European Parliament 2014-2019 {ITRE}Committee on Industry, Research and Energy 2017/0291(COD) {04/05/2018}4.5.2018 AMENDMENTS 47 - 161 Draft opinion Claude Turmes (PE620.803v01-00) 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 Proposal for a directive (COM(2017)00653 – C8‑0393/2017 – 2017/0291(COD)) AM_Com_LegOpinion Amendment 47

Xabier Benito Ziluaga

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 system^19 . The Energy Union and the Energy and Climate Policy Framework for 2020 to 2030^20 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 system^19 . The Energy Union and the Energy and Climate Policy Framework for 2020 to 2030^20 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 %^20a, to make energy savings of at least 35 %^ 20b, 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) ^20a Amendments adopted by the European Parliament on 17 January 2018 on the proposal for a directive of the European Parliament and of the Council on the promotion of the use of energy from renewable sources (recast) (COM(2016)0767 – C8-0500/2016 – 2016/0382(COD)) ^20b Amendments adopted by the European Parliament on 17 January 2018 on the proposal for a directive of the European Parliament and of the Council amending Directive 2012/27/EU on energy efficiency (COM(2016)0761 – C8-0498/2016 – 2016/0376(COD)) Or. {EN}en Amendment 48

Rolandas Paksas

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 system^19. The Energy Union and the Energy and Climate Policy Framework^20 for 2020 to 2030 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 system^19. The Energy Union and the Energy and Climate Policy Framework^20 for 2020 to 2030 establish ambitious commitments for the Union to reduce greenhouse gas emissions by at least 30% 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. __________________ __________________ ^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) Or. {LT}lt Amendment 49

Xabier Benito Ziluaga

Proposal for a directive

Recital 2

Text proposed by the Commission Amendment (2) In its European Strategy for Low-Emission Mobility^21 the Commission announced that in order to meet the Union's commitments at the 21^st 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 Mobility^21 the Commission announced that in order to meet the Union's commitments at the 21^st 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 zero-emissions of greenhouse gas and air pollutants from transport must be reached 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. __________________ __________________ ^21 COM( 2016) 501 final. ^21 COM( 2016) 501 final. Or. {EN}en Amendment 50

Xabier Benito Ziluaga

Proposal for a directive

Recital 3 a (new)

Text proposed by the Commission Amendment (3a) In order to be consistent with the objectives of sustainability, batteries should be produced with the minimum environmental impact 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 the revision of Directive 2006/66/EC, with ambitious objectives for the recyclability of batteries. Or. {EN}en Amendment 51

Francesc Gambús, Massimiliano Salini

Proposal for a directive

Recital 3 a (new)

Text proposed by the Commission Amendment (3a) 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. Or. {EN}en Amendment 52

Xabier Benito Ziluaga

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 clean vehicles should be done in parallel with the development of public transport, as this is the best way to reduce the number of vehicles on the road and consequently to reduce the CO[2] emissions. __________________ __________________ ^23 COM (2017) 283 final. ^23 COM (2017) 283 final. Or. {EN}en Amendment 53

Gesine Meissner, Caroline Nagtegaal

Proposal for a directive

Recital 5 a (new)

Text proposed by the Commission Amendment (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 infrastructure^1a, 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 ^1b Directive 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 Or. {EN}en Amendment 54

Gesine Meissner, Caroline Nagtegaal

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 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. Or. {EN}en Amendment 55

Peter Kouroumbashev, Zigmantas Balčytis, Carlos Zorrinho, Theresa Griffin, Miapetra Kumpula-Natri, Kathleen Van Brempt

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 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 its scope to the rail sector at a later stage. Or. {EN}en Justification All modes of transport should be decarbonised in order to contribute to Union's climate targets. Amendment 56

Gesine Meissner

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 CO[2] emission performance of cars and vans for the post-2020 period^26 . 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) 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 CO[2] emission performance of cars and vans for the post-2020 period^26 . 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. While 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 ^26 COM(2017) 676 final Or. {EN}en Amendment 57

Francesc Gambús, Massimiliano Salini

Proposal for a directive

Recital 10 a (new)

Text proposed by the Commission Amendment (10a) Having in mind the principles of the circular economy, the lifetime of products needs to be extended. Therefore, the retrofitting of vehicles to comply with the standards for clean vehicles, where possible, may also be counted towards the achievement of the minimum procurement targets set out in Tables 4 and 5 in the Annex. Or. {EN}en Amendment 58

Francesc Gambús, Massimiliano Salini

Proposal for a directive

Recital 11

Xabier Benito Ziluaga

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 CO[2] 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 is scientifically proven that, due to methane emissions, some alternative fuels, such as natural gas and biogas, have little or no environmental benefits and therefore do not represent a sustainable solution in a medium and long term perspective. On the other hand, due to the state of the art in technology, biofuels can be more useful in other transport modes rather than the road sector. Therefore, those options must be left aside and the main focus for the road transport sector must be put on electric vehicles supplied by 100% renewable energy. 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. Or. {EN}en Amendment 60

Gesine Meissner, Caroline Nagtegaal

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 CO[2] 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. The Impact Assessment illustrated the added value of adopting an approach based on alternative fuels. 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. Or. {EN}en Amendment 61

Peter Kouroumbashev, Zigmantas Balčytis, Patrizia Toia, Carlos Zorrinho, Theresa Griffin, Miapetra Kumpula-Natri, Dan Nica, Răzvan Popa, Kathleen Van Brempt

Proposal for a directive

Recital 11 a (new)

Text proposed by the Commission Amendment (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 CO[2] 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 of transport. Or. {EN}en Justification All clean and energy-efficient transport options must be considered as this will ensure competition between manufacturers and promote innovation. Only then cost-efficient transition will be possible and will benefit everyone. Amendment 62

Gesine Meissner, Caroline Nagtegaal

Proposal for a directive

Recital 12

Text proposed by the Commission Amendment (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. 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 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. Or. {EN}en Amendment 63

Francesc Gambús, Massimiliano Salini

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 starting in 2025 with progression in 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. Or. {EN}en Amendment 64

Rolandas Paksas

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 contracts 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. Or. {LT}lt Amendment 65

Xabier Benito Ziluaga

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 by 2020, 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. 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. Or. {EN}en Amendment 66

Gesine Meissner

Proposal for a directive

Recital 13 a (new)

Text proposed by the Commission Amendment (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 CO[2] 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. Or. {EN}en Amendment 67

Francesc Gambús, Massimiliano Salini

Proposal for a directive

Recital 13 a (new)

Text proposed by the Commission Amendment (13a) In order to achieve the minimum procurement targets for clean vehicles as soon as possible, the Commission and Member States' public authorities at all levels should expand their financial and non-financial incentives in order to speed up the market uptake of such vehicles. In that regard, the future Multiannual Financial Framework (MFF) of the Union should play an important role in the support of sustainable urban mobility projects. Or. {EN}en Amendment 68

Xabier Benito Ziluaga

Proposal for a directive

Recital 14

Peter Kouroumbashev, Zigmantas Balčytis, Carlos Zorrinho, Theresa Griffin, Miapetra Kumpula-Natri, Dan Nica, Răzvan Popa, Kathleen Van Brempt

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. The assessment of the CO[2] 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 on the entire vehicle and not only on its components and the maximum tail-pipe emission expressed in CO[2 ]g/km and real driving pollutant emissions. Or. {EN}en Justification When calculating CO[2] emissions, it is important to take into account the entire lifecycle of the vehicle (production, use and end of life) and not only its components. Some vehicles pollute more at the end of their life due to impossibility to recycle some of their parts. Very often this pollution is much higher than the pollution that other vehicles are causing during their period of use. Amendment 70

Xabier Benito Ziluaga

Proposal for a directive

Recital 14 a (new)

Text proposed by the Commission Amendment (14a) In view of the urgent need to switch to a zero-emission transport model, market rules, such as the inclusion of environmental costs, are not the adequate solutions. Binding measures are to be preferred to deliver the needed and expected results. Or. {EN}en Amendment 71

Francesc Gambús, Massimiliano Salini

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 2024 and continue with a first full report on the implementation of the minimum targets in 2027 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. Or. {EN}en Amendment 72

Peter Kouroumbashev, Zigmantas Balčytis, Patrizia Toia, Carlos Zorrinho, Theresa Griffin, Miapetra Kumpula-Natri, Dan Nica, Răzvan Popa, Kathleen Van Brempt

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 State, 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. Or. {EN}en Justification Infrastructure is a must for the development of clean transport. The only way to achieve the transport targets and ensure a smooth transition is to mobilise the EU funds and develop infrastructure. Direct infrastructure financing and financing of electric vehicle charging points and hydrogen vehicle filling stations should be considered as these type of vehicles cannot operate without that type of infrastructure. Amendment 73

Claude Turmes {Verts/ALE}on behalf of the Verts/ALE Group

Proposal for a directive

Recital 16 a (new)

Text proposed by the Commission Amendment (16a) In order to facilitate the increased uptake of ultra-low emission vehicles, the Commission should set up a publicly accessible Union platform for cross-border and joint procurement of ultra-low emission and energy-efficient road transport vehicles with the aim of bringing together contracting authorities, entities or operators interested in benefiting from economies of scale by procuring jointly technologies and infrastructure necessary for the decarbonisation of transport and reduction of air pollution. In order to facilitate the setting up and realisation of joint procurement agreements, the Commission should encourage the exchange of best practices, develop templates and provide technical assistance where requested by the parties concerned. Or. {EN}en Justification This amendment updates AM 27 making the platform publicly accessible and thereby strengthening its transparency. Amendment 74

Rolandas Paksas

Proposal for a directive

Recital 16 a (new)

Text proposed by the Commission Amendment (16a) Encouragement should be given for those EU financial instruments which can help to finance fleets and equipment, for example the European Fund for Strategic Investments or the European Investment Bank’s Cleaner Transport Facility, to be used in a more targeted way. Or. {LT}lt Amendment 75

Claude Turmes {Verts/ALE}on behalf of the Verts/ALE Group

Proposal for a directive

Recital 16 b (new)

Text proposed by the Commission Amendment (16b) During the upcoming revision of Directive 2006/66/EC on batteries and accumulators and waste batteries and accumulators, the Commission should come forward with ambitious collection and recycling targets for automotive and industrial batteries and strengthen collection and recycling systems to ensure that the value of critical raw materials used in automotive and industrial batteries is kept within the economy, in line with the circular economy principles. Additionally, the Commission should come forward with a ‘Green batteries’ label for automotive and industrial batteries with 100% renewable energy based production that possess high power and high energy density, fast charging rates, low environmental impact and high recyclability. Or. {EN}en Justification This AM updates AM 28 requesting the Commission to come forward with a ‘Green batteries’ label. Amendment 76

Francesc Gambús, Massimiliano Salini

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 CO[2] 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 Or. {EN}en Amendment 77

Peter Kouroumbashev, Zigmantas Balčytis, Patrizia Toia, Carlos Zorrinho, Theresa Griffin, Miapetra Kumpula-Natri, Dan Nica, Răzvan Popa, Kathleen Van Brempt

Proposal for a directive

Recital 18 a (new)

Text proposed by the Commission Amendment (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. Or. {EN}en Justification If we want to have a smooth transition towards a decarbonised transport, we have to make sure that EU financial policy is in line with the transport targets to achieve. The new Multiannual Financial Framework after 2020 should be in line with transport policies as transport policies are not achievable without the right finances. Amendment 78

Francesc Gambús, Massimiliano Salini

Proposal for a directive

Recital 18 a (new)

Text proposed by the Commission Amendment (18a) The Union needs to protect EU manufacturers from unfair competition in third countries, where EU 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. Or. {EN}en Amendment 79

Peter Kouroumbashev, Zigmantas Balčytis, Carlos Zorrinho, Theresa Griffin, Miapetra Kumpula-Natri, Dan Nica, Răzvan Popa, Kathleen Van Brempt

Proposal for a directive

Recital 18 b (new)

Text proposed by the Commission Amendment (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. Or. {EN}en Justification Clear investment signals are a must if we want to create certainty for investors and manufacturers. Transport policy reforms should be done at local and national levels depending on their different needs and considering the different levels of pollution in the different region, but also the available budgets or budget gaps and their financial needs. Amendment 80

Peter Kouroumbashev, Zigmantas Balčytis, Carlos Zorrinho, Theresa Griffin, Miapetra Kumpula-Natri, Dan Nica, Răzvan Popa, Kathleen Van Brempt

Proposal for a directive

Recital 19 a (new)

Text proposed by the Commission Amendment (19a) Enhanced environmental audits and tests should be envisaged, encouraging local authorities to purchase, rent and lease energy-efficient road transport vehicles. For this purpose, it would be appropriate to develop EU financial mechanisms to assist in the implementation of the requirements of this Directive. Or. {EN}en Justification Environmental audits and tests are envisaged under this Directive. This will create additional administrative and financial burdens for national and local authorities. Additional finances will be needed in order to support these authorities and facilitate these tests and audits. Amendment 81

Olle Ludvigsson

Proposal for a directive

Article 1 – paragraph 1 – point 2

Directive 2009/33/EU 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 concluded after the Directive has entered into force for the purchase, lease, rent or hire-purchase of road transport vehicles by: Or. {EN}en Amendment 82

Evžen Tošenovský

Proposal for a directive

Article 1 – paragraph 1 – point 2

Directive 2009/33/EU Article 3 – paragraph 1 – point a Text proposed by the Commission Amendment (a) contracting authorities or contracting entities in so far as they are under an obligation to apply the procurement procedures set out in Directives 2014/24/EU and 2014/25/EU; (a) contracting authorities in so far as they are under an obligation to apply the procurement procedures set out in Directives 2014/24/EU and 2014/25/EU; Or. {EN}en Amendment 83

Peter Kouroumbashev, Zigmantas Balčytis, Carlos Zorrinho, Theresa Griffin, Miapetra Kumpula-Natri, Kathleen Van Brempt

Proposal for a directive

Article 1 – paragraph 1 – point 2 a (new)

Directive 2009/33/EU Article 3 – paragraph 1 a (new) Text proposed by the Commission Amendment 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. Or. {EN}en Justification All modes of transport should be decarbonised in order to contribute to Union's climate targets. Amendment 84

Evžen Tošenovský

Proposal for a directive