31 Amendments of Gesine MEISSNER related to 2017/0291(COD)
Amendment 33 #
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 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. 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.
Amendment 53 #
Proposal for a directive
Recital 5 a (new)
Recital 5 a (new)
(5a) Technological neutrality should be the principle guiding the decarbonisation of transport in the Union. This will guarantee a level playing field between the different types of low-emission and clean mobility technologies, stimulate a competitive environment and encourage further innovation in this field. In this regard, this Directive should be aligned with Directive 2014/94/EU, which requires Member States to develop national policy frameworks for the market development of alternative fuels and their infrastructure1a, as well as with Directive 2009/28/EC 1b, which is currently under revision. Moreover, this will give national, regional and local authorities the flexibility to define their own path towards decarbonisation depending on local specificities such as natural resources, financial capacities, infrastructure, etc. __________________ 1a Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure 1bDirective 2009/28/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of the use of energy from renewable sources and amending and subsequently repealing Directives 2001/77/EC and 2003/30/EC
Amendment 54 #
Proposal for a directive
Recital 8
Recital 8
(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. In fact, a technology-neutral approach will incentivise a diverse and competitive market in low-emission and clean mobility technologies.
Amendment 56 #
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 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. __________________ 26While thresholds are a useful tool to create legal certainty and policy clarity, adopting a more life-cycle approach would allow us to eventually apply a Well- To-Wheels analysis, which gives a more realistic picture of a vehicle's impact on the climate. In fact, it provides a more accurate account of the overall emissions and other pollutants generated not only during the process of fuel combustion but also during the process of production or recycling of such fuels. Many alternative fuels that are already available today perform well compared to other electricity-based solutions if the electricity is generated from fossil fuels, for example. __________________ 26 COM(2017) 676 final COM(2017) 676 final
Amendment 58 #
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 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. _________________ 26The 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 by 1 January 2022 at the latest, and adjust tables 2 and 3 accordingly. _________________ 26 COM(2017) 676 final COM(2017) 676 final
Amendment 60 #
Proposal for a directive
Recital 11
Recital 11
(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.
Amendment 62 #
Proposal for a directive
Recital 12
Recital 12
(12) Setting minimum targets for clean vehicle procurement by 2025 and 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 and should therefore remain technology-open in order to create a level- playing field between the different technologies available. 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 66 #
Proposal for a directive
Recital 13 a (new)
Recital 13 a (new)
(13a) Public transport networks have a key role to play in the decarbonisation of transport as they contribute, per passenger, to the net reduction of CO2 emissions and air pollutants. This is why costly requirements and high procurement targets for this sector should be carefully considered in order to avoid pushing users to fall back onto individual modes of transport due to more expensive public transport. Currently, individual modes of transport still tend to be more polluting. This is particularly important for public authorities in rural regions which often have more limited financial resources to implement such strict requirements. On the contrary, the deployment of denser public transport networks with larger fleets is crucial in the push for a decarbonised transport sector.
Amendment 81 #
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 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 85 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EU
Article 4 – paragraph 1 – point 4 – introductory part
Article 4 – paragraph 1 – point 4 – introductory part
4. ‘clean vehicle’ means a vehicle of category M1, M2, M3, NI, N2 or N3 using one of the alternative fuels listed in point (1) of Article 2 of Directive 2014/94//EU, that can be amended by a delegated act to reflect technological development and innovation. A vehicle retrofitted to these requirements is also considered a 'clean vehicle'.
Amendment 88 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 1 – point 4 – point a
Article 4 – paragraph 1 – point 4 – point a
Amendment 94 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 1 – point 4 – point b
Article 4 – paragraph 1 – point 4 – point b
Amendment 101 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 1 – point 4 – point c
Article 4 – paragraph 1 – point 4 – point c
Amendment 112 #
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2009/33/EU
Article 4 a
Article 4 a
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 133 #
Proposal for a directive
Annex 1
Annex 1
Amendment 138 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 2 – footnote 1
Annex – table 2 – footnote 1
* Real driving emissions of ultrafine deleted particles in #/km (PN) nitrogen oxides in mg/km (NOx) measured according to the applicable version of Annex IIIA, Regulation 2017/1151.
Amendment 139 #
Proposal for a directive
ANNEX 1
ANNEX 1
Amendment 142 #
Proposal for a directive
ANNEX 1
ANNEX 1
Table 32: Alternative fuel requirements for light-duty and heavy-duty vehicles
Amendment 147 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 3 – footnote 1
Annex – table 3 – footnote 1
Amendment 172 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 1 – point 4 – introductory part
Article 4 – paragraph 1 – point 4 – introductory part
4. ‘clean vehicle’ means a vehicle of category M1, M2, M3, NI, N2 or N3 using one of the alternative fuels as in point (1) of the first paragraph of Article 2 of Directive 2014/94//EU. A vehicle retrofitted to these requirements is also considered a 'clean vehicle'.
Amendment 177 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 1 – point 4 – point a
Article 4 – paragraph 1 – point 4 – point a
Amendment 184 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 1 – point 4 – point b
Article 4 – paragraph 1 – point 4 – point b
Amendment 190 #
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – paragraph 1 – point 4 – point c
Article 4 – paragraph 1 – point 4 – point c
Amendment 218 #
Proposal for a directive
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Directive 2009/33/EC
Article 4a
Article 4a
Amendment 236 #
1a. Member States shall ensure that provisions are in place to prevent excessive burden for operators with very small fleets.
Amendment 282 #
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)
5b. The Commission shall submit a report to the European Parliament and the Council by 2024 with a harmonised method for the measurement of the life- cycle CO2 emissions, including an analysis of options for a shift from the current tailpipe-emission approach towards a life-cycle-emission approach in this directive. This report shall be based on a public consultation.
Amendment 284 #
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)
5c. The European Commission shall, by 2020, present to the European Parliament and to the Council an action plan to accelerate the set-up of fuelling and charging infrastructure, particularly for HDV, by operators in their depots and maintenance areas. This action plan shall include guidance on available funding and on best practices.
Amendment 294 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 2
Annex – table 2
Amendment 303 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 3
Annex – table 3
Amendment 325 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 4 – footnote 1
Annex – table 4 – footnote 1
*Vehicles with zero-emissions at tailpipe or vehicles using biofuels or renewable liquid and gaseous transport fuels of non- biological origin, which should be demonstrated by a contract to procure or other means of accessing those fuels, shall be counted as 1 vehicle contributing to the mandate. All other vehicles that meet the requirements of Table 2 in this annexArticle 4.1 shall be counted as 0.5 vehicle contributing.
Amendment 340 #
Proposal for a directive
ANNEX 1
ANNEX 1
Directive 2009/33/EC
Annex – table 5 – footnote
Annex – table 5 – footnote
* Vehicles with zero-emissions at tailpipe or vehicles using natural gas provided they are fully operated biofuels or renewable liquid and gaseous transport fuels of non- bio-methanelogical origin, which should be demonstrated by a contract to procure bio-methane or other means of accessing bio-methanethose fuels, 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 annexset out in Article 4, paragraph 1 shall be counted as 0.5 vehicle contributing.