33 Amendments of Isabella DE MONTE related to 2017/0291(COD)
Amendment 28 #
Proposal for a directive
Recital 1 a (new)
Recital 1 a (new)
(1a) Transport is the only sector in Europe that has failed to reduce CO2 emissions since 1990, with road transport generating more greenhouse gases than any other form of transport.
Amendment 35 #
Proposal for a directive
Recital 5
Recital 5
(5) Innovation of new technologies helps to lower vehicle emissions, supporting the decarbonisation of the transport sector and reducing noise pollution harmful to human health. 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.
Amendment 36 #
Proposal for a directive
Recital 5
Recital 5
(5) Innovation of new technologies helps to lower vehicle emissions, supporting the decarbonisation of the transport sector. An increased uptake of low- and zero-emission road vehicles is likelywill 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.
Amendment 44 #
(6) PTaking into account that government expenditure on goods, works and services represents around 14% of GDP, public authorities, through their procurement policy, can establish and support markets for innovative goods and services. Directives 2014/24/EU24 and 2014/25/EU25 set out minimum harmonised public procurement rules harmonising the way public authorities and certain public utility operators purchase goods, works and services. In particular, they set overall thresholds for the volume of contracts to be subject to Union legislation, which also apply to the Clean Vehicles Directive. _________________ 24 25OJ L 94, 28.3.2014, p. 65 - 242. OJ L 94, 28.3.2014, p. 65 - 242. OJ L 94, 28.3.2014, p. 243 – 374. 25 OJ L 94, 28.3.2014, p. 243 – 374.
Amendment 49 #
Proposal for a directive
Recital 7 a (new)
Recital 7 a (new)
(7a) The procurement of clean vehicles can leverage the development of the infrastructure necessary for the smart charging of electric vehicles. To further facilitate the market pull for clean vehicles, the present Directive should be amended in conjunction with the Directive for the Energy Performance of Buildings, which requires the pre- equipment of parking spaces and the installation of charging points.
Amendment 50 #
Proposal for a directive
Recital 7 b (new)
Recital 7 b (new)
(7b) 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 shall establish an action plan for public transport infrastructure.
Amendment 55 #
Proposal for a directive
Recital 9
Recital 9
(9) Extending the scope of the Directive by including practices such as lease, rental and hire-purchase of vehicles, as well as contracts for public road transport services, special purpose road transport passenger services, non- scheduled passenger transport and hire of buses and coaches with drivers as well as specific postal and courier services and waste refusal services ensures that all relevant procurement practices are covered. The Directive should foresee the possibility to extend the scope to the rail sector at a later stage.
Amendment 62 #
Proposal for a directive
Recital 10
Recital 10
(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 and 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. _________________ 26 COM(2017) 676 final. COM(2017) 676 final.
Amendment 65 #
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) In order to achieve an improvement of air quality in municipalities, it is crucial to renew the transport fleet to clean vehicle standard. Furthermore, the principles of the circular economy require the extension of product life. Therefore, the retrofitting of vehicles to clean vehicle standard can also be counted towards the achievement of the minimum procurement targets set out in the Directive.
Amendment 71 #
Proposal for a directive
Recital 11 a (new)
Recital 11 a (new)
(11a) All clean and energy-efficient transport options must be considered. Manufacturers should have the flexibility to further develop and use neutral technologies to meet CO2 reduction objectives. Competition between different solutions and manufacturers will encourage innovation and benefit everyone. This will allow a smooth and cost-efficient transition to the decarbonisation transport.
Amendment 73 #
Proposal for a directive
Recital 12
Recital 12
(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, 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. 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); however, it is still necessary to seek rapid harmonization by the Member States, especially those sharing a border. Minimum procurement targets should be complemented by the obligation of the contracting authorities, entities and operators to consider relevant energy and, environmental and noise abatement 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 80 #
Proposal for a directive
Recital 12
Recital 12
(12) Setting minimum targets for clean vehicle procurement to be achieved 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 82 #
Proposal for a directive
Recital 13
Recital 13
(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.
Amendment 88 #
Proposal for a directive
Recital 14
Recital 14
(14) Life-cycle costing with appropriate monitoring and management instruments 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.
Amendment 89 #
Proposal for a directive
Recital 14
Recital 14
(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. The assessment of theCO2 emissions should consider the entire lifecycle of the vehicles including during the production, use and end of life, taking into account disposal and recycling. Therefore, contracting authorities and other entities should focus the entire vehicle and not only on its components and the maximum tail-pipe emission expressed in CO2g/km and real driving pollutant emissions.
Amendment 90 #
Proposal for a directive
Recital 14
Recital 14
(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 97 #
Proposal for a directive
Recital 16
Recital 16
(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, as well as implementation of the ‘polluter pays’ principle. 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. It is essential to provide a margin for investment costs, which should accordingly be deducted from the amount calculated under the Stability and Growth Pact. However, the rules of the Treaty, and in particular Articles 107 and 108 thereof, will continue to apply to such public support. _________________ 27 OJ C 200, 28.6.2014, pag. 1.
Amendment 99 #
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(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 101 #
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16a) Member States should ensure that the costs 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 106 #
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(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 shall expand the financial and non-financial incentives in order to speed up the market uptake of clean vehicles. These efforts will reduce the initial high investment for the infrastructural changes and help the sector move much faster into the direction promoted by the European Commission. Setting up a European Clean Mobility Fund could help to cover the necessary investments for the establishment of alternative fuels infrastructure and subsequently speed up the uptake of clean vehicles.
Amendment 107 #
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18a) The requirements of this Directive and the new minimum procurement targets may lead to additional financial resources for contracting authorities. Therefore, it would be appropriate to seek financial mechanisms to implement the requirements of this Directive. The Union's financial policy and in particular the future Multiannual Financial Framework after 2020 should be in line with the new requirements for the promotion of clean and energy efficient road transport vehicles and support the decarbonisation of transport and the use of cleaner road transport vehicles.
Amendment 108 #
Proposal for a directive
Recital 18 b (new)
Recital 18 b (new)
(18b) Reforms need to be introduced at local and national level, with clear investments signals and combining the different sources to reach the goal of this Directive.
Amendment 109 #
Proposal for a directive
Recital 19 a (new)
Recital 19 a (new)
(19a) Enhanced environmental audits and tests should be envisaged, encouraging local authorities to purchase, rent and lease such energy-efficient road transport vehicles. For this purpose it would be appropriate to develop EU financial mechanisms to assist with the implementation of the requirements of this Directive.
Amendment 115 #
Proposal for a directive
Article 1 – paragraph 1 – point 2 – introductory part
Article 1 – paragraph 1 – point 2 – introductory part
Directive 2009/33/EC
Article 3
Article 3
(2) Article 3 is replaced by the following:By [18 months after the entry into force] Member States shall prepare and submit to the Commission a report on rail transport outlining: (a) all national services using diesel, both for passenger and freight transport; (b) potential for replacement of diesel trains by alternative solutions, including hybrid trains, fuel cell and electric trains; (c) a timeline for such a transition.
Amendment 151 #
Proposal for a directive
Article 1 – paragraph 1 – point 3 Directive 2009/33/EC
Article 1 – paragraph 1 – point 3 Directive 2009/33/EC
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 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 152 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 4 a (new)
Article 4 – paragraph 4 a (new)
4a. '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 158 #
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2009/33/EC
Article 4 a
Article 4 a
Amendment 162 #
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2009/33/EC
Article 1
Article 1
Amendment 200 #
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b – introductory part
Article 1 – paragraph 1 – point 9 – point b – introductory part
Directive 2009/33/EC
Article 1
Article 1
(b) The following paragraphs 4 and 5 are added: 5a. The Commission shall provide guidance to Member States with regards 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 201 #
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b – introductory part
Article 1 – paragraph 1 – point 9 – point b – introductory part
Directive 2009/33/EC
Article 1
Article 1
(b) The following paragraphs 4 and 5 are added:5b. Advisory Hubs should play a key role in this transition by facilitating and promoting investments and supporting institutional capacities. Therefore, the Commission should 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 206 #
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b
Article 1 – paragraph 1 – point 9 – point b
Directive 2009/33/EC
Article 10 – paragraph 5 a (new)
Article 10 – paragraph 5 a (new)
5a. The Commission shall provide guidance to Member States with regards 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 207 #
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b
Article 1 – paragraph 1 – point 9 – point b
Directive 2009/33/EC
Article 10 – paragraph 5 b (new)
Article 10 – paragraph 5 b (new)
5b. Advisory Hubs should play a key role in this transition by facilitating and promoting investments and supporting institutional capacities. Therefore, the Commission should 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 222 #
Proposal for a directive
Annex I – paragraph 6
Annex I – paragraph 6
Directive 2009/33/EC
Annex 1 – table 5 – footnote *
Annex 1 – table 5 – footnote *
* 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 contributingshall be counted as 1 vehicle contributing to the mandate and those using sustainable batteries shall counted as 1.25 vehicles. All other vehicles that meet the requirements of Table 2 in this annex shall be counted as 0.5 vehicle contributing. Any vehicle which meets definition of 'sustainable lifecycle vehicle' shall in addition receive a bonus credit of 0.25.