Procedure : 2017/0291(COD)
Document stages in plenary
Document selected : A8-0321/2018

Texts tabled :

A8-0321/2018

Debates :

PV 24/10/2018 - 23
CRE 24/10/2018 - 23
PV 17/04/2019 - 20
CRE 17/04/2019 - 20

Votes :

PV 25/10/2018 - 13.8
CRE 25/10/2018 - 13.8
PV 18/04/2019 - 10.7
Explanations of votes

Texts adopted :

P8_TA(2018)0424
P8_TA(2019)0427

REPORT     ***I
PDF 1084kWORD 183k
15.10.2018
PE 620.815v02-00 A8-0321/2018

on the proposal for a directive of the European Parliament and of the Council amending Directive 2009/33/EU on the promotion of clean and energy-efficient road transport vehicles

(COM(2017)0653 – C8‑0393/2017 – 2017/0291(COD))

Committee on the Environment, Public Health and Food Safety

Rapporteur: Andrzej Grzyb

ERRATA/ADDENDA
DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION
 EXPLANATORY STATEMENT
 OPINION of the Committee on Transport and Tourism
 PROCEDURE – COMMITTEE RESPONSIBLE
 FINAL VOTE BY ROLL CALL IN COMMITTEE RESPONSIBLE

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

on the proposal for a directive of the European Parliament and of the Council amending Directive 2009/33/EU on the promotion of clean and energy-efficient road transport vehicles

(COM(2017)0653 – C8‑0393/2017 – 2017/0291(COD))

(Ordinary legislative procedure: first reading)

The European Parliament,

–  having regard to the Commission proposal to Parliament and the Council (COM(2017)0653),

–  having regard to Article 294(2) and Article 192 of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C8‑0393/2017),

–  having regard to Article 294(3) of the Treaty on the Functioning of the European Union,

–  having regard to the opinion of the European Economic and Social Committee(1),

–  having regard to the opinion of the Committee of the Regions of 5 July 2017(2),

–  having regard to Rule 59 of its Rules of Procedure,

–  having regard to the report of the Committee on the Environment, Public Health and Food Safety and the opinion of the Committee on Transport and Tourism (A8-0321/2018),

1.  Adopts its position at first reading hereinafter set out;

2.  Calls on the Commission to refer the matter to Parliament again if it replaces, substantially amends or intends to substantially amend its proposal;

3.  Instructs its President to forward its position to the Council, the Commission and the national parliaments.

Amendment    1

Proposal for a directive

Recital 2

Text proposed by the Commission

Amendment

(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-emission by mid-century. Moreover, emissions of air pollutants from transport that are harmful to health need to be significantly reduced without delay. This can be achieved by an array of policy initiatives, including the use of public procurement of clean vehicles.

(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-emission by mid-century. Moreover, emissions of air pollutants from transport that are harmful to health and the environment need to be significantly reduced without delay. This can be achieved by an array of policy initiatives, including measures that support a modal shift towards public transport, and the use of public procurement of clean vehicles.

_________________

_________________

21 COM( 2016) 501 final.

21 COM( 2016) 501 final.

Amendment    2

Proposal for a directive

Recital 4

Text proposed by the Commission

Amendment

(4)  As was announced in the Commission's Communication “Europe on the Move: an agenda for a socially fair transition towards clean, competitive and connected mobility for all"23 this proposal forms part of a second package of proposals, which will contribute to the Union's drive towards low-emission mobility. This package, which is presented in the Commission's Communication "Delivering on low-emission mobility - A European Union that protects the planet, empowers its consumers, and defends its industry and workers" includes a combination of supply- and demand-oriented measures to put the EU on a path towards low-emission mobility and at the same time strengthen the competitiveness of the EU's mobility eco-system.

(4)  As was announced in the Commission's Communication “Europe on the Move: an agenda for a socially fair transition towards clean, competitive and connected mobility for all"23 this proposal forms part of a second package of proposals, which will contribute to the Union's drive towards low-emission mobility. This package, which is presented in the Commission's Communication "Delivering on low-emission mobility - A European Union that protects the planet, empowers its consumers, and defends its industry and workers" includes a combination of supply- and demand-oriented measures to put the EU on a path towards low-emission mobility and at the same time strengthen the competitiveness of the EU's mobility eco-system. The promotion of sustainable vehicles should be done in parallel with the further development of public transport, as the fastest and most cost-efficient way to reduce the number of vehicles on the road and consequently to improve air quality and reduce emissions.

_________________

_________________

23 COM (2017) 283 final.

23 COM (2017) 283 final.

Amendment    3

Proposal for a directive

Recital 5

Text proposed by the Commission

Amendment

(5)  Innovation of new technologies helps to lower vehicle emissions, supporting the decarbonisation of the transport sector. An increased uptake of low- and zero-emission road vehicles is likely to reduce emissions of CO2 and certain pollutant emissions (particulate matter, nitrogen oxides and non-methane hydrocarbons) and to promote competitiveness and growth of the European industry in the increasing global markets for low- and zero-emission vehicles.

(5)  Innovation of new technologies helps to lower vehicle emissions, and reducing noise pollution while supporting the decarbonisation of the transport sector. An increased uptake of low- and zero-emission road vehicles will reduce emissions of CO2 and certain pollutant emissions (particulate matter, nitrogen oxides and non-methane hydrocarbons) and thus improve the air quality in cities and other polluted areas, while contributing to competitiveness and growth of the European industry in the increasing global markets for low- and zero-emission vehicles and ensuring the development of alternative fuel infrastructures. Moreover, the principle of technological neutrality has to be the very basic principle of any effort in order to ensure and stimulate a competitive environment and encourage further research and innovation in this field. In order to reduce air and noise pollution and meet the Union Air Quality standards in urban and rural areas, concrete and ambitious policies and measures, including the use of public procurement of clean emission vehicles, are needed.

Amendment    4

Proposal for a directive

Recital 5 a (new)

Text proposed by the Commission

Amendment

 

(5a)  Estimates for when price parity between internal combustion engine vehicles (ICEVs) and battery electric vehicles (BEVs) will occur range between 2020 and 2028. Moreover, several original equipment manufacturers (OEMs) have stated examples of price parity for some new models in 2020. Based on the lower operational costs of BEVs, the point of total cost of ownership (TCO) parity will come before the purchase price parity year, typically by 2 to 6 years.

Amendment    5

Proposal for a directive

Recital 5 b (new)

Text proposed by the Commission

Amendment

 

(5b)  Market forecasts estimate that clean 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    6

Proposal for a directive

Recital 5 c (new)

Text proposed by the Commission

Amendment

 

(5c)  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 Union. An ambitious Union policy framework is thus needed to stimulate innovation and further promote competitiveness and growth of the European industry in the increasing global markets for clean vehicles and associated technology infrastructure.

Amendment    7

Proposal for a directive

Recital 5 d (new)

Text proposed by the Commission

Amendment

 

(5d)  The Union needs to increase incentives that support the technological development of sustainable and recyclable batteries, which should be produced having in mind the need to minimise their environmental footprint.

Amendment    8

Proposal for a directive

Recital 5 e (new)

Text proposed by the Commission

Amendment

 

(5e)  In order to be consistent with the objectives of sustainability, batteries should be produced with the minimum environmental impacts inside and outside the Union, especially regarding the process of extraction of material used for the building of the batteries. The greenhouse gas emissions during all the production process should be taken into account. The Commission should come forward, in line with the revision of Directive 2006/66/EC, with ambitious objectives of recyclability of batteries.

Amendment    9

Proposal for a directive

Recital 6

Text proposed by the Commission

Amendment

(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.

(6)  Taking into account that government expenditure on goods, works and services represents around 14 % of GDP, accounting for roughly €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 compliance with the environmental requirements of purchased goods (including vehicles). 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 should set out clear and transparent requirements and a simple calculation method for procurement objectives.

_________________

_________________

24 OJ L 94, 28.3.2014, p. 65.

24 OJ L 94, 28.3.2014, p. 65.

25 OJ L 94, 28.3.2014, p. 243.

25 OJ L 94, 28.3.2014, p. 243.

Amendment    10

Proposal for a directive

Recital 6 a (new)

Text proposed by the Commission

Amendment

 

(6a)  The availability of charging and refuelling infrastructure is a prerequisite for any transport operation with alternative fuelled vehicles, including for public transport. Therefore, the aspects of fostering alternative fuels infrastructure for public transport should be strengthened in Directive 2014/94/EU. In the absence of a revision, the Commission should establish an action plan for public transport infrastructure.

Amendment    11

Proposal for a directive

Recital 6 b (new)

Text proposed by the Commission

Amendment

 

(6b)  Member States should be allowed to mandate distributions system operators (DSOs) to own, develop, manage and operate a minimal critical mass of charging stations in the public domain with free access to all electricity suppliers, to ensure sufficient availability of charging points.

Amendment    12

Proposal for a directive

Recital 6 c (new)

Text proposed by the Commission

Amendment

 

(6c)  Member States should be encouraged to explore possibilities to support the operation and reduce the costs of operating ultra-low emission vehicles in public services, for example by granting exemptions or reductions from energy taxes for ultra-low emission vehicles.

Amendment    13

Proposal for a directive

Recital 8

Text proposed by the Commission

Amendment

(8)  The Impact Assessment carried out underlines the benefits of changing the overall governance approach to clean vehicle procurement at Union level. Setting minimum procurement targets can effectively reach the objective of impacting market uptake of clean 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.

(8)  The Impact Assessment carried out underlines the benefits of changing the overall governance approach to clean and energy-efficient vehicle procurement at Union level. Setting minimum procurement targets can effectively reach the objective of impacting market uptake of clean 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    14

Proposal for a directive

Recital 9

Text proposed by the Commission

Amendment

(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.

(9)  Extending the scope of the Directive by including practices such as lease, rental and hire-purchase and retrofitting 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, while existing contracts should not be retroactively affected by this Directive. Moreover, the Commission should examine the feasibility of clean procurement in other modes of transport.

Amendment    15

Proposal for a directive

Recital 10

Text proposed by the Commission

Amendment

(10)  There is widespread support from key stakeholders for a definition of clean vehicles taking account of reduction requirements for greenhouse gases and air pollutant emissions from light- and heavy-duty vehicles. To ensure that there are adequate incentives to supporting market-uptake of low- and zero-emission vehicles in the Union, provisions for their public procurement under this amendment should be aligned with provisions of Union legislation on CO2 emission performance of cars and vans for the post-2020 period26. Action carried out under the amended Directive will contribute to compliance with the requirements of these standards. A more ambitious approach for public procurement can provide an important additional market stimulus.

(10)  The amended Directive should contribute to the 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 zero- and 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 for the post-2020 period26. Action carried out in accordance with this Directive will also contribute to compliance with the requirements of these standards and will facilitate the deployment of the associated recharging infrastructure. A more ambitious approach for public procurement will provide an important additional market stimulus.

_________________

_________________

26 COM(2017) 676 final

26 COM(2017) 676 final

Amendment    16

Proposal for a directive

Recital 10 a (new)

Text proposed by the Commission

Amendment

 

(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 vehicles retrofitted to clean vehicle standard should also be counted towards achievement of the minimum procurement targets set out in Tables 4 and 5 in the Annex.

Amendment    17

Proposal for a directive

Recital 10 b (new)

Text proposed by the Commission

Amendment

 

(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 or efficiency of production of fuel. Therefore, technologies that address this challenge, such as sustainable and recyclable batteries, 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    18

Proposal for a directive

Recital 10 c (new)

Text proposed by the Commission

Amendment

 

(10c)  The accounting of CO2 emissions should be based on a well-to-wheel approach in order to do justice to the entire fuel supply chain from the extraction phase to the tailpipe. This will provide a more accurate account of the overall emissions of a particular vehicle. Therefore, the Commission should establish the methodology for recording well-to-wheel emissions no later than 31 December 2022.

Amendment    19

Proposal for a directive

Recital 11

Text proposed by the Commission

Amendment

(11)  Light-duty and heavy-duty vehicles are used for different purposes and have different levels of market maturity, and it would be beneficial that public procurement provisions acknowledge these differences. The Impact Assessment illustrated the added value of adopting an approach based on alternative fuels until technology-neutral requirements for CO2 emissions from heavy-duty vehicles have been set at Union level, which the Commission intends to propose in the future. The Impact Assessment further recognised that markets for low- and zero-emission urban buses are characterised by increased market maturity, whereas markets for low- and zero-emission trucks are at an earlier stage of market development.

(11)  Two- and three-wheel, 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. It should be further recognised that markets for low- and zero-emission urban buses are characterised by recent progression, whereas markets for low- and zero-emission trucks are at an incipient stage of market development.

Amendment    20

Proposal for a directive

Recital 11 a (new)

Text proposed by the Commission

Amendment

 

(11a)  The potential of reducing emissions via public procurement alone is limited and public transport only contributes a small share of the emissions originating from the transport sector. Member States should therefore be encouraged to regulate the purchase of clean vehicles by other fleet owners, such as taxi, car rental and ride-pooling companies.

Amendment    21

Proposal for a directive

Recital 12

Text proposed by the Commission

Amendment

(12)  Setting minimum targets for clean vehicle procurement by 2025 and by 2030 at Member State level should contribute to policy certainty for markets where investments in low- and zero-emission mobility are warranted. The minimum targets support market creation throughout the Union. They provide time for the adjustment of public procurement processes and give a clear market signal. The Impact Assessment notes that Member States increasingly set targets, depending on their economic capacity and how serious the problem is. Different targets should be set for different Member States in accordance with their economic capacity (Gross Domestic Product per capita) and exposure to pollution (urban population density). 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.

(12)  Setting minimum targets for clean vehicle procurement to be met by 2025 and by 2030 at Member State level should contribute to policy certainty for markets where investments in low- and zero-emission mobility are warranted. The minimum targets support market creation throughout the Union. They provide time for the adjustment of public procurement processes and give a clear market signal. The Impact Assessment notes that Member States increasingly set targets, depending on their economic capacity and how serious the problem is. Different targets should be set for different Member States in accordance with their economic capacity (Gross Domestic Product per capita) and exposure to pollution (urban population density). 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    22

Proposal for a directive

Recital 12 a (new)

Text proposed by the Commission

Amendment

 

(12a)  In its recommendation of 4 April 2017 to the Council and the Commission following the inquiry into emission measurements in the automotive sector (2016/2908(RSP)), the European Parliament called for on Member States to foster green public procurement policies through the purchasing of zero-emission vehicles (ZEVs) and ultra-low emission vehicles (ULEVs) by public authorities for their own fleets or for (semi-)public car-sharing programmes and for the phasing out new CO2-emitting cars by 2035.

Amendment    23

Proposal for a directive

Recital 13

Text proposed by the Commission

Amendment

(13)  The maximum impact can be achieved if public procurement of clean vehicles is targeted in areas that have a relatively high degree of air pollution. Public authorities in Member States are encouraged to particularly focus on those areas when concluding the implementation of their domestic minimum targets and to reflect related action in their reporting under this amended Directive.

(13)  The maximum impact can be achieved if public procurement of clean vehicles is targeted in areas that have a relatively high degree of air and noise pollution. Public authorities in Member States are encouraged to particularly focus on those areas when concluding the implementation of their domestic minimum targets and to reflect related action in their reporting under this amended Directive. In order to avoid disproportionate burden and optimise the potential results of this Directive, appropriate technical assistance should be provided to the public authorities.

Amendment    24

Proposal for a directive

Recital 13 a (new)

Text proposed by the Commission

Amendment

 

(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    25

Proposal for a directive

Recital 13 b (new)

Text proposed by the Commission

Amendment

 

(13b)  The thresholds laid down in this Directive are hard to implement without the development of marketable and technically mature products. To ensure that information regarding progress is regularly updated, the Commission should submit a report every two years assessing whether marketable solutions for clean vehicles exist. In addition, the Commission and the Member States should make greater financial and non-financial contributions to bringing such clean vehicles to market more rapidly.

Amendment    26

Proposal for a directive

Recital 13 c (new)

Text proposed by the Commission

Amendment

 

(13c)  Having in mind the significant difference in financial leeway of private transport operators for the uptake of potentially more expensive alternatively fuelled vehicles, mechanisms should be made available in order to ensure a level playing field between public and private transport operators in bidding and tendering processes and that the costs of compliance with the minimum procurement targets established in this Directive are not passed on to local authorities, in particular for smaller municipalities, or lead to externalisation of occurring higher costs through higher ticket prices, higher local taxes or reduction of public transport services.

Amendment    27

Proposal for a directive

Recital 15

Text proposed by the Commission

Amendment

(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-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.

(15)  Reporting on public procurement under this amended Directive should provide a clear market overview to enable effective monitoring of implementation. It should start with a preliminary report by Member States to the Commission in 2023, submitted within the framework of reports under Union legislative acts on public procurement and on procurement by entities operating in the water, energy, transport and postal services sectors, 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. Those reports should contain information on the steps undertaken to implement Directive 2009/33/EC and comply with the categories contained in the Common Procurement Vocabulary of the Union. The Commission should submit regular reports to the European Parliament and the Council on the implementation of Directive 2009/33/EC. The Commission should also assess whether construction site machinery could be included in the scope of Directive 2009/33/EC, and if so, work on a methodology to define “clean construction site machinery”.

Amendment    28

Proposal for a directive

Recital 15 a (new)

Text proposed by the Commission

Amendment

 

(15a)  In order to better inform future policy making in the sector by providing a more accurate account of the overall emissions of a particular vehicle, capturing the entire value chain, the Commission should propose a methodology of counting life-cycle CO2 emissions and of well-to-wheel CO2 emissions of vehicles. Those emissions should be taken into account when the Commission carries out a review of Directive 2009/36/EC and of any other relevant legislation related to alternative fuel.

Amendment    29

Proposal for a directive

Recital 16

Text proposed by the Commission

Amendment

(16)  Further support to market uptake of clean 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.

(16)  Further support to market uptake of clean 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. Regional pilot projects should also be encouraged, particularly in places where rural and urban areas interconnect. 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.

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_________________

27 OJ C 200, 28.6.2014, p. 1.

27 OJ C 200, 28.6.2014, p. 1.

Amendment    30

Proposal for a directive

Recital 16 a (new)

Text proposed by the Commission

Amendment

 

(16a)  In order to achieve further reductions of emissions and air pollutants Member States should be encouraged, where appropriate, to applied different incentives and mechanisms for fleet development in other sectors than those regulated in the amended directive.

Amendment    31

Proposal for a directive

Recital 16 b (new)

Text proposed by the Commission

Amendment

 

(16b)  Member States should ensure that the cost of compliance with the minimum procurement targets established in this Directive are not passed on to local authorities and that sufficient financial resources are made available to contracting authorities and contracting entities.

Amendment    32

Proposal for a directive

Recital 16 c (new)

Text proposed by the Commission

Amendment

 

(16c)  Targeted support measures for the procurement of clean vehicles are indispensable. In order to help achieve the objectives of this Directive, Member States shall expand their financial and non-financial incentives in order to speed up the market uptake of clean vehicles.

Amendment    33

Proposal for a directive

Recital 16 d (new)

Text proposed by the Commission

Amendment

 

(16 d)  The imposition of minimum procurement targets for light- and heavy-duty vehicles by this Directive will require additional financial resources for contracting authorities and contracting entities. Therefore, Union budgetary and financial policy after 2020 should take it into consideration to provide sufficient financial support for contracting authorities and contracting entities. That should be reflected in the future Multiannual Financial Framework and in the rules regarding sustainable finance and Union financial institutions.

Amendment    34

Proposal for a directive

Recital 16 e (new)

Text proposed by the Commission

Amendment

 

(16e)   To ensure that public authorities are incentivised to purchase clean vehicles and Member States invest in the deployment of the alternative fuels infrastructure, but also to avoid the risk of such purchases leading to higher prices for passengers, the Union's budgetary and financial policy after 2020 should provide support for contracting entities. That should be reflected in the future Multiannual Financial Framework and the rules regarding sustainable finance and Union financial institutions. Additionally, Member States should expand the financial and non-financial incentives, and envisage environmental audits, in order to speed up the market uptake of clean vehicles. These efforts will reduce the initial high investment for the infrastructural changes and support the decarbonisation of transport.

Amendment    35

Proposal for a directive

Recital 16 f (new)

Text proposed by the Commission

Amendment

 

(16f)  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    36

Proposal for a directive

Recital 16 g (new)

Text proposed by the Commission

Amendment

 

(16g)  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    37

Proposal for a directive

Recital 16 h (new)

Text proposed by the Commission

Amendment

 

(16h)  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    38

Proposal for a directive

Recital 16 i (new)

Text proposed by the Commission

Amendment

 

(16i)  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    39

Proposal for a directive

Recital 16 j (new)

Text proposed by the Commission

Amendment

 

(16j)  In addition to supporting the uptake of clean vehicles, public procurements are drivers of new forms of mobility. While clean 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    40

Proposal for a directive

Recital 17

Text proposed by the Commission

Amendment

(17)  In order to achieve the objectives of this Directive, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in order to update provisions in respect of CO2 emission standards of heavy duty vehicles for a period of five years starting from [Please insert the date of entry into force]. This period should be tacitly extended for periods of the same duration, unless the European Parliament or the Council oppose such an extension. It is of particular importance that the Commission carries out appropriate consultations during its preparatory work, including at expert level. The Commission, when preparing and drawing up delegated acts, should ensure a simultaneous, timely and appropriate transmission of relevant documents to the European Parliament and to the Council.

deleted

Amendment    41

Proposal for a directive

Recital 18 a (new)

Text proposed by the Commission

Amendment

 

(18 a)  In accordance with the Interinstitutional Agreement of 13 April 2016 on Better Law Making1a, special focus should be given to the follow-up of the effects of Union legislation. The evaluation of Directive 2009/33/EC should provide the basis for impact assessment of options for further action. Therefore, the Commission, based on the best and latest available scientific evidence, should assess the need to review that Directive taking into account life cycle CO2 emissions and well-to-wheel CO2 emissions of vehicles in order to ensure the transparency and accountability regarding the fulfilment of policy objectives and should propose necessary improvement, if needed. If appropriate, the Commission should, in that regard, also review other relevant legislation related to alternative fuels.

 

______________

 

1a OJ L 123, 12.5.2016, p. 1.

Amendment    42

Proposal for a directive

Recital 18 b (new)

Text proposed by the Commission

Amendment

 

(18b)  A major share of public transport procurement is related to local public transport bodies that are generally in the hands of local authorities with limited financial means. Rules on the procurement of clean vehicles should therefore neither create a significant additional financial burden nor lead to externalisation of occurring higher costs through higher ticket prices, higher local taxes or reduction of public transport.

Amendment    43

Proposal for a directive

Recital 18 c (new)

Text proposed by the Commission

Amendment

 

(18c)  The Union needs to protect Union manufacturers from unfair competition in third countries, where Union manufacturers do not have access to public procurement tenders for the purchase, leasing, rental or hire-purchase of road transport vehicles. Therefore, the Commission should analyse unfair competition practices in third countries and take the appropriate measures to ensure the protection of European industry.

Amendment    44

Proposal for a directive

Article 1 – paragraph 1 – point 1

Directive 2009/33/EC

Title

 

Text proposed by the Commission

Amendment

Directive 2009/33/EU on the promotion of clean road transport vehicles in support of low-emission mobility

Directive 2009/33/EU on the promotion of clean road transport vehicles in public procurement, in support of low-emission mobility

Amendment    45

Proposal for a directive

Article 1 – paragraph 1 – point 1 a (new)

Directive 2009/33/EC

Article 1 – paragraph 1

 

Present text

Amendment

 

(1a)  Article 1(1) is replaced by the following:

This Directive requires contracting authorities, contracting entities as well as certain operators to take into account lifetime energy and environmental impacts, including energy consumption and emissions of CO2 and of certain pollutants, when purchasing road transport vehicles with the objectives of promoting and stimulating the market for clean and energy-efficient vehicles and improving the contribution of the transport sector to the environment, climate and energy policies of the Community.

"This Directive requires contracting authorities, contracting entities as well as certain operators to take into account lifetime energy and environmental impacts, including energy consumption and emissions of CO2 and of certain pollutants, when purchasing, leasing, renting or hire-purchasing road transport vehicles with the objectives of promoting and stimulating the market for clean and energy-efficient vehicles and improving the contribution of the transport sector to the environment, climate and energy policies of the Union.".

(https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32009L0033&qid=1530868809501&from=EN)

Amendment    46

Proposal for a directive

Article 1 – paragraph 1 – point 1 b (new)

Directive 2009/33/EC

Article 2 – paragraph 1

 

Present text

Amendment

 

(1b)  in Article 2, paragraph 1 is replaced by the following:

Member States may exempt from the requirements laid down in this Directive contracts for the purchase of vehicles referred to in Article 2(3) of Directive 2007/46/EC, which are not subject to type approval or individual approval on their territory

"Member States may exempt from the requirements laid down in this Directive contracts for the purchase, lease, rent, hire-purchasing of vehicles referred to in Article 2(3) of Directive 2007/46/EC, which are not subject to type approval or individual approval on their territory.”.

(https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32009L0033&from=EN)

Amendment    47

Proposal for a directive

Article 1 – paragraph 1 – point 2

Directive 2009/33/EC

Article 3 – paragraph 1 – introductory part

 

Text proposed by the Commission

Amendment

This Directive shall apply to contracts for the purchase, lease, rent or hire-purchase of road transport vehicles by:

This Directive shall apply to contracts for the purchase, lease, rent or hire-purchase or retrofitting of road transport vehicles by:

Amendment    48

Proposal for a directive

Article 1 – paragraph 1 – point 2

Directive 2009/33/EC

Article 3 – paragraph 1 – point c a (new)

 

Text proposed by the Commission

Amendment

 

(ca)  European Union Institutions, Agencies and Bodies.

Amendment    49

Proposal for a directive

Article 1 – paragraph 1 – point 3

Directive 2009/33/EC

Article 4 – paragraph 1 – point 4

 

Text proposed by the Commission

Amendment

4.  ‘clean vehicle’ means

4.  ‘clean vehicle’ means a vehicle, irrespective of category, that is powered by alternative fuels as defined in point (1) of the first paragraph of Article 2 of Directive 2014/94/EU, excluding biofuels that are not produced from feedstocks listed in part A of Annex IX of Directive 2018/... (RED II) or that are produced from palm oil*, and including hybrid vehicles in which electricity is used only for part of the operational use of the vehicle, low-emission vehicles and zero-emission vehicles. For vehicles with internal combustion engine, real driving emissions (RDE)** as percentage of emission limits*** cannot exceed 80 %.

(a)  a vehicle of category M1 or M2 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 referred to in Table 2 in the Annex , or;

 

(b)  a vehicle of category N1 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;

 

(c)  a vehicle of category M3, N2 or N3 as defined in Table 3 in the Annex.

 

 

_____________________________

 

*   This shall be demonstrated by a contract to procure the biofuel or other means of accessing the biofuel

 

**   RDE of ultrafine particles in #/km (PN) nitrogen oxides in mg/km (NOx) measured in accordance with the applicable version of Annex IIIA to Regulation 2017/1151.

 

***   The applicable emission limit as referred to in Annex I to Regulation (EC) 715/2007.

Amendment    50

Proposal for a directive

Article 1 – paragraph 1 – point 3

Directive 2009/33/EC

Article 4 – paragraph 1 – point 4 a (new)

 

Text proposed by the Commission

Amendment

 

4a.  ‘zero-emission vehicle’ means a vehicle with zero CO2, NOx and fine particles tail-pipe emissions.

Amendment    51

Proposal for a directive

Article 1 – paragraph 1 – point 3

Directive 2009/33/EC

Article 4 – paragraph 1 – point 4 b (new)

 

Text proposed by the Commission

Amendment

 

4b.  ‘low-emission vehicle’ means a vehicle with maximum levels of emissions as referred to in Table 2 in the Annex.

Amendment    52

Proposal for a directive

Article 1 – paragraph 1 – point 3

Directive 2009/33/EC

Article 4 – paragraph 1 – point 4 c (new)

 

Text proposed by the Commission

Amendment

 

4c.  'vehicle retrofitted to clean vehicle standard' means a vehicle with an engine retrofitted to the standard of a clean vehicle as defined in point 4 of the first paragraph of this Article. In the case of a retrofitted engine using biofuels as defined in point (i) of Article 2 of the second paragraph of Directive 2009/28/EC, synthetic fuels or paraffinic fuels, the vehicle has to fulfil the most recent Euro standards or successor standards.

Amendment    53

Proposal for a directive

Article 1 – paragraph 1 – point 4

Directive 2009/33/EC

Article 4a

 

Text proposed by the Commission

Amendment

(4)  The following Article 4a is inserted:

deleted

‘Article 4a

 

Delegation of powers

 

The Commission shall be empowered to adopt delegated acts in accordance with Article 8a in order to update Table 3 in the Annex with CO2 tail-pipe emission and air pollutants thresholds for heavy duty vehicles once the related heavy-duty CO2 emission performance standards are in force at Union level.’

 

Amendment    54

Proposal for a directive

Article 1 – paragraph 1 – point 5

Directive 2009/33/EC

Article 5 – paragraph 1

 

Text proposed by the Commission

Amendment

1.  Member States shall ensure that purchase, lease, rent or hire-purchase 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.

1.  Member States shall ensure that purchase, lease, rent, hire-purchase or retrofitting to clean 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 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    55

Proposal for a directive

Article 1 – paragraph 1 – point 5

Directive 2009/33/EC

Article 5 – paragraph 1 a (new)

 

Text proposed by the Commission

Amendment

 

1a.  For the purpose of calculating the minimum procurement targets, the date of the public procurement to be taken into account is the date of completion of the public procurement procedure, by way of signature of the contract.

 

The minimum procurement targets shall be calculated as an average of all contracts signed between the day after the date of transposition of this Directive and 31 December 2024 for the first reference period, and from 1 January 2025 and 31 December 2029 for the second reference period.

 

In case new targets for the reference period after 1 January 2030 are not adopted in time, the targets set for 2030 shall continue to apply.

Amendment    56

Proposal for a directive

Article 1 – paragraph 1 – point 5

Directive 2009/33/EC

Article 5 – paragraph 1 b (new)

 

Text proposed by the Commission

Amendment

 

1b.  To reach the procurement targets, contracting entities shall base the award of contracts on the most economically advantageous tender ("MEAT") as described in Article 82 of Directive 2014/25/EU. Tender specifications shall be defined not only with focus on Total Cost of Ownership (TCO) but also on other vehicle characteristics, such as accessibility, insertion in urban landscape, noise levels, energy efficiency, recyclability of batteries and vehicle components.

Amendment    57

Proposal for a directive

Article 1 – paragraph 1 – point 5 a (new)

Directive 2009/33/EC

Article 5 a (new)

 

Text proposed by the Commission

Amendment

 

(5a)  The following Article is inserted:

 

"Article 5a

 

Financial resources

 

1.  Member States shall make available sufficient funding instruments for the procurement of clean vehicles and the installation of their related infrastructure in their territory. The establishment of the funds shall follow a thorough evaluation of the financial needs of public authorities and contracting entities linked to the procurement targets set at national level.

 

2.  The Union shall make available additional funding instruments to support the uptake of clean vehicles and the installation of their related infrastructure in the Member States.".

Amendment    58

Proposal for a directive

Article 1 – paragraph 1 – point 5 b (new)

Directive 2009/33/EC

Article 5 b (new)

 

Text proposed by the Commission

Amendment

 

(5b)  The following Article is inserted:

 

"Article 5b

 

Alternative fuels action plan for public transport

 

1.  By 31 December 2020, the European Commission shall present to the European Parliament and to the Council an action plan to accelerate the set-up of charging and refuelling infrastructure for HDVs owned by transport companies in their own depots and maintenance areas as well as in the public space.

 

2.  This action plan shall include information on available Union funding instruments and set out clearly the procedures, how such a support can be given, including its relation to existing European state aid rules.

 

3.  The report shall also contain an assessment on how Union funding instruments could be revised to give funding priority to public transport companies of all sizes to replace their vehicles.".

Amendment    59

Proposal for a directive

Article 1 – paragraph 1 – point 5 c (new)

Directive 2009/33/EC

Article 5 c (new)

 

Text proposed by the Commission

Amendment

 

(5c)  The following Article is inserted:

 

"Article 5c

 

Union platform for cross-border and joint procurement of 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 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 low emission and energy efficient road transport vehicles.".

Justification

A platform for cross-border procurement could help cities benefit from economies of scale, thus reducing costs.

Amendment    60

Proposal for a directive

Article 1 – paragraph 1 – point 7

Directive 2009/33/EC

Article 8a

 

Text proposed by the Commission

Amendment

(7)  A new article 8a is inserted:

deleted

Article 8a

 

Exercise of the delegation

 

1.  The power to adopt delegated acts is conferred on the Commission subject to the conditions laid down in this Article.

 

2.  The power to adopt delegated acts referred to in Article 4a shall be conferred on the Commission for a period of five years from [Please insert the date of entry into force]. The Commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension not later than three months before the end of each period.

 

3.   The delegation of power referred to in Article 4a may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect on the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.

 

4.  Before adopting a delegated act, the Commission shall consult experts designated by each Member State in accordance with the principles laid down in the Interinstitutional Agreement on Better Law-Making of 13 April 2016.

 

5.  As soon as it adopts a delegated act, the Commission shall notify it simultaneously to the European Parliament and to the Council.

 

6.  A delegated act adopted pursuant to Article 4a shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or of the Council.’

 

Amendment    61

Proposal for a directive

Article 1 – paragraph 1 – point 8

Directive 2009/33/EC

Article 9

 

Text proposed by the Commission

Amendment

(8)   Article 9 is replaced by the following:

(8)   Article 9 is deleted

"1.   The Commission shall be assisted by a Committee.

 

That committee shall be a committee within the meaning of Regulation (EU) No 182/2011.

 

2.   Where reference is made to this paragraph, Article 5 of Regulation (EU) No 182/2011 shall apply. Where the committee delivers no opinion, the Commission shall not adopt the draft implementing act and the third subparagraph of Article 5(4) of Regulation (EU) No 182/2011 shall apply.

 

3.   Where the opinion of the committee is to be obtained by written procedure, that procedure shall be terminated without result when, within the time limit for delivery of the opinion, the chair of the committee so decides or a simple majority of committee members so request."

 

Amendment    62

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point a

Directive 2009/33/EC

Article 10 – paragraph 1

 

Text proposed by the Commission

Amendment

1.  The Commission shall submit a report on the application of this Directive and on the actions taken by individual Member States for the effective implementation of this Directive to the European Parliament and to the Council every three years starting on 1 January 2027, following the reporting from Member States.

1.  Member States shall submit to the Commission a report on the implementation of this Directive as part of the reports provided for in Article 83, paragraph 3, second subparagraph of Directive 2014/24/EU and Article 99, paragraph 3, second subparagraph of Directive 2014/25/EU by 18 April 2026, and every three years thereafter. Member States shall submit to the Commission a preliminary report by 18 April 2023.

 

These reports shall contain information on the steps undertaken to implement this Directive, including on the number and the categories of vehicles procured by authorities and entities, on the dialogue carried out between the different levels of governance, information on Member States' intentions regarding the above reporting activities, as well as any other valuable information.

 

Information shall comply with the categories contained in Regulation No 2195/2002 on the Common Procurement Vocabulary (CPV) listed in Table 1 of the Annex.

Amendment    63

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point a a (new)

Directive 2009/33/EC

Article 10 – paragraph 2

 

Present text

Amendment

 

(aa)   paragraph 2 is replaced by the following:

2.  Those reports shall assess the effects of this Directive, especially of the options referred to in Article 5(3), and the need for further action, and include proposals, as appropriate.

“2.   The Commission shall, no later than 31 December 2022, propose a methodology of counting life-cycle CO2 emissions and of well-to-wheel CO2 emissions of vehicles.

In those reports, the Commission shall compare the nominal and relative numbers of vehicles purchased corresponding to the best market alternative in terms of lifetime energy and environmental impacts, within each of the categories of vehicles listed in Table 3 of the Annex, to the overall market for these vehicles and estimate how the options referred to in Article 5(3) have affected the market. The Commission shall assess the need for further action and include proposals, as appropriate.

No later than 18 April 2027, the Commission shall review Directive 2009/33/EC and any other relevant legislation related to alternative fuel, taking into consideration life cycle CO2 emissions and of well-to-wheel CO2 emissions of vehicles.”

Amendment    64

Proposal for a directive

Article 1 – paragraph 1 – point 9 – a b (new)

Directive 2009/33/EC

Article 10 – paragraph 3

 

Present text

Amendment

 

(ab)  paragraph 3 is replaced by the following:

3.  No later than the date of the first report, the Commission shall examine the options referred to in Article 5(3), present an evaluation of the methodology set out in Article 6 and propose appropriate adjustments, if necessary.

“3.  By 18 April 2024, and every three years thereafter, the Commission shall submit a report to the European Parliament and to the Council on the implementation of this Directive specifying the actions taken by individual Member States in this regard, and assess the need for further action and where appropriate, be accompanied by a proposal for amending this Directive.”

Amendment    65

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point b

Directive 2009/33/EC

Article 10 – paragraph 4

 

Text proposed by the Commission

Amendment

4.  Member States shall submit to the Commission a report on the implementation of this Directive by 1 January 2026, and every three years thereafter. Member States shall submit to the Commission an intermediate report by 1 January 2023. That report shall contain information on the steps undertaken to implement this Directive, including on the number and the categories of vehicles procured by authorities and entities, on the dialogue carried out between the different levels of governance, information on Member States' intentions regarding the above reporting activities, as well as any other valuable information. Information’s should follow the categories contained in Regulation No 2195/2002 on the Common Procurement Vocabulary (CPV)31 as noted in the Annex.

deleted

Amendment    66

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point b

Directive 2009/33/EC

Article 10 – paragraph 5

 

Text proposed by the Commission

Amendment

5.   The Commission shall be empowered to adopt, by means of implementing acts, guidance on the contents of Member States' reports referred to in paragraph 4.

5.   The Commission shall be empowered to adopt, by means of implementing acts, guidance on the contents of Member States' reports referred to in paragraph 1.

Amendment    67

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point b – point b a (new)

Directive 2009/33/EC

Article 10 – paragraph 5 a (new)

 

Text proposed by the Commission

Amendment

 

(ba)  the following paragraph is added:

 

“5a.  Member States may decide to set up mechanisms to regulate the purchase of clean vehicles by other fleet owners, such as taxis, car-sharing and ride-pooling companies.”

Justification

Only a small share (8% of the transport emissions) stem from public transport; yet, the directive proposal mainly targets public transport vehicles. In order to balance this out and reach the objective of reducing emissions from the transport sector, other large fleets should be included in the directive.

Amendment    68

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point b b (new)

Directive 2009/33/EC

Article 10 – paragraph 5 b (new)

 

Text proposed by the Commission

Amendment

 

(bb)  the following paragraph is added:

 

“5b.  By 31 December 2021, the Commission shall present to the European Parliament and to the Council an action plan to accelerate the set-up of charging and refuel-ling infrastructure for HDVs owned by transport companies in their own depots and maintenance areas as well as in the public space. This action plan shall include information on available Union funding instruments and set out how such a support can be given despite European state aid rules.”

Amendment    69

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point b c (new)

Directive 2009/33/EC

Article 10 – paragraph 5 c (new)

 

Text proposed by the Commission

Amendment

 

(bc)  the following paragraph is added:

 

“5c.   The Commission shall assess the need to review the appropriate legislation related to promotion of clean and energy-efficient road transport with regard to the use of best graded and retreaded tyres, and where appropriate to submit a legislative proposal.”

Amendment    70

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point b d (new)

Directive 2009/33/EC

Article 10 – paragraph 5 d (new)

 

Text proposed by the Commission

Amendment

 

(bd)  the following paragraph is added:

 

“5d.  The Commission shall provide guidance to Member States with regard to the different Union funds that might be used for the purposes of this Directive, for example the Connecting Europe Facility supporting the development of high performing, sustainable and efficiently interconnected trans-European networks in the fields of transport and the European Fund for Strategic Investments or the Cleaner Transport Facility supporting the deployment of cleaner transport vehicles and their associated infrastructure needs could be mobilised.”

Amendment    71

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point b e (new)

Directive 2009/33/EC

Article 10 – paragraph 5 e (new)

 

Text proposed by the Commission

Amendment

 

(be)  the following paragraph is added:

 

“5e.  Advisory Hubs shall play a key role in this transition by facilitating and promoting investments and supporting institutional capacities. Therefore, the Commission shall substantially reinforce the role and the capacity of the European Investment Advisory Hub, notably through a local presence and a proactive role in the preparation of projects.”

Amendment    72

Proposal for a directive

Article 2 – paragraph 1 – subparagraph 1

Text proposed by the Commission

Amendment

Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by XXXX [Please insert the date 24 months following the date of entry into force] at the latest. They shall immediately communicate to the Commission the text of those provisions.

Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by XXXX [Please insert the date 18 months following the date of entry into force] at the latest. They shall immediately communicate to the Commission the text of those provisions.

Amendment    73

Proposal for a directive

Annex I

Directive 2009/33/EC

Annex – table 1

 

Text proposed by the Commission

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

 

Amendment

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

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

Amendment    74

Proposal for a directive

ANNEX I

Directive 2009/33/EC

Annex – table 2

 

Text proposed by the Commission

Table 2: Emission-thresholds for light-duty vehicles

Vehicle categories

2025

2030

 

CO2 g/km

RDE air pollutant emissions* as percentage of emission limits**

CO2 g/km

RDE air pollutant emissions* as percentage of emission limits

M1 vehicles

25

80%

0

n.a.

M2 vehicles

25

80%

0

n.a.

N1 vehicles

40

80%

0

n.a.

* 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.

 

Amendment

Table 2: Emission-thresholds for light-duty vehicles

Vehicle categories

2025

2030

 

CO2 g/km

RDE air pollutant emissions* as percentage of emission limits**

CO2 g/km

RDE air pollutant emissions* as percentage of emission limits

L vehicles

25

 

 

 

M1 vehicles

50

80%

0

n.a.

M2 vehicles

50

80%

0

n.a.

N1 vehicles

50

80%

0

n.a.

M3 vehicles

n.a

 

 

 

N2 vehicles

n.a

 

 

 

N3 vehicles

n.a

 

 

 

* 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.

Amendment    75

Proposal for a directive

ANNEX I

Directive 2009/33/EC

Annex – table 4

 

Text proposed by the Commission

Table 4: Minimum target for the share of light-duty vehicles in accordance with Table 2 in the total public procurement of light-duty vehicles at Member State level*

Member State

2025

2030

Luxembourg

35%

35%

Sweden

35%

35%

Denmark

34%

34%

Finland

35%

35%

Germany

35%

35%

France

34%

34%

United Kingdom

35%

35%

Netherlands

35%

35%

Austria

35%

35%

Belgium

35%

35%

Italy

35%

35%

Ireland

35%

35%

Spain

33%

33%

Cyprus

29%

29%

Malta

35%

35%

Portugal

27%

27%

Greece

23%

23%

Slovenia

20%

20%

Czech Republic

27%

27%

Estonia

21%

21%

Slovakia

20%

20%

Lithuania

19%

19%

Poland

20%

20%

Croatia

17%

17%

Hungary

21%

21%

Latvia

20%

20%

Romania

17%

17%

Bulgaria

16%

16%

*Vehicles with zero-emissions at tailpipe shall be counted as 1 vehicle contributing to the mandate. All other vehicles that meet the requirements of Table 2 in this annex shall be counted as 0.5 vehicle contributing.

 

Amendment

Table 4: Minimum target for the share of light-duty vehicles in the total public procurement of light-duty vehicles at Member State level 1, 2

 

Vehicle category M1, M2, N1

Vehicle category L

Member State

2025

2030

2025

2030

EU Institutions, Agencies and Bodies

[50%]

[50%]

[50%]

[50%]

Luxembourg

50%

50%

50%

50%

Sweden

50%

50%

50%

50%

Denmark

50%

50%

50%

50%

Finland

50%

50%

50%

50%

Germany

50%

50%

50%

50%

France

50%

50%

50%

50%

United Kingdom

50%

50%

50%

50%

Netherlands

50%

50%

50%

50%

Austria

50%

50%

50%

50%

Belgium

50%

50%

50%

50%

Italy

50%

50%

50%

50%

Ireland

50%

50%

50%

50%

Spain

50%

50%

50%

50%

Cyprus

50%

50%

50%

50%

Malta

50%

50%

50%

50%

Portugal

50%

50%

50%

50%

Greece

35%

35%

35%

35%

Slovenia

35%

35%

35%

35%

Czech Republic

50%

50%

50%

50%

Estonia

35%

35%

35%

35%

Slovakia

35%

35%

35%

35%

Lithuania

35%

35%

35%

35%

Poland

35%

35%

35%

35%

Croatia

25%

25%

25%

25%

Hungary

25%

25%

25%

25%

Latvia

25%

25%

25%

25%

Romania

25%

25%

25%

25%

Bulgaria

25%

25%

25%

25%

1   At least 70 % of the minimum procurement targets for clean light-duty vehicles in the first reference period (until 2025) shall be met by zero- and low-emission vehicles and in the second (2025-2030) and subsequent reference periods, by zero-emission vehicles.

2   Vehicles with zero-emissions at tailpipe shall be counted as 1 vehicle contributing to the mandate. Low-emissions vehicles shall be counted as 0.66 vehicle contributing to the mandate. All other clean vehicles shall be counted as 0.5 vehicle contributing to the mandate.

Amendment    76

Proposal for a directive

ANNEX I

Directive 2009/33/EC

Annex – table 5

 

Text proposed by the Commission

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

 

2025

2030

2025

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.

 

Amendment

Table 5: Minimum target for the share of heavy-duty vehicles in accordance with Article 4(4)in the total public procurement of heavy-duty vehicles at Member State level

Member State

Trucks

Buses

 

20251

20302

20251

20302

EU Institutions, Agencies and Bodies

[10%]

[15%]

[50%]

[75%]

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%

1   At least 50% of the minimum procurement targets for clean heavy-duty vehicles shall be met by zero-emission vehicles or by vehicles using natural gas provided they are fully operated on bio-methane, which shall be demonstrated by a contract to procure bio-methane or other means of accessing bio-methane. The counting of the share of vehicles operating on bio-methane for the subtarget shall cease at 30% of the subtarget.

2  At least 66% of the minimum procurement targets for clean heavy-duty vehicles shall be met by zero-emission vehicles or by vehicles using natural gas provided they are fully operated on bio-methane, which shall be demonstrated by a contract to procure bio-methane or other means of accessing bio-methane. The counting of the share of vehicles operating on bio-methane for the subtarget shall cease at 30% of the subtarget.

(1)

  OJ C 262, 25.7.2018, p. 58.

(2)

  Not yet published on the Official Journal.


EXPLANATORY STATEMENT

The proposal for a directive amending Directive 2009/33/EU on the promotion of clean and energy-efficient road transport, by setting minimum targets in public procurement for clean vehicles, aims at the promotion of the clean transport, fostering new and clean technologies and in the long-term reduction of emissions of air pollutants and CO2.

In his draft report, the Rapporteur links the definition of clean vehicle for light and heavy-duty vehicles, to Directive 2014/94/EU on the deployment of alternative fuels infrastructure. That alignment should create long-term predictability and stability in the Union law. The amended Directive should also contribute to the deployment of alternative fuels infrastructure, as well as to compliance of vehicles with the requirements of the latest standards of emissions of air pollutants and greenhouse gases.

The draft report also clarifies the provisions on the minimum procurement targets: the dates of entry into force, the duration of periods for the targets, and the relevant moment of the public procurement cycle which is to be taken into account for the calculation of the targets.

As certain sectors of public transport in municipalities cannot be treated separately from each other, the Rapporteur proposes to allow in certain situations the counting of procured trams and metro trains towards the achievement of minimum procurement target for the buses.

By imposing minimum procurement targets for light- and heavy-duty vehicles, this Directive will require additional financial resources for contracting authorities and contracting entities. Therefore, the draft report underlines that the Union budgetary and financial policy after 2020 should take it into consideration and provide sufficient financial support for contracting authorities and contracting entities. This should be reflected in the future Multiannual Financial Framework and in the rules regarding sustainable finance and Union financial institutions.

The proposed Directive uses public procurement to stimulate demand for clean road transport vehicles. EU manufacturers, however, also need to be protected from unfair competition. Therefore in his draft report, the Rapporteur proposes that 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 minimum procurement targets.


OPINION of the Committee on Transport and Tourism (11.7.2018)

for the Committee on the Environment, Public Health and Food Safety

on the proposal for a directive of the European Parliament and of the Council amending Directive 2009/33/EU on the promotion of clean and energy-efficient road transport vehicles

(COM(2017)0653 – C8‑0393/2017 – 2017/0291(COD))

Rapporteur for opinion: Andor Deli

SHORT JUSTIFICATION

The Rapporteur welcomes the Commission initiative to revise the Directive. Public investments in clean vehicles also have an immediate impact on clean air for citizens, tackling the persistent problems of air pollution and greenhouse gas emissions from road transport.

The Rapporteur supports the extension of the scope of the Directive to forms of procurement other than purchase, namely vehicle lease, rent or hire-purchase, and to public service contracts for public road transport services, special purpose road transport passenger services, non-scheduled passenger transport and hire of buses and coaches with driver. Moreover, the Rapporteur wishes to further extend the scope of the Directive to taxi services, where it is public owned and hired vehicles. Since the narrow scope was one of the primary reason for the limited application of the Directive, this amendment will be a positive change.

Moreover, he is in favour of the reporting framework as long as it is done within acceptable administrative efforts when a clean vehicles category is introduced into the official car registers. A comprehensive reporting can provide a clear market overview and enable effective monitoring of the implementation.

He also welcomes the abrogation of the methodology for monetisation, which is too burdensome and it was rarely applied.

Nevertheless, the Rapporteur criticise the lack of clarity in this Directive, in particular the scattering of information, with different definitions, and the complicated counting methods for "clean vehicles" over two distinct time periods (until 2025 and 2025-2030).

For light-duty vehicles the Directive proposes that during the transition period (until 2025), vehicles with zero emissions at tail-pipe, which mainly relates to 100% electric vehicles, are counted as 1 vehicle. Vehicles below a certain threshold of emissions at tail-pipe are considered also as clean vehicles; however, they are counted only with the weighting factor 0.5. The thresholds are 25 CO2 g/km for vans and 40 CO2 g/km for passenger vans, which mainly related to plug-in hybrids.

The Rapporteur believes that these calculations not only are too complicated but also doubts that the transition period until 2025 will help to bridge the technology gap until zero emissions at tail-pipe becomes broadly available. In order to avoid confusion and to stimulate a realistic market for clean vehicles, every vehicle considered clean in accordance with Article 2 paragraph 1 of Directive 2014/94/EU on the deployment of alternative fuels infrastructure should be counted as 1 vehicle. From 2030 onwards, only zero-emission vehicles fulfil requirement of the procurement targets. The Rapporteur is convinced that by 2030 the zero-emission vehicle market will be much more mature and the price of such vehicle will be comparable to other vehicles. The Rapporteur believes that too rigid rules might have a consequence that procurements might either be greatly delayed or in the contrary, accelerated but with old technology, which would than block possible future investments in new zero emission technology.

Minimum procurement targets have been established at Union level, having considered future challenges for public authorities and economic efficiency. Nevertheless, Member States may apply higher targets in accordance with their economic capacity (Gross Domestic Product per capita) and exposure to pollution (urban population density).

For heavy-duty vehicles the Directive proposes that during the transition period (until 2025), natural gas with additions from biomethane are accepted but with a reduced weighting factor, while for the subsequent phase there are no emission-thresholds or definitions given at all. The Commission wants to implement these thresholds via a delegated act once they are defined. However, there are no emission standards available to be used and the zero at tale-pipe technology is less mature compared to light vehicles.

Therefore, the Rapporteur wishes to delete the provisions referring to the delegated act and apply the same logic as light-duty vehicles: every vehicle considered clean in accordance with Article 2 paragraph 1 of Directive 2014/94/EU on the deployment of alternative fuels infrastructure should be counted as 1 vehicle. The same reasoning on procurement targets valid for light-duty vehicles is applicable to heavy-duty vehicles.

The Rapporteurs trusts that this approach will be more technology-neutral, compared to the one adopted by Commission, which is too focused on electric vehicles, and it will better suit the main focus of the Directive, which is stimulating industry policy by using public procurement of clean vehicles and trigger market development.

Finally, the Rapporteur recalls that rules on purchasing clean vehicles should neither create additional financial burden nor lead to externalisation of occurring costs through higher ticket prices, higher local taxes or reduction of public transport services. Thus, he calls upon the Commission and Member States' public authorities at all levels to expand their financial and non-financial incentives in order to speed-up the market uptake.

AMENDMENTS

The Committee on Transport and Tourism calls on the Committee on the Environment, Public Health and Food Safety, as the committee responsible, to take into account the following amendments:

Amendment    1

Proposal for a directive

Recital 1

Text proposed by the Commission

Amendment

(1)  The Union is committed to a sustainable, competitive, secure and decarbonised energy system19 . The Energy Union and the Energy and Climate Policy Framework for 2020 to 203020 establish ambitious commitments for the Union to further reduce greenhouse gas emissions by at least 40 % by 2030 as compared with 1990, to increase the proportion of renewable energy consumed by at least 27 %, to make energy savings of at least 27 %, and to improve the Union’s energy security, competitiveness and sustainability.

(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 35 %, to make energy savings of at least 35 %, and to improve the Union’s energy security, competitiveness and sustainability.

_________________

_________________

19 European Council Conclusions of 24 October 2014.

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)

20 Commission Communication on a policy framework for climate and energy from 2020 to 2030 (COM(2014)0013) amended by the European Parliament in its First Reading of 17 January 2018.

Amendment    2

Proposal for a directive

Recital 2

Text proposed by the Commission

Amendment

(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-emission by mid-century. Moreover, emissions of air pollutants from transport that are harmful to health need to be significantly reduced without delay. This can be achieved by an array of policy initiatives, including the use of public procurement of clean vehicles.

(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-emission by mid-century. Moreover, emissions of air pollutants from transport that are harmful to health and the environment need to be significantly reduced without delay. This can be achieved by an array of policy initiatives, including the use of public procurement of clean vehicles.

_________________

_________________

21 COM( 2016) 501 final.

21 COM( 2016) 501 final.

Amendment    3

Proposal for a directive

Recital 4

Text proposed by the Commission

Amendment

(4)  As was announced in the Commission's Communication “Europe on the Move: an agenda for a socially fair transition towards clean, competitive and connected mobility for all"23 this proposal forms part of a second package of proposals, which will contribute to the Union's drive towards low-emission mobility. This package, which is presented in the Commission's Communication "Delivering on low-emission mobility - A European Union that protects the planet, empowers its consumers, and defends its industry and workers" includes a combination of supply- and demand-oriented measures to put the EU on a path towards low-emission mobility and at the same time strengthen the competitiveness of the EU's mobility eco-system.

(4)  As was announced in the Commission's Communication “Europe on the Move: an agenda for a socially fair transition towards clean, competitive and connected mobility for all"23 this proposal forms part of a second package of proposals, which will contribute to the Union's drive towards low-emission mobility. This package, which is presented in the Commission's Communication "Delivering on low-emission mobility - A European Union that protects the planet, empowers its consumers, and defends its industry and workers" includes a combination of supply- and demand-oriented measures to put the EU on a path towards low-emission mobility and at the same time strengthen the competitiveness of the EU's mobility eco-system. The promotion of sustainable vehicles should be done in parallel with the further development of public transport, as the fastest and most cost-efficient way to reduce the number of vehicles on the road and consequently to improve air quality and reduce emissions.

_________________

_________________

23 COM (2017) 283 final.

23 COM (2017) 283 final.

Amendment    4

Proposal for a directive

Recital 5

Text proposed by the Commission

Amendment

(5)  Innovation of new technologies helps to lower vehicle emissions, supporting the decarbonisation of the transport sector. An increased uptake of low- and zero-emission road vehicles is likely to reduce emissions of CO2 and certain pollutant emissions (particulate matter, nitrogen oxides and non-methane hydrocarbons) and to promote competitiveness and growth of the European industry in the increasing global markets for low- and zero-emission vehicles.

(5)  Innovation of new technologies helps to lower vehicle emissions, and reducing noise pollution while supporting the decarbonisation of the transport sector. An increased uptake of low- and zero-emission road vehicles will reduce emissions of CO2 and certain pollutant emissions (particulate matter, nitrogen oxides and non-methane hydrocarbons) and thus improve the air quality in cities and other polluted areas, while contributing to competitiveness and growth of the European industry in the increasing global markets for low- and zero-emission vehicles and ensuring the development of alternative fuel infrastructures. Moreover, the principle of technological neutrality has to be the very basic principle of any effort in order to ensure and stimulate a competitive environment and encourage further research and innovation in this field. In order to reduce air and noise pollution and meet the EU Air Quality standards in urban and rural areas, concrete and ambitious policies and measures, including the use of public procurement of clean mission vehicles, are needed.

Amendment    5

Proposal for a directive

Recital 5 a (new)

Text proposed by the Commission

Amendment

 

(5a)  In order to be consistent with the objectives of sustainability, batteries should be produced with the minimum environmental impacts inside and outside the Union, especially regarding the process of extraction of material used for the building of the batteries. The greenhouse gas emissions during all the production process should be taken into account. The Commission should come forward, in line with the revision of Directive 2006/66/EC, with ambitious objectives of recyclability of batteries.

Amendment    6

Proposal for a directive

Recital 5 b (new)

Text proposed by the Commission

Amendment

 

(5b)  Market forecasts estimate that clean 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    7

Proposal for a directive

Recital 5 c (new)

Text proposed by the Commission

Amendment

 

(5c)  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 clean vehicles and associated technology infrastructure.

Amendment    8

Proposal for a directive

Recital 5 d (new)

Text proposed by the Commission

Amendment

 

(5d)  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, Union institutions, Member States and local authorities need to act fast and collectively.

Amendment    9

Proposal for a directive

Recital 6

Text proposed by the Commission

Amendment

(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.

(6)  Taking into account that government expenditure on goods, works and services represents around 14 % of GDP, public authorities, through their procurement policy, for new vehicles and for the retrofitting of existing ones 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 compliance with the environmental requirements of purchased goods (including vehicles). 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.

24 OJ L 94, 28.3.2014, p. 65 - 242.

25 OJ L 94, 28.3.2014, p. 243 – 374.

25 OJ L 94, 28.3.2014, p. 243 – 374.

Amendment    10

Proposal for a directive

Recital 6 a (new)

Text proposed by the Commission

Amendment

 

(6a)  Member States should be encouraged to explore possibilities to support the operation and reduce the costs of operating ultra-low emission vehicles in public services, for example by granting exemptions or reductions from energy taxes for ultra-low emission vehicles.

Amendment    11

Proposal for a directive

Recital 7 a (new)

Text proposed by the Commission

Amendment

 

(7a)  The availability of charging and refuelling infrastructure is a prerequisite for any transport operation with alternative fuelled vehicles, including for public transport. Therefore, the aspects of fostering alternative fuels infrastructure for public transport should be strengthened in Directive 2014/94/EU. In the absence of a revision, the Commission should establish an action plan for public transport infrastructure.

Amendment    12

Proposal for a directive

Recital 8

Text proposed by the Commission

Amendment

(8)  The Impact Assessment carried out underlines the benefits of changing the overall governance approach to clean vehicle procurement at Union level. Setting minimum procurement targets can effectively reach the objective of impacting market uptake of clean 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.

(8)  The Impact Assessment carried out underlines the benefits of changing the overall governance approach to clean and energy-efficient vehicle procurement at Union level. Setting minimum procurement targets can effectively reach the objective of impacting market uptake of clean 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    13

Proposal for a directive

Recital 9

Text proposed by the Commission

Amendment

(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.

(9)  Extending the scope of the Directive by including practices such as lease, rental and hire-purchase and retrofitting 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, while existing contracts should not be retroactively affected by this Directive. Moreover, the Commission should examine the feasibility of clean procurement in other modes of transport..

Amendment    14

Proposal for a directive

Recital 10

Text proposed by the Commission

Amendment

(10)  There is widespread support from key stakeholders for a definition of clean vehicles taking account of reduction requirements for greenhouse gases and air pollutant emissions from light- and heavy-duty vehicles. To ensure that there are adequate incentives to supporting market-uptake of low- and zero-emission vehicles in the Union, provisions for their public procurement under this amendment should be aligned with provisions of Union legislation on CO2 emission performance of cars and vans for the post-2020 period26 . Action carried out under the amended Directive will contribute to compliance with the requirements of these standards. A more ambitious approach for public procurement can provide an important additional market stimulus.

(10)  The amended Directive should contribute to a reduction of emissions of air pollutants and greenhouse gases and air pollutant emissions as well as noise pollution from light- and heavy-duty vehicles. To ensure that there are adequate incentives to supporting market-uptake of low- and zero-emission vehicles in the Union, provisions for their public procurement under this amendment should be aligned with provisions of Union legislation on CO2 emission performance of cars and vans for the post-2020 period26 . Action carried out under the amended Directive will contribute to compliance with the requirements of these standards. A more ambitious approach for public procurement can provide an important additional market stimulus and in particular, the supply of heavy-duty vehicles must be further stimulated, due to the less advanced level of market maturity of "clean" heavy-duty vehicles. The accounting of CO2 emissions should be based on a well-to-wheel approach in order to do justice to the entire fuel supply chain from the extraction phase to the tailpipe. This will assess the environmental performance of vehicles in a more realistic way. Therefore, the Commission should establish the methodology for recording well-to-wheel emissions by 1 January 2022 at the latest, and adjust Tables 2 and 3 accordingly.

_________________

_________________

26 COM(2017) 676 final

26 COM(2017) 676 final

Amendment    15

Proposal for a directive

Recital 10 a (new)

Text proposed by the Commission

Amendment

 

(10a)  Vehicles with zero emissions at the tail-pipe can also leave an environmental footprint due to the process of manufacture of the components and the level of recyclability. Therefore, public authorities should be encouraged to consider other aspects than price when procuring vehicles, such as the recyclability of batteries. Research and development of those technologies should also be promoted in other policies of the Union.

Amendment    16

Proposal for a directive

Recital 11

Text proposed by the Commission

Amendment

(11)  Light-duty and heavy-duty vehicles are used for different purposes and have different levels of market maturity, and it would be beneficial that public procurement provisions acknowledge these differences. The Impact Assessment illustrated the added value of adopting an approach based on alternative fuels until technology-neutral requirements for CO2 emissions from heavy-duty vehicles have been set at Union level, which the Commission intends to propose in the future. The Impact Assessment further recognised that markets for low- and zero-emission urban buses are characterised by increased market maturity, whereas markets for low- and zero-emission trucks are at an earlier stage of market development.

(11)  Light-duty and heavy-duty vehicles are used for different purposes and have different levels of market maturity, and it would be beneficial that public procurement provisions acknowledge these differences. It should be further recognised that markets for low- and zero-emission urban buses are characterised by recent progression, whereas markets for low- and zero-emission trucks are at an incipient stage of market development.

Amendment    17

Proposal for a directive

Recital 12

Text proposed by the Commission

Amendment

(12)  Setting minimum targets for clean vehicle procurement by 2025 and by 2030 at Member State level should contribute to policy certainty for markets where investments in low- and zero-emission mobility are warranted. The minimum targets support market creation throughout the Union. They provide time for the adjustment of public procurement processes and give a clear market signal. The Impact Assessment notes that Member States increasingly set targets, depending on their economic capacity and how serious the problem is. Different targets should be set for different Member States in accordance with their economic capacity (Gross Domestic Product per capita) and exposure to pollution (urban population density). 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.

(12)  Setting minimum targets for clean vehicle procurement to be achieved by 2025 and by 2030 is key for ensuring policy certainty for markets where investments in low- and zero-emission mobility are warranted. The minimum targets support market development throughout the Union. They provide time for the adjustment of public procurement processes and give a clear market signal, while at the same time helping to provide a good example for the public. The Impact Assessment notes that Member States increasingly set targets, depending on their economic capacity and how serious the problem is. Member States are, however encouraged to apply more ambitious targets in accordance with their economic performance (Gross Domestic Product per capita) and exposure to pollution (urban population density). Considering that these parameters are often not uniform within a Member State, an assessment of their reliability will be necessary so that the methodology can eventually be complemented. Minimum procurement targets should be complemented by the obligation of the contracting authorities, entities and operators to consider relevant energy and environmental aspects in all their procurement procedures. The Territorial Impact Assessment of this amended Directive illustrated that the impact will be evenly distributed among regions in the Union. In view of the on-going developments in transport technologies, a mid-term review of these minimum target and an assessment of national parameters might be necessary to allow for an adaption of the values at a later stage.

Amendment    18

Proposal for a directive

Recital 13

Text proposed by the Commission

Amendment

(13)  The maximum impact can be achieved if public procurement of clean vehicles is targeted in areas that have a relatively high degree of air pollution. Public authorities in Member States are encouraged to particularly focus on those areas when concluding the implementation of their domestic minimum targets and to reflect related action in their reporting under this amended Directive.

(13)  The maximum impact can be achieved if public procurement of clean vehicles is targeted in areas that have a relatively high degree of air and noise pollution. Public authorities in Member States are encouraged to particularly focus on those areas when concluding the implementation of their domestic minimum targets and to reflect related action in their reporting under this amended Directive. In order to avoid disproportionate burden and optimise the potential results of this Directive, appropriate technical assistance should be provided to the public authorities.

Amendment    19

Proposal for a directive

Recital 13 a (new)

Text proposed by the Commission

Amendment

 

(13a)  The thresholds laid down in this Directive are hard to implement without the development of marketable and technically mature products. To ensure that information regarding progress is regularly updated, the Commission is asked to submit a report every two years assessing whether marketable solutions for clean vehicles exist. In addition, the Commission and the Member States should make greater financial and non-financial contributions to bringing such clean vehicles to market more rapidly.

Amendment    20

Proposal for a directive

Recital 13 b (new)

Text proposed by the Commission

Amendment

 

(13b)  Having in mind the significant difference in financial leeway of private transport operators for the uptake of potentially more expensive alternatively fuelled vehicles, mechanisms must be made available in order to ensure a level playing field between public and private transport operators in bidding and tendering processes and that the costs of compliance with the minimum procurement targets established in this Directive are not passed on to local authorities, in particular for smaller municipalities, or lead to externalisation of occurring higher costs through higher ticket prices, higher local taxes or reduction of public transport services.

Amendment    21

Proposal for a directive

Recital 14

Text proposed by the Commission

Amendment

(14)  Life-cycle costing is an important tool for contracting authorities and entities to cover energy and environmental costs during the life-cycle of a vehicle, including the cost of greenhouse gas emission and other pollutant emissions on the basis of a relevant methodology to determine their monetary value. Given the scarce use of the methodology for the calculation of operational lifetime costs under Directive 2009/33/EU and the information provided by contracting authorities and entities on the use of own methodologies tailored to their specific circumstances and needs, there should be no methodology mandatory to use, but contracting authorities, contracting entities or operators should be able to choose any life-costing methodology in order to support their procurement processes.

(14)  Life-cycle costing is an important tool for contracting authorities and entities to cover energy and environmental costs during the life-cycle of a vehicle, including the cost of greenhouse gas emission and other pollutant emissions on the basis of a relevant methodology to determine their monetary value. Given the scarce use of the methodology for the calculation of operational lifetime costs under Directive 2009/33/EU and the information provided by contracting authorities and entities on the use of own methodologies tailored to their specific circumstances and needs, there should be no methodology mandatory to use, but contracting authorities, contracting entities or operators should be able to choose any life-costing methodology in order to support their procurement processes. However, due to the lack of a clear understanding of the overall life-cycle emissions of the various fuel types, the Commission should provide an analysis that will lead to a common Union methodology for manufacturers to report data on CO2 emissions of all fuel types in a consistent manner.

Amendment    22

Proposal for a directive

Recital 15

Text proposed by the Commission

Amendment

(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-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.

(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: this new report must take account of ecological developments and the environmental priorities of Member States over the last three years according to the same criteria applicable to all Member States. To minimise administrative burden and additional cost for single public bodies and establish an effective market overview, simple reporting should be facilitated and the tendering procedures should be made online in order to increase transparency. The Commission will ensure full reporting for low- and zero-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    23

Proposal for a directive

Recital 16 a (new)

Text proposed by the Commission

Amendment

 

(16a)  EU financial instruments should be mobilised in order to support Member States at national, regional and local level to achieve the targets under this Directive. Minimum binding targets for charging points per Members States, together with direct infrastructure financing and financing of electric vehicle charging points and hydrogen vehicle filling stations should be considered as well, where not commercially viable on their own. For this purpose funding instruments such as the Connecting Europe Facility supporting the development of high performing, sustainable and efficiently interconnected trans-European networks in the fields of transport and the European Fund for Strategic Investments or the Cleaner Transport Facility supporting the deployment of cleaner transport vehicles and their associated infrastructure needs could be mobilised. Advisory Hubs should play a key role in this transition by facilitating and promoting investments and supporting institutional capacities.

Amendment    24

Proposal for a directive

Recital 16 b (new)

Text proposed by the Commission

Amendment

 

(16b)  In order to maximise the impact of investments, mobility and urban planning need to be better coordinated through tools such as the 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. The application of SUMPs should be an important element to be considered when 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    25

Proposal for a directive

Recital 16 c (new)

Text proposed by the Commission

Amendment

 

(16c)  In addition to supporting the uptake of clean vehicles, public procurements are drivers of new forms of mobility. While clean 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    26

Proposal for a directive

Recital 18 a (new)

Text proposed by the Commission

Amendment

 

(18a)   To ensure that public authorities are incentivised to purchase clean vehicles and Member States invest in the deployment of the alternative fuels infrastructure, but also to avoid the risk of such purchases leading to higher prices for passengers, the Union's budgetary and financial policy after 2020 should provide support for contracting entities. That should be reflected in the future Multiannual Financial Framework and the rules regarding sustainable finance and Union financial institutions. Additionally, Member States should expand the financial and non-financial incentives, and envisage environmental audits, in order to speed up the market uptake of clean vehicles. These efforts will reduce the initial high investment for the infrastructural changes and support the decarbonisation of transport.

Amendment    27

Proposal for a directive

Article 1 – paragraph 1 – point 1

Directive 2009/33/EC

Title

 

Text proposed by the Commission

Amendment

Directive 2009/33/EU on the promotion of clean road transport vehicles in support of low-emission mobility

Directive 2009/33/EU on the promotion of clean road transport vehicles used in public services in support of low-emission mobility

Amendment    28

Proposal for a directive

Article 1 – paragraph 1 – point 1 a (new)

Directive 2009/33/EC

Article 1 – paragraph 1

 

Present text

Amendment

 

(1a)  Article 1(1) is replaced by the following:

This Directive requires contracting authorities, contracting entities as well as certain operators to take into account lifetime energy and environmental impacts, including energy consumption and emissions of CO2 and of certain pollutants, when purchasing road transport vehicles with the objectives of promoting and stimulating the market for clean and energy-efficient vehicles and improving the contribution of the transport sector to the environment, climate and energy policies of the Community.

"This Directive requires contracting authorities, contracting entities as well as certain operators to take into account lifetime energy and environmental impacts, including energy consumption and emissions of CO2 and of certain pollutants, when purchasing, leasing, renting or hire-purchasing or retrofitting road transport vehicles with the objectives of promoting and stimulating the market for clean and energy-efficient vehicles and improving the contribution of the transport sector to the environment, climate and energy policies of the Union."

(https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32009L0033&qid=1530868809501&from=EN)

Amendment    29

Proposal for a directive

Article 1 – paragraph 1 – point 1 b (new)

Directive 2009/33/EC

Article 2 – paragraph 1

 

Present text

Amendment

 

(1b)  in Article 2, paragraph 1 is replaced by the following:

Member States may exempt from the requirements laid down in this Directive contracts for the purchase of vehicles referred to in Article 2(3) of Directive 2007/46/EC, which are not subject to type approval or individual approval on their territory

"Member States may exempt from the requirements laid down in this Directive contracts for the purchase, lease, rent, hire-purchasing or retrofitting of vehicles referred to in Article 2(3) of Directive 2007/46/EC, which are not subject to type approval or individual approval on their territory.

(https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32009L0033&from=EN)

Amendment    30

Proposal for a directive

Article 1 – paragraph 1 – point 2

Directive 2009/33/EC

Article 3 – paragraph 1 – introductory part

 

Text proposed by the Commission

Amendment

This Directive shall apply to contracts for the purchase, lease, rent or hire-purchase of road transport vehicles by:

This Directive shall apply to new contracts for the purchase, lease, rent or hire-purchase and retrofitting of road transport vehicles used in public services that are concluded after this Directive enters into force by:

Amendment    31

Proposal for a directive

Article 1 – paragraph 1 – point 2

Directive 2009/33/EC

Article 3 – paragraph 1 – point c a (new)

 

Text proposed by the Commission

Amendment

 

(ca)  Union institutions, agencies and bodies

Amendment    32

Proposal for a directive

Article 1 – paragraph 1 – point 3

Directive 2009/33/EC

Article 4 – paragraph 1 – point 4 – point a

 

Text proposed by the Commission

Amendment

(a)  a vehicle of category 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;

(a)  a zero or a low-emission vehicle of category L, M1, M2 or N1 powered by fuels as defined in point (1) of Article 2 of Directive 2014/94/EU on the deployment of alternative fuels infrastructure with a maximum tailpipe 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;

Amendment    33

Proposal for a directive

Article 1 – paragraph 1 – point 3

Directive 2009/33/EC

Article 4 – paragraph 1 – point 4 – point b

 

Text proposed by the Commission

Amendment

(b)  a vehicle of category N1 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;

deleted

Amendment    34

Proposal for a directive

Article 1 – paragraph 1 – point 3

Directive 2009/33/EC

Article 4 – paragraph 1 – point 4 – point c

 

Text proposed by the Commission

Amendment

(c)  a vehicle of category M3, N2 or N3 as defined in Table 3 in the Annex .

(c)  a zero or a low-emission vehicle of category M3, N2 or N3 (heavy duty vehicle) as defined in Table 3 in the Annex.

Amendment    35

Proposal for a directive

Article 1 – paragraph 1 – point 3

Directive 2009/33/EC

Article 4 – paragraph 1 – point 4 a (new)

 

Text proposed by the Commission

Amendment

 

4a.  'sustainable battery' means a battery for which the whole value chain is taken into account and the final battery product is fit for reuse and/or recycling.

 

The Commission shall be empowered to adopt a delegated act by [18 months after entry into force] with a more precise definition based on an assessment of the CO2 emissions considering the whole chain e.g. the entire lifecycle of the battery including full lifecycle of carbon emissions during the production process and end of life carbon footprint of the battery.

Amendment    36

Proposal for a directive

Article 1 – paragraph 1 – point 3

Directive 2009/33/EC

Article 4 – paragraph 1 – point 4 b (new)

 

Text proposed by the Commission

Amendment

 

4b.  'sustainable lifecycle vehicle' means a vehicle which is produced by using significantly lower emissions than comparable vehicle types, and is designed to allow for a more sustainable end of life, including reuse and recycling potential of its components. The Commission shall be empowered to adopt a delegated act by [18 months after entry into force] with a more precise definition.

Amendment    37

Proposal for a directive

Article 1 – paragraph 1 – point 3

Directive 2009/33/EC

Article 4 – paragraph 1 – point 4 c (new)

 

Text proposed by the Commission

Amendment

 

4c.   'vehicle retrofitted to clean vehicle' means a vehicle with modifications to all or parts of its engine with pollution-reducing and/or fuel saving technologies which is upgraded to the standards of a clean vehicle as defined in paragraph 4 by installation of various auxiliary emission control technologies.

Amendment    38

Proposal for a directive

Article 1 – paragraph 1 – point 3

Directive 2009/33/EC

Article 4 – paragraph 1 – point 4 d (new)

 

Text proposed by the Commission

Amendment

 

4d.   'zero-emission bus' means a vehicle of category M powered by fuel as defined in Article 2(1) of Directive 2014/94/EU on the deployment of alternative fuel infrastructure which does not produce local and direct emissions of CO2 or other pollutants, except where these emissions are negligible.

Amendment    39

Proposal for a directive

Article 1 – paragraph 1 – point 5

Directive 2009/33/EC

Article 5 – paragraph 1

 

Text proposed by the Commission

Amendment

1.  Member States shall ensure that purchase, lease, rent or hire-purchase 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.

1.  Member States shall ensure that purchase, lease, rent or hire-purchase or retrofitting to low or zero-emission vehicle standards of road transport vehicles used in public services, 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 of the Annex and include contractual provisions to ensure the actual use of alternative fuels. Member States shall ensure that the cost of compliance with the minimum procurement targets established in this Directive are not passed on to local authorities and that sufficient financial resources are made available to contracting authorities and contracting entities.

Amendment    40

Proposal for a directive

Article 1 – paragraph 1 – point 5

Directive 2009/33/EC

Article 5 – paragraph 1 a (new)

 

Text proposed by the Commission

Amendment

 

1a.  Member States shall offer additional funding for the purchase of vehicles that are not affected by state aid law.

Amendment    41

Proposal for a directive

Article 1 – paragraph 1 – point 5

Directive 2009/33/EC

Article 5 – paragraph 1 b (new)

 

Text proposed by the Commission

Amendment

 

1b.  To reach the procurement targets, contracting entities shall base the award of contracts on the most economically advantageous tender ("MEAT") as described in Article 82 of Directive 2014/25/EU. Tender specifications shall be defined not only with focus on Total Cost of Ownership (TCO) but also on other vehicle characteristics, such as accessibility, insertion in urban landscape, noise levels, energy efficiency, recyclability of batteries and vehicle components.

Amendment    42

Proposal for a directive

Article 1 – paragraph 1 – point 5

Directive 2009/33/EC

Article 5 – paragraph 2

 

Text proposed by the Commission

Amendment

2.  Member State authorities may apply higher minimum mandates than those referred to in the Annex of this Directive.

2.  Member State authorities may apply higher minimum mandates than those referred to in the Annex of this Directive. Member State authorities may also apply lower mandates if justified taking into account national or regional circumstances, such as distances and topological and climatic conditions, or ability to achieve same environmental results with other solutions that are proven to have better cost-efficiency.

Amendment    43

Proposal for a directive

Article 1 – paragraph 1 – point 5 a (new)

Directive 2009/33/EC

Article 5 a (new)

 

Text proposed by the Commission

Amendment

 

(5a)  The following Article is inserted:

 

"Article 5a

 

Alternative fuels action plan for public transport

 

1.  By 31 December 2020, the European Commission shall present to the European Parliament and to the Council an action plan to accelerate the set-up of charging and refuelling infrastructure for HDVs owned by transport companies in their own depots and maintenance areas as well as in the public space.

 

2.  This action plan shall include information on available Union funding instruments and set out clearly the procedures, how such a support can be given, including its relation to existing European state aid rules.

 

3.  The report shall also contain an assessment on how European funding instruments could be revised to give funding priority to public transport companies of all sizes to replace their vehicles."

Amendment    44

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point a

Directive 2009/33/EC

Article 10 – paragraph 1

 

Text proposed by the Commission

Amendment

1.  The Commission shall submit a report on the application of this Directive and on the actions taken by individual Member States for the effective implementation of this Directive to the European Parliament and to the Council every three years starting on 1 January 2027, following the reporting from Member States.

1.  The Commission shall submit a report on the application of this Directive and on the actions taken by individual Member States for the effective implementation of this Directive to the European Parliament and to the Council every three years starting on 1 January 2027, following the reporting from Member States. This report shall be integrated in the overall assessment of the transport, environment, climate and energy policies of the Union. The Commission shall submit an intermediary report by 1 January 2024 on the steps undertaken to implement this Directive, following reporting by Member States.

Amendment    45

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point a a (new)

Directive 2009/33/EC

Article 10 – paragraph 2

 

Present text

Amendment

 

(aa)  Paragraph 2 is replaced by the following:

2.  Those reports shall assess the effects of this Directive, especially of the options referred to in Article 5(3), and the need for further action, and include proposals, as appropriate.

"2.  Those reports shall assess the effects of this Directive, especially of Article 5, in promoting and stimulating the market for clean and energy efficient vehicles and the need for further action, and include proposals, as appropriate.

In those reports, the Commission shall compare the nominal and relative numbers of vehicles purchased corresponding to the best market alternative in terms of lifetime energy and environmental impacts, within each of the categories of vehicles listed in Table 3 of the Annex, to the overall market for these vehicles and estimate how the options referred to in Article 5(3) have affected the market. The Commission shall assess the need for further action and include proposals, as appropriate.

In those reports, the Commission shall compare the nominal and relative numbers of vehicles purchased, leased, rented or hire-purchased or retrofitted corresponding to the best market alternative in terms of lifetime energy and environmental impacts, within each of the categories of vehicles listed in Article 4 (4), to the overall market for these vehicles and estimate how the minimum targets referred to in Article 5 have affected the market in the Union as a whole and in each of the Member States. Additionally, the Commission shall assess the effects of this Directive on the European industry. The Commission shall assess the need for further action and include proposals, as appropriate."

(https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32009L0033&qid=1530868809501&from=EN)

Amendment    46

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point a b (new)

Directive 2009/33/EC

Article 10 – paragraph 3

 

Present text

Amendment

 

(ab)  Paragraph 3 is replaced by the following:

3.  No later than the date of the first report, the Commission shall examine the options referred to in Article 5(3), present an evaluation of the methodology set out in Article 6 and propose appropriate adjustments, if necessary.

"3.  No later than the date of the first report, the Commission shall examine Member States compliance with the minimum targets referred to in Article 5, present an evaluation of the methodology used to define these targets and propose appropriate adjustments of either the methodology or the targets, if necessary."

(https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32009L0033&qid=1530868809501&from=EN)

Amendment    47

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point b

Directive 2009/33/EC

Article 10 – paragraph 4

 

Text proposed by the Commission

Amendment

4.  Member States shall submit to the Commission a report on the implementation of this Directive by 1 January 2026, and every three years thereafter. Member States shall submit to the Commission an intermediate report by 1 January 2023. That report shall contain information on the steps undertaken to implement this Directive, including on the number and the categories of vehicles procured by authorities and entities, on the dialogue carried out between the different levels of governance, information on Member States' intentions regarding the above reporting activities, as well as any other valuable information. Information’s should follow the categories contained in Regulation No 2195/2002 on the Common Procurement Vocabulary (CPV)31 as noted in the Annex.

4.  Member States shall submit to the Commission a report on the implementation of this Directive by 1 January 2026, and every three years thereafter. Member States shall submit to the Commission an intermediate report by 1 January 2023. That report shall contain information on the steps undertaken to implement this Directive, including on the number and the categories of vehicles procured by authorities and entities, on the dialogue carried out between the different levels of governance, information on Member States' intentions regarding the above reporting activities, as well as information on the financial instruments already available or in preparation and on the Member States' strategies to foster the deployment of alternative fuels infrastructure, in particular for public transport networks. Information’s should follow the categories contained in Regulation No 2195/2002 on the Common Procurement Vocabulary (CPV)31 as noted in the Annex.

_________________

_________________

31 OJ L 340, 16.12.2002, p. 1,

31 OJ L 340, 16.12.2002, p. 1,

Amendment    48

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point b

Directive 2009/33/EC

Article 10 – paragraph 4 a (new)

 

Text proposed by the Commission

Amendment

 

4a.  Once the Commission establishes a methodology for recording well-to-wheel emissions in order that the entire fuel supply chain from the extraction phase to the tailpipe is covered Commission should review the minimum targets referred to in Article 5 and adjust them accordingly

(https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32009L0033&qid=1530868809501&from=EN)

Amendment    49

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point b

Directive 2009/33/EC

Article 10 – paragraph 5 a (new)

 

Text proposed by the Commission

Amendment

 

5a.  The Commission shall provide guidance to Member States with regard to the different EU funds that might be used for the purposes of this Directive, e.g. Connecting Europe Facility supporting the development of high performing, sustainable and efficiently interconnected trans-European networks in the fields of transport and the European Fund for Strategic Investments or the Cleaner Transport Facility supporting the deployment of cleaner transport vehicles and their associated infrastructure needs could be mobilised.

Amendment    50

Proposal for a directive

Article 1 – paragraph 1 – point 9 – point b

Directive 2009/33/EC

Article 10 – paragraph 5 b (new)

 

Text proposed by the Commission

Amendment

 

5b.  Advisory Hubs shall play a key role in this transition by facilitating and promoting investments and supporting institutional capacities. Therefore, the Commission shall substantially reinforce the role and the capacity of the European Investment Advisory Hub, notably through a local presence and a proactive role in the preparation of projects.

Amendment    51

Proposal for a directive

Annex 1

Directive 2009/33/EC

Annex – Table 1

 

Text proposed by the Commission

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

 

Amendment

Table 1: Common Procurement Vocabulary codes referred to in Article 3

CPV Code

Despription

60112000-6

Public road transport services

60130000-8

Special-purpose road passenger-transport services

60140000-1

Non-scheduled passanger 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

Amendment    52

Proposal for a directive

Annex 1

Directive 2009/33/EC

Annex – Table 2

 

Text proposed by the Commission

Table 2: Emission-thresholds for light-duty vehicles

Vehicle categories

2025

2030

 

CO2 g/km

RDE air pollutant emissions* as percentage of emission limits**

CO2 g/km

RDE air pollutant emissions* as percentage of emission limits

M1 vehicles

25

80%

0

n.a.

M2 vehicles

25

80%

0

n.a.

N1 vehicles

40

80%

0

n.a.

* 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.

 

Amendment

Table 2: Emission-thresholds for light-duty vehicles

Vehicle categories

2025

2030

 

CO2 g/km

RDE air pollutant emissions* as percentage of emission limits**

CO2 g/km

RDE air pollutant emissions* as percentage of emission limits

L vehicles

25

80%

0

n.a.

M1 vehicles

25

80%

0

n.a.

M2 vehicles

25

80%

0

n.a.

N1 vehicles

40

80%

0

n.a.

* 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.

 

Amendment    53

Proposal for a directive

Annex 1

Directive 2009/33/EC

Annex – Table 3

 

Text proposed by the Commission

Table 3: Alternative fuel requirements for heavy-duty vehicles

Vehicle categories

Alternative fuels

M3, N2, N3 vehicles

Electricity*, hydrogen, natural gas including biomethane, in gaseous form (compressed natural gas (CNG)) and liquefied form (liquefied natural gas (LNG)

*For use in a vehicle as defined in Art. 2 (2) of Directive 2014/94/EU, provided that electricity is used for a relevant part of the operational use of the vehicle.

 

Amendment

Table 3: Alternative fuel requirements for heavy-duty vehicles

Vehicle categories

Alternative fuels

M3, N2, N3 vehicles

As defined in point (1) of Article 2 of Directive 2014/94/EU on the deployment of alternative fuels infrastructure.

 

Amendment    54

Proposal for a directive

Annex 1

Directive 2009/33/EC

Annex – Table 4

 

Text proposed by the Commission

Table 4: Minimum target for the share of light-duty vehicles in accordance with table 2 in the total public procurement of light-duty vehicles at Member State level*

Member State

2025

2030

Luxembourg

35%

35%

Sweden

35%

35%

Denmark

34%

34%

Finland

35%

35%

Germany

35%

35%

France

34%

34%

United Kingdom

35%

35%

Netherlands

35%

35%

Austria

35%

35%

Belgium

35%

35%

Italy

35%

35%

Ireland

35%

35%

Spain

33%

33%

Cyprus

29%

29%

Malta

35%

35%

Portugal

27%

27%

Greece

23%

23%

Slovenia

20%

20%

Czech Republic

27%

27%

Estonia

21%

21%

Slovakia

20%

20%

Lithuania

19%

19%

Poland

20%

20%

Croatia

17%

17%

Hungary

21%

21%

Latvia

20%

20%

Romania

17%

17%

Bulgaria

16%

16%

*Vehicles with zero-emissions at tailpipe shall be counted as 1 vehicle contributing to the mandate. All other vehicles that meet the requirements of Table 2 in this annex shall be counted as 0.5 vehicle contributing.

 

Amendment

Table 4: Minimum target for the share of light-duty vehicles in accordance with table 2 in the total public procurement of light-duty vehicles at Member State level*

Member State

2025

2030

Luxembourg

35%

35%

Sweden

35%

35%

Denmark

34%

34%

Finland

35%

35%

Germany

35%

35%

France

34%

34%

United Kingdom

35%

35%

Netherlands

35%

35%

Austria

35%

35%

Belgium

35%

35%

Italy

35%

35%

Ireland

35%

35%

Spain

33%

33%

Cyprus

29%

29%

Malta

35%

35%

Portugal

27%

27%

Greece

23%

23%

Slovenia

20%

20%

Czech Republic

27%

27%

Estonia

21%

21%

Slovakia

20%

20%

Lithuania

19%

19%

Poland

20%

20%

Croatia

17%

17%

Hungary

21%

21%

Latvia

20%

20%

Romania

17%

17%

Bulgaria

16%

16%

* The country-specific values can be adjusted individually in accordance with Article 10(3) with due justification to account for verifiable changes in circumstances that affect the ability of the Member State concerned to comply with the relevant targets, including where a Member State requests an increase of this target;

Amendment    55

Proposal for a directive

Annex 1

Directive 2009/33/EC

Annex – Table 5

 

Text proposed by the Commission

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

 

2025

2030

2025

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.

 

Amendment

Table 5 – Minimum target for the share of heavy-duty vehicles in accordance with Article 4(4) point (b) in the total public procurement of heavy-duty vehicles at Member State level*

Member State

Trucks

Buses**

 

2025

2030

2025

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%

* The country-specific values can be adjusted individually in accordance with Article 10(3), with due justification to account for verifiable changes in circumstances that affect the ability of the Member State concerned to comply with the relevant targets, including where a Member State requests an increase of this target;

** By 2030, at least 50% of this procurement target shall be zero-emission buses.

PROCEDURE – COMMITTEE ASKED FOR OPINION

Title

Promotion of clean and energy-efficient road transport vehicles

References

COM(2017)0653 – C8-0393/2017 – 2017/0291(COD)

Committee responsible

Date announced in plenary

ENVI

29.11.2017

 

 

 

Opinion by

Date announced in plenary

TRAN

29.11.2017

Rapporteur

Date appointed

Andor Deli

22.1.2018

Date adopted

10.7.2018

 

 

 

Result of final vote

+:

–:

0:

29

5

3

Members present for the final vote

Daniela Aiuto, Lucy Anderson, Marie-Christine Arnautu, Georges Bach, Izaskun Bilbao Barandica, Deirdre Clune, Michael Cramer, Luis de Grandes Pascual, Andor Deli, Karima Delli, Isabella De Monte, Ismail Ertug, Jacqueline Foster, Dieter-Lebrecht Koch, Merja Kyllönen, Miltiadis Kyrkos, Peter Lundgren, Marian-Jean Marinescu, Georg Mayer, Gesine Meissner, Markus Pieper, Gabriele Preuß, Christine Revault d’Allonnes Bonnefoy, Dominique Riquet, Claudia Schmidt, Peter van Dalen, Wim van de Camp, Marie-Pierre Vieu, Elissavet Vozemberg-Vrionidi, Janusz Zemke, Roberts Zīle, Kosma Złotowski, Elżbieta Katarzyna Łukacijewska

Substitutes present for the final vote

Maria Grapini, Karoline Graswander-Hainz, Werner Kuhn

Substitutes under Rule 200(2) present for the final vote

Anna Hedh

FINAL VOTE BY ROLL CALL IN COMMITTEE ASKED FOR OPINION

29

+

ALDE

ERC

PPE

 

S&D

 

 

Izaskun Bilbao Barandica, Gesine Meissner, Dominique Riquet

Jacqueline Foster, Roberts Zīle, Kosma Złotowski, Peter van Dalen

Georges Bach, Deirdre Clune, Andor Deli, Dieter-Lebrecht Koch, Werner Kuhn, Elżbieta Katarzyna Łukacijewska, Marian-Jean Marinescu, Markus Pieper, Claudia Schmidt, Elissavet Vozemberg-Vrionidi, Luis de Grandes Pascual, Wim van de Camp

Lucy Anderson, Isabella De Monte, Ismail Ertug, Maria Grapini, Karoline Graswander-Hainz, Anna Hedh, Miltiadis Kyrkos, Gabriele Preuß, Christine Revault d'Allonnes Bonnefoy, Janusz Zemke

5

-

ECR

GUE/NGL

VERTS/ALE

Peter Lundgren

Merja Kyllönen, Marie-Pierre Vieu

Michael Cramer, Karima Delli,

 

3

0

EFDD

ENF

 

Daniela Aiuto

Marie-Christine Arnautu, Georg Mayer

 

 

Corrections to vote

+

 

-

 

0

 

Key to symbols:

+ : in favour

- : against

0 : absention


PROCEDURE – COMMITTEE RESPONSIBLE

Title

Promotion of clean and energy-efficient road transport vehicles

References

COM(2017)0653 – C8-0393/2017 – 2017/0291(COD)

Date submitted to Parliament

8.11.2017

 

 

 

Committee responsible

       Date announced in plenary

ENVI

29.11.2017

 

 

 

Committees asked for opinions

       Date announced in plenary

ITRE

29.11.2017

IMCO

29.11.2017

TRAN

29.11.2017

 

Not delivering opinions

       Date of decision

IMCO

4.12.2017

 

 

 

Rapporteurs

       Date appointed

Andrzej Grzyb

16.1.2018

 

 

 

Discussed in committee

16.5.2018

 

 

 

Date adopted

10.10.2018

 

 

 

Result of final vote

+:

–:

0:

38

10

7

Members present for the final vote

Marco Affronte, Pilar Ayuso, Ivo Belet, Biljana Borzan, Lynn Boylan, Paul Brannen, Soledad Cabezón Ruiz, Birgit Collin-Langen, Miriam Dalli, Seb Dance, José Inácio Faria, Francesc Gambús, Arne Gericke, Jens Gieseke, Julie Girling, Sylvie Goddyn, Françoise Grossetête, Andrzej Grzyb, Jytte Guteland, Benedek Jávor, Karin Kadenbach, Kateřina Konečná, Urszula Krupa, Giovanni La Via, Jo Leinen, Peter Liese, Valentinas Mazuronis, Joëlle Mélin, Susanne Melior, Miroslav Mikolášik, Rory Palmer, Bolesław G. Piecha, Pavel Poc, Julia Reid, Frédérique Ries, Michèle Rivasi, Annie Schreijer-Pierik, Renate Sommer, Nils Torvalds, Adina-Ioana Vălean

Substitutes present for the final vote

Cristian-Silviu Buşoi, Jørn Dohrmann, Linnéa Engström, Eleonora Evi, Fredrick Federley, Christophe Hansen, Jan Huitema, Norbert Lins, Rupert Matthews, Tilly Metz, Younous Omarjee, Gabriele Preuß, Bart Staes

Substitutes under Rule 200(2) present for the final vote

Anthea McIntyre, Kati Piri

Date tabled

15.10.2018


FINAL VOTE BY ROLL CALL IN COMMITTEE RESPONSIBLE

38

+

ALDE

Fredrick Federley, Jan Huitema, Valentinas Mazuronis, Frédérique Ries, Nils Torvalds

GUE/NGL

Lynn Boylan, Kateřina Konečná

PPE

Pilar Ayuso, Ivo Belet, Cristian‑Silviu Buşoi, Birgit Collin‑Langen, José Inácio Faria, Francesc Gambús, Jens Gieseke, Julie Girling, Françoise Grossetête, Andrzej Grzyb, Christophe Hansen, Giovanni La Via, Peter Liese, Norbert Lins, Miroslav Mikolášik, Annie Schreijer‑Pierik, Renate Sommer, Adina‑Ioana Vălean

S&D

Biljana Borzan, Paul Brannen, Soledad Cabezón Ruiz, Miriam Dalli, Seb Dance, Jytte Guteland, Karin Kadenbach, Jo Leinen, Susanne Melior, Rory Palmer, Kati Piri, Pavel Poc, Gabriele Preuß

10

-

EFDD

Eleonora Evi, Julia Reid

ENF

Sylvie Goddyn, Joëlle Mélin

VERTS/ALE

Marco Affronte, Linnéa Engström, Benedek Jávor, Tilly Metz, Michèle Rivasi, Bart Staes

7

0

ECR

Jørn Dohrmann, Arne Gericke, Urszula Krupa, Rupert Matthews, Anthea McIntyre, Bolesław G. Piecha

GUE/NGL

Younous Omarjee

Key to symbols:

+  :  in favour

-  :  against

0  :  abstention

Last updated: 16 October 2018Legal notice