultra-low emission and energy-efficient vehicles can leverage the development of the infrastructure necessary for the smart charging of electric vehicles. Combining requirements for electro-mobility concerning the pre-equipment of parking spaces and the installation of charging points, as required by the Energy Performance of Buildings Directive [as amended by COM (2016)0765], with requirements for the procurement of ultra-low emission vehicles, is an effective way to promote electric vehicles while allowing further developments at reduced costs in the medium to long-term as well as increasing consumer acceptance.
Amendment 54 #
Proposal for a directive
Recital 5 c (new)
Recital 5 c (new)
(5c) Market forecasts estimate that ultra-low emission vehicles, such as fully electric cars, will drop in price substantially and become highly competitive and even cheaper to run than conventional vehicles in the 2020s, in particular when taking into account the total cost of ownership, due to reduced cost of batteries but also other cost reductions that will transpire as a result of lower fuel costs and lower maintenance costs associated with running an electric vehicle.
Amendment 55 #
Proposal for a directive
Recital 5 d (new)
Recital 5 d (new)
(5d) While the Union is one of the leading regions for research and high- value eco-innovation, the Asia-Pacific Region is hosting the largest producers of buses and batteries. Similarly, global market developments in battery electric vehicles are driven by markets in China and the United States, which together account for approximately 60% of the global market, in comparison with 28% held by the EU. An ambitious EU policy framework is thus needed to stimulate innovation and further promote competitiveness and growth of the European industry in the increasing global markets for ultra-low emission vehicles and associated technology infrastructure.
Amendment 56 #
Proposal for a directive
Recital 5 e (new)
Recital 5 e (new)
(5e) The European battery market will be worth EUR 250 billion annually from 2025, as European battery cell demand is expected to amount to 200 GWh and could create 4-5 million new jobs in Europe. However, the lack of a domestic cell manufacturing base jeopardises the position of EU industrial customers. In order to overcome this competitive disadvantage and to establish a competitive battery cell manufacturing value chain in Europe centred on sustainable and responsible supply of raw materials, renewable energy based production process, recyclability and second use, EU institutions, Member States and local authorities need to act fast and collectively.
Amendment 58 #
Proposal for a directive
Recital 6
Recital 6
(6) The public sector is currently the largest consumer in the economy while government expenditure in works, goods and services represent around 14% of the EU GDP, accounting for roughly EUR 1.8 trillion annually. 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. _________________ 24 OJ L 94, 28.3.2014, p. 65 - 242. OJ L 94, 28.3.2014, p. 65 - 242. 25 OJ L 94, 28.3.2014, p. 243 – 374.
Amendment 62 #
(7) Directive 2009/33/EC complements the horizontal public procurement legislation of the Union and adds sustainability criteria, and thereby aims to stimulate the market for cleanultra-low and energy efficient road transport vehicles and associated infrastructure. The Commission carried out an ex-post evaluation of the Clean Vehicles Directive in 2015, which concluded that the Directive did not trigger market uptake of cleaultra-low emission vehicles across the Union, particular due to shortcomings in its provisions on scope and vehicle purchase. The impact on reducing greenhouse gas and air pollutant emissions and the impact on promoting industry competitiveness was found to have been very limited.
Amendment 65 #
(8) The Impact Assessment carried out underlines the benefits of changing the overall governance approach to cleaultra-low emission vehicle procurement at Union level. Setting minimum procurement targets can effectively reach the objective of impacting market uptake of cleaultra-low emission vehicles in comparison to relying on the internalisation of external cost into overall procurement decisions, while noting the relevance to consider environmental aspects in all procurement decisions. The medium and long-term benefits for European citizens and enterprises fully justify this approach insofar as it does not prescribe a specific technology to use for contracting authorities, entities and operators.
Amendment 71 #
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 requirements for contribute to a reduction of 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-ultra-low 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 as well as lorries for the post-2020 period26 . Action carried out under tThe amended Directive will also contribute to compliancethe deployment of alternative fuels infrastructure, as well as to compliance of vehicles with the requirements of the lateset standards of emissions of air pollutants and greenhouse gases. A more ambitious approach for public procurement can provide an important additional market stimulus. Hence, the accounting of CO2 emissions in this Directive should be based on a well-to-wheel approach capturing the entire value chain including efficiency and the full lifecycle of carbon emissions occurring in the fuel production process. Accordingly, in the case of electricity powered vehicles, where not based on renewable electricity, the average CO2 values of the respective Member States' electricity sector shall be counted. To this end, the Commission should develop by 1 July 2019 a standardised methodology taking account of the full emission life cycle capturing the entire value chain including efficiency and carbon emissions occurring in the fuel extraction or production process (well to-wheel) of vehicles. _________________ 26 COM(2017) 676 final
Amendment 73 #
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16a) In order to facilitate the increased uptake of ultra-low emission vehicles, the Commission should set up a publicly accessible Union platform for cross- border and joint procurement of ultra-low emission and energy-efficient road transport vehicles with the aim of bringing together contracting authorities, entities or operators interested in benefiting from economies of scale by procuring jointly technologies and infrastructure necessary for the decarbonisation of transport and reduction of air pollution. In order to facilitate the setting up and realisation of joint procurement agreements, the Commission should encourage the exchange of best practices, develop templates and provide technical assistance where requested by the parties concerned.
Amendment 75 #
Proposal for a directive
Recital 16 b (new)
Recital 16 b (new)
(16b) During the upcoming revision of Directive 2006/66/EC on batteries and accumulators and waste batteries and accumulators, the Commission should come forward with ambitious collection and recycling targets for automotive and industrial batteries and strengthen collection and recycling systems to ensure that the value of critical raw materials used in automotive and industrial batteries is kept within the economy, in line with the circular economy principles. Additionally, the Commission should come forward with a ‘Green batteries’ label for automotive and industrial batteries with 100% renewable energy based production that possess high power and high energy density, fast charging rates, low environmental impact and high recyclability.
Amendment 80 #
Proposal for a directive
Recital 10 b (new)
Recital 10 b (new)
(10b) Vehicles with zero emissions at the tail-pipe can also leave a significant environmental footprint due to the process of manufacture of the components and the level of recyclability. Therefore, ultra- high performance battery technologies with 100% renewable energy based production that possess high power and high energy density, fast charging rates, low environmental impact and high recyclability should receive a higher level of support in terms of achieving the minimum procurement targets set out in Tables 4 and 5 in the Annex. Research and development of those technologies should also be promoted in other policies of the Union.
Amendment 83 #
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) In order to achieve an improvement of air quality in municipalities, it is crucial to renew the transport fleet to clean vehicle standard. Furthermore, the principles of the circular economy require the extension of product life. Therefore, the retrofitting of vehicles to clean vehicle standard can also be counted towards achievement of the minimum procurement targets set out in Tables 4 and 5 in the Annex.
Amendment 93 #
Proposal for a directive
Recital 11
Recital 11
(11) LTwo and three wheelers, 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 futureUntil now CO2 standards for light commercial vehicles have been less ambitious than for passenger cars resulting in less efficient and innovative technologies than the state of the art. Similarly, given the longer lifetime of heavy-duty vehicles and in order to meet the requirements of the Paris Agreement, their transition to ultra-low emission technologies needs to be accelerated and ambitious targets to decarbonise those fleets should be set. The Impact Assessment further recognised that markets for low- and zero-ultra-low emission urban buses are characterised by increased market maturity, whereas markets for low- and zero-ultra-low emission trucks are at an earlier stage of market development.
Amendment 101 #
Proposal for a directive
Recital 12
Recital 12
(12) Setting minimum targets for clean vehicle procurement bynew procurement contracts of ultra-low emission vehicles by 2020, 2025 and by 2030 at Member State level should contribute to policy certainty for markets where investments in low- and zero-ultra-low 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 103 #
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. 'sustainable and recyclable battery' means a battery with 100% renewable energy based production that possesses high power and high energy density, fast charging rates, low environmental impact and high recyclability.
Amendment 107 #
Proposal for a directive
Recital 13
Recital 13
(13) The maximum impact can be achieved if public procurement of cleaultra- low emission 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.
Amendment 109 #
Proposal for a directive
Recital 13 a (new)
Recital 13 a (new)
(13a) The amended Directive should contribute to a reduction of greenhouse gas and air pollutant emissions, and to the promotion of clean public road transport. It should avoid discouraging the development of non-road clean transport such as trams and metro trains.
Amendment 114 #
Proposal for a directive
Recital 15
Recital 15
(15) Reporting on public procurement under this amended Directive should provide a clear market overview to enable effective monitoring of the implementation. It should start with an intermediate report in 2023 and continue with a first full report on the implementation of the minimum targets in 2026 and thereafter every three years. To minimise administrative burden on single public bodies and establish an effective market overview, simple reporting should be facilitated. The Commission will ensure full reporting for low- and zero-ultra-low emission and other alternative-fuel vehicles within the context of the Common Procurement Vocabulary of the Union. Specific codes in the Common Procurement Vocabulary will help the registration and monitoring under the Tender Electronic Daily Database.
Amendment 116 #
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EU
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
1a. The minimum procurement targets set out in Tables 4 and 5 in the Annex shall apply from the dates referred to in those tables and shall apply to all newly signed procurement contracts falling within the scope of this Directive. The date of completion of the public procurement procedure, by way of signature of the contract, shall be considered to be the date of the public procurement contributing to the mandate.
Amendment 117 #
Proposal for a directive
Recital 16
Recital 16
(16) Further support to market uptake of cleaultra-low emission vehicles can be achieved by providing targeted public support measures at national and Union level. This includes better exchange of knowledge and alignment of procurement to enable actions at a scale great enough for cost reductions and market impact. The possibility of public support in favour of promoting development of infrastructures necessary for the distribution of alternative fuels is recognised in the Guidelines on State aid for environmental protection and energy 2014-202027 . However, the rules of the Treaty, and in particular Articles 107 and 108 thereof, will continue to apply to such public support. _________________ 27 OJ C 200, 28.6.2014, p. 1. OJ C 200, 28.6.2014, p. 1.
Amendment 118 #
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16a) Whereas the procurement targets under the amended Directive are set at Member State level, local public authorities, entities and public transport operators are key actors as regards their implementation. Local circumstances in terms of governance, financial capability and risk structures, technologies, usage modes and geographies may vary significantly, while an increase in the cost or reduced offer of public transport, which would result in reduced attractiveness for public transport, should be definitely avoided. Therefore, affected stakeholders need to be able to resort to a robust ecosystem of financial support backing their efforts of renewing their public fleets and the roll-out of associated charging and electricity grid infrastructure.
Amendment 122 #
Proposal for a directive
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Directive 2009/33/EU
Article 5 a (new)
Article 5 a (new)
(5a) The following Article 5a is inserted: “Article 5a Hardware retrofitting 1. Where the objectives for ambient air quality laid down in Directive 2008/50/EC are not met, Member States shall establish a multi-level retrofitting platform gathering local authorities, business community and any other relevant stakeholders to discuss and implement at the latest by 31 December 2020 hardware retrofitting action plans for M3, N2, N3 vehicles in order to comply with the limit values and critical levels and attain the target values and long-term objectives as laid down in Directive 2008/50/EC. 2. The Commission shall support the Member States, local authorities and concerned operators by providing guidance on the use of different funds for hardware retrofitting under the current and future Multiannual Financial Framework (MFF), such as the European Structural and Investment Funds or the Connecting Europe Facility (CEF).” 3. Hardware retrofitting for vehicles of category M3, N2, N3 shall be eligible to contribute to the targets set out in Table 5 until 31 December 2021.”
Amendment 125 #
Proposal for a directive
Article 1 – paragraph 1 – point 5 c (new)
Article 1 – paragraph 1 – point 5 c (new)
Directive 2009/33/EU
Article 5 c (new)
Article 5 c (new)
(5c) The following Article 5c is inserted: “Article 5c Union platform for cross-border and joint procurement of ultra-low emission and energy-efficient road transport vehicles In order to facilitate the achievement of the targets set out in the Annex to this Directive and to achieve economies of scale, the Commission shall set up a Union platform for cross-border and joint procurement of ultra-low emission and energy-efficient road transport vehicles. Contracting authorities, entities and operators referred to in Article 3 may participate in this platform for jointly procuring vehicles. The Commission shall ensure that the platform is publicly accessible and brings together in an effective manner all parties interested in pooling their resources. In order to facilitate the setting up and realisation of such joint procurements, the Commission shall provide technical assistance and develop templates for cooperation agreements. The Commission shall be empowered to adopt a delegated act in accordance with Article 8a for the establishment of the Union platform for joint procurement of ultra-low emission and energy efficient road transport vehicles.”
Amendment 126 #
Proposal for a directive
Article 1 – paragraph 1 – point 5 d (new)
Article 1 – paragraph 1 – point 5 d (new)
Directive 2009/33/EU
Article 5 d (new)
Article 5 d (new)
Amendment 129 #
Proposal for a directive
Recital 16 b (new)
Recital 16 b (new)
(16b) Under the current Multiannual Financial Framework (MFF), the Union possesses an array of different funds to support Member States, local authorities and concerned operators in their transition to sustainable mobility. Over the 2014-2020 period the Union has earmarked EUR 13.7 billion from the European Structural and Investment Funds for financing urban mobility. Horizon 2020, the Union's research programme, will provide around EUR 200 million for urban mobility and EUR 650 million for smart cities, and the Connecting Europe Facility will devote around EUR 200 million for calls for proposals for urban nodes. Under the next MFF, the Commission and the Member States should continue to support sustainable urban mobility projects and strengthen necessary synergies between the various funding sources and programmes. In particular, links between urban mobility, the new Digital Agenda and the Energy Union need to be reinforced, such as the possibility for the Connecting Europe Facility (CEF) to finance synergy projects with an extra co- financing rate for transport projects with energy and telecommunications elements entailing enormous potential for urban projects.
Amendment 132 #
Proposal for a directive
Recital 16 c (new)
Recital 16 c (new)
(16c) A more targeted use of EU financial instruments, such as the European Fund for Strategic Investments or the Cleaner Transport Facility by the European Investment Bank, which can help finance fleets and equipment, should be promoted. To this end, the availability of technical and financial advisory services to local authorities and operators, such as through the European Investment Advisory Hub, JASPERS, JESSICA, or Financial Instrument (FI) - Compass, should be enhanced in order to strengthen their institutional capacity, the preparation and implementation of projects and achieve an optimised use of EU funds and financial instruments including the de-risking of innovative tenders.
Amendment 135 #
Proposal for a directive
Recital 16 d (new)
Recital 16 d (new)
(16d) Public authorities should be also encouraged to procure vehicles following the most economically advantageous tender (‘MEAT’) criteria as described in Article 82 of Directive 2014/25/EU, taking into account cost-effectiveness over the lifetime of the vehicle, as well as environmental, and social aspects.
Amendment 136 #
Proposal for a directive
Recital 16 e (new)
Recital 16 e (new)
(16e) In order to maximise the impact of investments, mobility and urban planning need to be better coordinated, such as through the use of sustainable urban mobility plans (SUMPs). SUMPs are plans that are developed across individual policy areas and in cooperation with different levels of governance combining different transport modes, road safety, freight delivery, mobility management and intelligent transport systems. SUMPs can play an important role in achieving the Union’s targets regarding CO2 emissions, noise and air pollution reduction. Thus, the application of SUMPs should be an important element to be considered in financing EU projects in the area of urban transport, including in the implementation of this amended Directive. In this context, the Commission should provide the competent authorities with the necessary advisory and technical support in the development of SUMPs, taking full account of the principle of subsidiarity.
Amendment 138 #
Proposal for a directive
Recital 16 f (new)
Recital 16 f (new)
(16f) In addition to supporting the uptake of ultra-low emission vehicles, public procurements are drivers of new forms of mobility. While ultra-low emission vehicles will be incentivised and lead to accelerated infrastructure deployment in urban areas, digitalisation will optimise passenger and freight transport efficiency. Multimodal and shared mobility, as well as integrated ticketing solutions are instrumental in the transition to "Mobility as a Service".
Amendment 140 #
(16g) Energy efficiency improvement measures in transport undertaken by Member States are eligible for fulfilling the end-use energy savings requirements under Directive 2012/27/EU on energy efficiency [as amended by COM(2016)0761]. To this end, the Commission should be empowered to adopt a delegated act to supplement this amended Directive by developing a standardised methodology, including a methodology for Member States to set their baseline, in order to calculate the quantity of the extra energy saved in excess of their targets under this amended Directive which could be accounted for under Member State´s requirements under Directive 2012/27/EU.
Amendment 141 #
Proposal for a directive
Recital 16 h (new)
Recital 16 h (new)
(16h) In order to facilitate the increased uptake of ultra-low emission vehicles, the Commission should set up a publicly assessable Union platform for cross- border and joint procurement of ultra-low emission and energy-efficient road transport vehicles with the aim of bringing together contracting authorities, entities or operators interested in benefiting from economies of scale by procuring jointly technologies and infrastructure necessary for the decarbonisation of transport and reduction of air pollution. In order to facilitate the setting up and realisation of joint procurement agreements, the Commission should encourage the exchange of best practices, develop templates and provide technical assistance where requested by the parties concerned.
Amendment 142 #
Proposal for a directive
Recital 16 i (new)
Recital 16 i (new)
(16i) During the upcoming revision of Directive 2006/66/EC on batteries and accumulators and waste batteries and accumulators, the Commission should come forward with ambitious collection and recycling targets for automotive and industrial batteries and strengthen collection and recycling systems to ensure that the value of critical raw materials used in automotive and industrial batteries is kept within the economy, in line with the circular economy principles. Additionally, the Commission should come forward with horizontal eco-design requirements for automotive and industrial batteries, notably 100% renewable energy based production, high recyclability, and sustainable sourcing of raw materials.
Amendment 143 #
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 vehicle CO2 RDE air CO2 RDE air g/km* pollutant g/km* pollutant g/km* pollutant emissions emissions emissions as Electricity*, hydrogen, natural gas including as as percentage percentage percentage of of of emission emission emission limits biomethane, in gaseous form (compressedlimits limits M3 343 90% 250 80% 0 n.a. N2 class 331 90% 241 80% 0 N2 class 349 90% 254 80% 1 N2 class 349 90% natural gas (CNG)) and liquefied form 254 80% 2 N3 class 349 90% 254 80% 3 N3 class 504 90% 367 80% 4 N3 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% (liquefied natural gas (LNG)8 N3 class 504 90% 367 80% 9 N3 class 737 90% 537 80% 10 N3 class 698 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 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 is used for a relevant part of the operational use of the vehicle. 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
Recital 18
Recital 18
(18) Since the objectives of this Directive, namely to provide a demand- side stimulus for cleanultra-low vehicles in support of a low-emission mobility transition, cannot be sufficiently achieved by the Member States alone, but can rather, by reason of a common and long-term policy framework and for reasons of scale be better achieved at Union level the Union may adopt measures in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on the European Union. In accordance with the principle of proportionality, as set out in that Article, this Directive does not go beyond what is necessary to achieve those objectives.
Amendment 146 #
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18a) This Directive uses public procurement to stimulate demand for clean road transport vehicles. EU manufacturers, however, also need to be protected from unfair competition. Therefore road transport vehicles which are produced by manufacturers based in third countries where EU manufacturers do not have the access to tenders by way of public procurement for the purchase, lease, rent or hire-purchase of road transport vehicles, should not be counted towards the achievement of the minimum procurement targets set out in Tables 4 and 5 in the Annex.
Amendment 153 #
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2009/33/EC
Title
Title
Directive 2009/33/EU on the promotion of clean road transport vehicles in support of low-emission mobilityultra-low emission and energy-efficient road transport vehicles
Amendment 155 #
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 – paragraph 1 a (new)
Article 1 – paragraph 1 a (new)
(1a) In Article 1, the following paragraph is inserted: "In order to achieve its environmental aims, this Directive promotes the use and procurement of sustainable and recyclable batteries with 100% renewable energy based production that possess high power and high energy density, fast charging rates, low environmental impact, high recyclability and sustainable sources raw materials. With regard to the procurement of battery electric vehicles, contracting authorities shall apply life- cycle costing in accordance with Article 83 of Directive 2014/25/EU."
Amendment 158 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EU
Annex – table 5
Annex – table 5
Amendment 168 #
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 2009/33/EC
Article 3 – point c
Article 3 – point c
(c) to public service contracts covering transport services as set out in Table 1 of the Annex in excess of a threshold which shall be defined by Member States not exceeding the threshold values as set out in Article 4 of Directive 2014/24/EU and Article 15 of Directive 2014/25/EU and in compliance with the methods for calculating the estimated value of procurement set out in Article 5 of Directive 2014/24/EU and Article 16 of Directive 2014/25/EU.
Amendment 174 #
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 – introductory part
Article 4 – paragraph 1 – point 4 – introductory part
4. ‘cleaultra-low emission vehicle’ means
Amendment 183 #
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 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 197 #
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 with a maximum tail-pipe emission expressed in CO2 g/km and real driving pollutant emissions below a percentage of the applicable emission limits as defined in Table 3 in the Annex .
Amendment 200 #
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. 'vehicle retrofitted to ultra-low emission vehicle standard' means a vehicle with modifications to all or parts of its engine with pollution-reducing and/or fuel saving technologies with a maximum tail-pipe emission expressed in CO2 g/km and real driving pollutant emissions below a percentage of the applicable emission limits as defined in Table 3 in the Annex. These modifications include exhaust gas treatment technologies, such as selective catalytic reduction technology, as well as fuel saving technologies such as hybridisation or more extensive modifications to electric or hydrogen technology.
Amendment 208 #
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 b (new)
Article 4 – paragraph 1 – point 4 b (new)
4b. 'sustainable and recyclable battery' means a battery for which the manufacturing process and the acquisition of materials leave a negligible environmental footprint and which can be extensively recycled.
Amendment 215 #
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2009/33/EC
Article 4a
Article 4a
Amendment 228 #
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Member States shall ensure that purchase, lease, rent or, hire-purchase or hardware retrofitting to ultra-low 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 clean and zero-emission light- duty vehicles referred to in table 4 of the Annex and for heavy-duty vehicles referred to in Table 5 in the Annex.
Amendment 233 #
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
1a. Vehicles produced by manufacturers based in third countries where EU manufacturers do not have access to tenders by way of public procurement for the purchase, rent or hire-purchase of road transport vehicles, shall not be counted towards the achievement of the minimum procurement targets set out in Tables 4 and 5 in the Annex.
Amendment 237 #
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 1 b (new)
Article 5 – paragraph 1 b (new)
1b. Hardware retrofitting for vehicles of category M3, N2, N3 shall be eligible to contribute to the targets set out in Table 5 until 31 December 2021.
Amendment 238 #
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 1 c (new)
Article 5 – paragraph 1 c (new)
1c. The minimum procurement targets set out in Tables 4 and 5 in the Annex shall apply from the dates referred to in those tables and shall apply to all newly signed procurement contracts falling within the scope of this Directive. The date of completion of the public procurement procedure, by way of signature of the contract, shall be considered to be the date of the public procurement contributing to the mandate.
Amendment 246 #
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) The following Article 5a is inserted: "Article 5a Accounting of excess energy savings In accordance with Directive 2012/27/EU [as amended by COM(2016)0761], energy efficiency improvement measures in transport undertaken by Member States are eligible for achieving the end-use energy savings required under Article 7 thereof. Member States that exceed their targets set out in Tables 4 and 5 in the Annex to this Directive shall be able to account under Article 7 of Directive 2012/27/EU the extra energy savings made in excess of their target. To this end, the Commission shall be empowered to adopt a delegated act in accordance with Article 8a to supplement this Directive by developing a standardised methodology, including a methodology for Member States to set their baseline, in order to calculate the quantity of savings exceeding their targets that may be accounted for under Directive 2012/17/EU."
Amendment 254 #
Proposal for a directive
Article 1 – paragraph 1 – point 5 b (new)
Article 1 – paragraph 1 – point 5 b (new)
Directive 2009/33/EC
Article 5 b (new)
Article 5 b (new)
(5b) The following Article is inserted: "Article 5b Union platform for cross-border and joint procurement of ultra-low emission and energy-efficient road transport vehicles In order to facilitate the achievement of the targets set out in the Annex to this Directive and to achieve economies of scale, the Commission shall set up a Union platform for cross-border and joint procurement of ultra-low emission and energy-efficient road transport vehicles. Contracting authorities, entities and operators referred to in Article 3 may participate in this platform for jointly procuring vehicles. The Commission shall ensure that the platform is publicly accessible and brings together in an effective manner all parties interested in pooling their resources. In order to facilitate the setting up and realisation of such joint procurements, the Commission shall provide technical assistance and develop templates for cooperation agreements. The Commission shall be empowered to adopt a delegated act in accordance with Article 8a for the establishment of the Union platform for joint procurement of ultra-low emission and energy efficient road transport vehicles.”
Amendment 255 #
Proposal for a directive
Article 1 – paragraph 1 – point 5 c (new)
Article 1 – paragraph 1 – point 5 c (new)
Directive 2009/33/EC
Article 5 c (new)
Article 5 c (new)
(5c) The following Article is inserted: “Article 5c Methodology for counting life-cycle CO2 emissions and well-to-wheel CO2 emissions of vehicles 1. By 1 July 2019, the Commission shall propose a methodology for counting life- cycle CO2 emissions and well-to-wheel CO2 emissions of vehicles. 2. The Commission shall be empowered to adopt, by 1 January 2020, delegated acts in accordance with Article 8a in order to update Tables 3, 4 and 5 in the Annex, in accordance with the methodology to be established under paragraph 1 of this Article while maintaining the level of ambition of the set targets.”
Amendment 264 #
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 complementary actions taken by individual Member States for the effective implementation of this Directive to the European Parliament and to the Council on 1 June 2023 at the latest, following the intermediate reporting from Member States, and every three years starting on 1 January 2027, following the reporting from Member States.
Amendment 292 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 1
Annex – table 1
Table 1: Common Procurement Vocabulary codes referred to in Article 3 CPV Code Description 60112000-6 Public road transport services 60130000-8 Special-purpose road passenger-transport services 60140000-1 Non-scheduled passenger transport 60172000-3 Hire of buses and coaches with driver 90511000-2 Refuse collection services 60160000-7 Mail transport by road 60161000-4 Parcel transport services 64121100-1 Mail delivery services 64121200-2 Parcel delivery services 60120000-5 Taxi services 60170000-0 Hire of passenger transport vehicles with driver 60171000-7 Hire of passenger cars with driver 60181000-0 Hire of trucks with driver 60180000-3 Hire of goods-transport vehicles with driver 90511100-3 Urban solid-refuse collection services 90511200-4 Household-refuse collection services 90511300-5 Litter collection services 90511400-6 Paper collecting services 43211000-5 Bulldozers 43260000-3 Mechanical shovels, excavators and shovel loaders, and mining machinery 43262000-7 Excavating machinery 43300000-6 Construction machinery and equipment
Amendment 298 #
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 g/km CO2 RDE air CO2 g/km RDE air C RDE g/k pollutant g/k pollutant O2 pollutant air m** t m** emissions g/k pollutan emissions * emission * * as m* t s* as aspercentag ** emissio percenta e of percentage ns* as ge of of emission percent emission limits** age of limits** limits** M1emissio 25 80% 0 n.a. n limits L vehicles M2 0 0 25 0 80 0 n.a. M1 50 90% 25 0 80% 0 n.a. n.a. vehicles M2 N1 50 90% 40 25 80% 0 n.a. vehicles N1 80 90% 40 0 80% 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 that 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 306 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 3
Annex – table 3
Table 3: Alternative fuel requirementEmission-thresholds for heavy-duty vehicles Vehicle categories Alternative fuels M3, N2, N3 vehicles Electricity*, hydrogen, natural gas including biomethane, in gaseous form (compressed 2020 2025 2030 categori es CO2 RDE CO2 RDE CO2 RDE g/km* air g/km* air g/km* air polluta polluta polluta nt nt nt emissi emissio emissi ons as ns as ons as percen percent percen tage of age of tage of emissi emissio emissi on n limits on limits limits M3 343 90% 250 80% 0 n.a. N2 331 90% 241 80% class 0 N2 349 90% 254 80% class 1 N2 349 90% 254 natural gas (CNG)) and liquefied form (liquefied 80% class 2 N3 349 90% 254 80% class 3 N3 504 90% 367 80% class 4 N3 737 90% 537 80% class 5 N3 349 90% 254 80% class 6 N3 504 90% 367 80% class 7 N3 737 90% 537 80% class 8 N3 504 90% 367 natural gas (LNG) *For use in a 80% class 9 N3 737 90% 537 80% class 10 N3 698 90% 508 80% class 11 N3 737 90% 537 80% class 12 N3 698 90% 508 80% class 13 N3 737 90% 537 80% class 14 N3 698 90% 508 80% class 15 N3 698 90% 508 80% class 16 N3 698 90% 508 80% class 17 * 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.
Amendment 320 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 4
Annex – table 4
Amendment 330 #
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 20250 2025 2030 20252020 2025 2030 Luxembourg 101% 30% 1500% 5026% 75% 75%100% Sweden 101% 30% 1500% 26% 50% 75% 75%100% Denmark 101% 30% 1500% 26% 50% 75% 75%100% Finland 9% 27% 1500% 24% 46% 69% 69%100% Germany 101% 30% 1500% 26% 50% 75% 75%100% France 101% 30% 1500% 25% 48% 72% 71%100% United 101% 30% 1500% 26% 50% 75% 75%100% Kingdom Netherlands 101% 30% 1500% 5026% 75% 75%100% Austria 101% 30% 1500% 26% 50% 75% 75%100% Belgium 101% 30% 1500% 26% 50% 75% 75%100% Italy 101% 30% 1500% 26% 50% 75% 75%100% Ireland 101% 30% 1500% 5026% 75% 75%100% Spain 101% 30% 1400% 5026% 75% 75%100% Cyprus 101% 30% 1300% 5027% 75% 75100% Malta 101% 30% 1500% 27% 50% 75% 75100% Portugal 8 9% 24% 1200% 22% 40% 60% 61100% Greece 8% 9% 24% 100% 3821% 57% 57100% Slovenia 7 8% 21% 9100% 18% 33 50% 5100% Czech 910% 27% 1100% 46%25% 69% 7100% Republic Estonia 7 8% 21% 9100% 20% 36 54% 53% 100% Slovakia 8 9% 24% 9100% 21% 3 59% 58% 100% Lithuania 910% 27% 8100% 26% 47% 70% 7100% Poland 7 8% 21% 9% 100% 3720% 55% 56% 100% Croatia 6 7% 18% 7100% 17% 32% 48% 48% 100% Hungary 89% 24% 9100% 42% 23% 63% 100% Latvia 8 9% 24% 9100% 4022% 60% 60% 100% Romania 6 7% 18% 7100% 2915% 43% 43% 100% Bulgaria 8 9% 24% 7% 100% 39% 21% 58% 100% * 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- methaneshall be counted as 1 vehicle contributing to the mandate. Vehicles powered by sustainable and recyclable batteries or other means of accessing bio-methane,at went through hardware retrofitting shall be counted as 1.5 vehicle s contributing to the mandate, whereas the latter is eligible only till 31 of December 2021. 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.