Post on 20-May-2020
transcript
1st Ad-Hoc Working Group (AHWG) meeting
for the revision of the EU Green Public
Procurement criteria for Transport
23 November 2016
European Commission Joint Research Centre – Growth and Innovation
Edificio Expo, C/ Inca Garcilaso, 3
41092 Seville, SPAIN
Minutes of the meeting
Page 2 of 17
Contents Agenda ..................................................................................................................................................... 4
List of participants ................................................................................................................................... 5
Background information and scope proposal ......................................................................................... 6
Criteria proposal on Category 1 Purchase, lease or rental of cars, light commercial vehicels (LCVs) and
L-category vehicles .................................................................................................................................. 6
GHG emissions ..................................................................................................................................... 6
Technical options for reducing GHG emissions ................................................................................... 7
Air polluting emissions ........................................................................................................................ 8
Noise emission..................................................................................................................................... 8
Vehicle manufacturing ........................................................................................................................ 9
Electric vehicles (EV) battery ............................................................................................................... 9
Criteria proposal on Category 3 and 5 purchase or lease of buses and waste collection vehicles ....... 10
GHG emissions ................................................................................................................................... 10
Air polluting emissions ...................................................................................................................... 11
Technical options to reduce GHG emissions ..................................................................................... 11
Exhaust pipe location (buses) and auxiliary units (waste collection vehicles) .................................. 11
Noise emissions ................................................................................................................................. 12
Vehicle manufacturing ...................................................................................................................... 12
Electric vehicle batteries ................................................................................................................... 12
Criteria proposal on Category 2 Mobility services ................................................................................ 13
Optimized vehicle use ....................................................................................................................... 13
GHG emissions ................................................................................................................................... 13
Air polluting emissions ...................................................................................................................... 14
Other technical measures ................................................................................................................. 14
Combined mobility services .............................................................................................................. 14
Criteria proposal on Category 4 and 6 bus and waste collection services ............................................ 15
Optimised vehicle use ....................................................................................................................... 15
GHG emissions ................................................................................................................................... 15
Air pollutant emissions ...................................................................................................................... 15
Other technical measures ................................................................................................................. 15
New vehicles ...................................................................................................................................... 16
Integrated public transport systems (bus services) .......................................................................... 16
Route optimisation (waste collection services) ................................................................................ 16
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Criteria proposal on Category 7 Post, courier and moving services ..................................................... 17
Optimized vehicle use ....................................................................................................................... 17
GHG emissions ................................................................................................................................... 17
Air pollutant emissions ...................................................................................................................... 17
Conclusions and outlook – Wrap of the meeting .................................................................................. 17
Page 4 of 17
Agenda
Arrival and registration 09:15 - 09:30
Welcome and introduction Introduction to the objectives of the EU Green Public Procurement. Timeline.
09:30-10.00
Presentation of background information and preliminary report - Discussion
10:00-10:15
Criteria proposal on Category 1 purchase, lease or rental of cars, LCVs and L-category vehicles – Part 1: GHG emissions – Technical options to reduce GHG
10:15-11:00
Coffee break 11:00-11:15
Criteria proposal on Category 1 purchase, lease or rental of cars, LCVs and L-category vehicles – Part 2: Air polluting emissions - noise emissions – vehicle manufacturing – EV Battery
11:15-12:30
Criteria proposal on Category 3 and 5 purchase or lease of buses and waste collection vehicles Part 1 – GHG emissions – Air polluting emissions – technical options to reduce GHG
12.30 – 13.30
Lunch break 13:30-14:30
Criteria proposal on Category 3 and 5 purchase or lease of buses and waste collection vehicles Part 2: Exhaust gases - noise emissions – vehicle manufacturing – EV Battery
14:30-15:00
Criteria proposal on Category 2 Mobility services 15.00 – 16.00
Coffee break 16:00-16:15
Criteria proposal on Category 4 and 6 bus and waste collection services 16:15-17:15
Criteria proposal on Category 7 Post, courier and moving services 17:15-17:45
Conclusions and outlook - Wrap of the meeting 17:45-18:00
Close of the WG meeting 18:00
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List of participants
First name Last name Affiliation
Greg Archer Transport&Environment
Adrien Bouteille Renault SAS
Nieves Espinosa European Commission – JRC
Vicente Franco European Commission - DG ENV (per video link)
Miguel Gama Caldas European Commission – JRC
Volker Hasenberg Daimler AG
Joerg Hetterich BMW Group (per video link)
Robert Kaukewitsch European Commission - DG ENV
Vincent Lamare SAFRA
Yoann Le Petit Transport&Environment
José Luis Masegosa Carrillo Ministry of Industry, Energy and Tourism (SPAIN)
Hans Moons European Commission - JRC
Ester Niclos Ministry of Agriculture, Food and Environment (SPAIN)
Antonios Nikas Single Public Procurement Authority Greece
Eduardo Pilkington EMT Madrid
Patrizia Pistochini ENEA
Rocío Rodríguez Quintero European Commission - JRC
Jos Streng City of Rotterdam
Marzia Traverso European Commission - JRC
Susanne Wrighton Forschungsgesellschaft Mobilität and EU Cyclologistics
Page 6 of 17
Background information and scope proposal JRC presented a summary of the background information and the scope proposal which consists of
seven different categories of vehicles and services. Compared with the existing GPP criteria from
2012, two new service categories are proposed: mobility services and postal, courier and moving
services.
Stakeholder feedback
There was a general agreement on the scope proposal; however, the stakeholders suggested a
clearer distinction between buses and coaches. A stakeholder proposed to include cargo bikes as part
of the definitions within the mobility services, since they can be used to transport people carrying
packages, luggage, etc.
There was a general comment that the core criteria should address the most important aspects,
namely greenhouse gas emissionsand air pollutants, and the minor criteria should be moved to the
comprehensive set.
Criteria proposal on Category 1 Purchase, lease or rental of cars, light
commercial vehicels (LCVs) and L-category vehicles
GHG emissions JRC presented the criteria proposal for GHG limit values.
Stakeholder feedback
Some stakeholders recommended the use of Worldwide harmonized Light vehicles Test Procedures
WLTP values to set the CO2 thresholds (based on the current NEDC) since WLTP is to replace the New
European Driving Cycle (NEDC) after September 2017. The European Commission reminded
participants of the transitional period where both values will coexist (NEDC values will either be
modelled or measured in parallel); hence, the limits based on NEDC will still be valid until 2021.
Another stakeholder explained the experience using electric vehicles in urban areas, indicating that
most of the fleet purchased is used within the city. In their opinion, electric vehicles can operate
easily within urban areas, and therefore it would be an option to purchase just zero emission
vehicles.
Regarding the two options proposed, Option 1 based on type-approval CO2 emissions (tank-to-wheel;
TTW) and Option 2 based on well-to-wheel (WTW) CO2 metric, the stakeholders agreed that most
policies are based on a TTW metric, and this will remain unchanged in the long term. Therefore
Option 1 was the preferred option, particularly as there is controversy around some of the WTW
factors.
Concerning the values proposed for vans, a stakeholder indicated that they were overly generous.
The stakeholder explained that many vans were already available with lower emissions, as many
small vans are below 100 g/km, mid-size vans below 115 g/km and large vans below 155 g/km (based
on UK data). For the comprehensive criteria, the same stakeholder indicated that 50 g/km was too
high, and could lead to the purchase of vehicles that perform very poorly in real driving conditions. It
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was suggested to decrease the limit below 50 g/km or introduce a tier of 35 g/km in 2021, as is done
with the CO2 values in the core level.
There was a comment on the withdrawal of the criterion on alternative fuels. The stakeholder
suggested that the criterion should be kept and the definition of alternative fuels should be aligned
with Article 2 of the Alternative Fuels Directive. As currently drafted, alternative fuels only include
renewable energy sources. This proposal would expand the definition to natural gas and liquefied
petrol gases. However another stakeholder expressed disagreement with this proposal, indicating
that a technology-neutral approach based on low CO2 emissions is much more appropriate than
specifying the fuels. It was also stressed that natural gas and liquefied petrol gases are fossil fuels.
Finally, clearer definitions of the size classes of cars were requested: small covers A and B segments,
etc.
Technical options for reducing GHG emissions JRC presented the proposal on technical options for reducing GHG emissions, consisting of the
following criteria:
Vehicle-specific eco-driving information
Gear shift indicators (GSI)
Tyre Pressure Monitoring Systems (TPMS)
Energy consumption displays
Low viscosity lubricants
Vehicle tyres – rolling resistance
Speed limiter
Traffic information and route optimisation
Stakeholder feedback
Traffic information and route optimisation
One stakeholder pointed out the potential issues that might be derived from the data collection
systems in police services and other special services, since the vehicles could be tracked down. It was
suggested that these systems could be required as technical specifications just in those situations
where the benefits are proven. It was also recommended to limit the number of award criteria,
which could take the focus off the most relevant criteria.
A stakeholder indicated that traffic information systems that are fitted to cars are rather expensive,
and they were not the only way of providing traffic and route information (e.g. satnavs, mobiles etc.)
so the need of a criterion on these embedded systems was not clear.
Vehicle specific eco-driving information
There was general agreement on the criteria for eco-driving information, which should be
complemented with the monitoring of the driving performance, meaning how the driver applies the
eco-driving information in real practice. A stakeholder indicated that in the near future vehicles will
be much more autonomous, and there will be no need for such systems.
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Level of complexity
There were comments indicating that the criteria set were too complex, and particularly excessive
for the core level. It was recommended that the core level should just include the CO2 emissions and
air pollutant emissions of the vehicle, while more complete criteria could be suitable for the
comprehensive level.
Lubricants and tyres
In line with the comments in the previous point, the requirements on lubricants and tyres were
considered too specific and it was recommended to be part of a separate category of maintenance
services. JRC replied that it could be incorporated as criteria for maintenance within the service
categories proposed.
Other criteria
A stakeholder suggested introducing a requirement on eco-mode, which was a common system in
many vehicles.
Air polluting emissions JRC the criteria proposed related to air polluting emissions, consisting of the following criteria:
Air polluting emissions
Improved air polluting emissions performance
Zero tailpipe emissions
Stakeholder feedback
With regards of the conformity factors proposed, a stakeholder recommended a further reduction of
the tier for January 2019, to 1.3. It was also suggested to apply an absolute limit value for NOx
emissions of 60 mg/km, which is feasible for both diesel and petrol cars, and underpins the
technology neutrality. This approach should be also the rule for the particulate number (PN) limit: a
specific limit value on PN should replace the proposal on gasoline direct injection (GDI) filters for
petrol cars, in a way that the filter is needed to meet the limit value. There was a general acceptance
of the value proposed for the comprehensive level.
A stakeholder suggested a dynamic approach that enables continuous improvement over the
contract period (particularly for long term contracts). The supplier may commit to achieve a target,
for example, zero-emissions, along the contract duration. JRC replied that it would feasible for
service contracts; however, the criterion could propose different tiers, as for the CO2 emission
criterion.
Noise emission JRC presented the criteria proposed related to noise emission, consisting of requirements on vehicles
and tyres.
Stakeholder feedback
There was a general agreement on setting the requirements on tyres within the maintenance service,
as for lubricants. However, it was acknowledged that this may be difficult if procurers have their own
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maintenance services (in-house), and also when maintenance services are provided by a separate
contract.
A stakeholder repeated the previous comment on keeping the core criteria set as simple as possible,
therefore, it was suggested to retain the criterion on noise, both vehicle and tyres, at comprehensive
level. The requirement on tyre noise should be award criteria instead of technical specification.
Vehicle manufacturing JRC presented the criteria proposed related to vehicle manufacturing.
Stakeholder feedback
Some stakeholders suggested using a life cycle assessment (LCA) approach to better evaluate the
impacts derived from the manufacture phase. However, there were comments that opposed to the
use of LCA because no standardised set of impact category is available and so the comparison of the
different offers was not possible.
With regards to the award criterion on recycled materials, a stakeholder raised the possibility to
include a minimum percentage of recycled materials. JRC replied that there were no percentages in
the proposal because it was aimed at promoting and communicating the efforts to use less impacting
material by original equipment manufacturers (OEMs).
Another comment pointed out the verification issues that the criterion could raise. OEMs were asked
about the data available and the possible verification means for the criterion on recycled materials.
Electric vehicles (EV) battery JRC presented the criteria proposed related to EV battery.
Stakeholder feedback
A stakeholder indicated that for the battery lease, the warranty should be expressed just in months,
not in mileage, which is just suitable for battery purchase. A car manufacturer clarified that the
batteries used in their cars are replaced when the capacity is below 75%..
A stakeholder questioned how battery weight and volume were considered. In response, other
stakeholders explained that there are already incentives for reducing weight, as this would help to
increase the range, and therefore a criterion on weight would not bring any added value. In addition,
such measures could be counterproductive since small batteries would be promoted, reducing the
utility for EVs and increasing the opportunity window of plug-in hybrid vehicles (PHEVs). Another
comment indicated that the only valid parameter would be the energy density per kg, but it could
complicate the criterion.
A stakeholder questioned the need of a criterion on the reuse of the battery: when a battery
becomes unsuitable for a vehicle, it is still potentially useful for stationary storage, meaning it is an
asset that can be sold. This will evolve naturally towards a market for second hand batteries, and
therefore, rewarding suppliers for offering take-back systems was not necessary.
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Criteria proposal on Category 3 and 5 purchase or lease of buses and
waste collection vehicles
GHG emissions JRC presented the criteria proposed related to GHG emissions.
Stakeholder feedback
Stakeholders agreed that Option 1 based on a technology-neutral approach would be the preferable
one, to ensure the level playing field and the CO2 savings.
Vecto was regarded as the better option to measure CO2 emissions; however, the timing to
implement Vecto could hinder the feasibility of Option 1 for the current revision of the GPP criteria.
A stakeholder explained that LowCVP test is good, but was designed for London and so it was not
clear how broadly applicable it would be.
Regarding the baseline vehicle, Euro VI vehicle was the preferred one, since the EURO VI will have
been in place enough time by 2018 to become a representative market reference. The stakeholders
also advised to set the threshold against one single test method to measure the fuel consumption.
However, Vecto tool would take quite long to be implemented and to generate the necessary data to
come up with thresholds. JRC explained that Standardised On-Road Test cycles (SORT) is a test
method quite accepted among public transport operators within the International Association of
Public Transport (also known as UITP), and it could provide representative data to come up with valid
thresholds.
Another comment recommended Option 2 since it is very easy to implement, though not technology-
neutral. However, the stakeholder highlighted that the fuel could not be specified for buses able to
run on biodiesel or biogas, since it was beyond the bus manufacturer responsibility. The same
stakeholder recommended limiting Option 2 to hybrid, electric and plug-in hybrid vehicles,
recognising that this solution is not ideal, but pretty much the best one at the moment. This was
supported by another comment advocating the promotion of zero emission vehicles in the cities, due
the air quality issues derived from diesel vehicles.
The stakeholders highlighted the need to better distinguish urban city buses from long distance
coaches. It was acknowledged that there are many different types of buses tailored to specific
purposes, and there are not benchmarks for all of them. The same comment applied to waste
collection vehicles, whose fuel is consumed not only for driving the vehicle, but largely for lifting the
container and compressing the waste. A stakeholder recommended a very simple criterion based on
g CO2/km that could be third party verified. JRC replied that the advantage of Option 1 is that the
thresholds are expressed as GHG reductions compared to an equivalent diesel vehicle, which
minimise the problems of benchmarking. JRC recognised that it is not possible to produce thresholds
for each type of bus, as these are very different and made for specific users.
In general, it was acknowledged that the GHG emission criterion for heavy duty vehicles is a difficult
matter, and one stakeholder recommended a dedicated meeting for this criterion.
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Air polluting emissions JRC presented the proposed criteria for air pollutant emissions.
Stakeholder feedback
A stakeholder questioned how this criterion would work out, since many technologies allowed by the
criterion on GHG emissions are not zero emissions, while the criterion requires an electric drivetrain.
JRC replied that the criterion was aimed at awarding points to those technologies that were zero
emissions, among the ones compliant with to the technical specification on GHG emissions. JRC also
recognised that this criterion could be applicable only to urban areas to better link it to the air quality
issues.
Another stakeholder clarified that the criterion aimed to encourage plug-in hybrids and electric
vehicles, but that the threshold of 2.5 km is obsolete and no longer relevant. It was recommended to
specify the zero-emissions technologies that would get points, instead of a zero emission range.
Technical options to reduce GHG emissions JRC presented the proposed criteria for technical options to reduce GHG emissions, consisting of the
following criteria:
Low viscosity lubricants
Vehicle tyres – rolling resistance
Tyre Pressure Monitoring Systems (TPMS)
Air conditioning
Stakeholder feedback
A stakeholder recommended to keep this criterion only as comprehensive, to reduce the complexity,
as mentioned in other criteria. Another comment however argued that if Vecto was not mature
enough to be used as the basis of a GHG emissions criterion, these ones would be good fall-back
options. This argument was considered valid, however, electric, hybrid and plug-in hybrid vehicles
should be promoted.
Exhaust pipe location (buses) and auxiliary units (waste collection vehicles) JRC presented the proposed criteria for Exhaust pipe location (buses) and auxiliary units (waste
collection vehicles).
Stakeholder feedback
To the question whether the requirement on exhaust pipe location was necessary, a stakeholder
replied that there are still buses not compliant with this criterion.
Regarding the award criterion on electrification of auxiliary units, its importance was underlined not
only for air polluting emissions but also for noise emissions.
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Noise emissions JRC presented the proposed criteria for noise emissions.
Stakeholder feedback
In line with the comments received for category 1, tyre criteria were recommended to be part of the
maintenance service. With respect to vehicle noise, it was suggested to be set only as comprehensive
criterion.
Vehicle manufacturing JRC presented the proposed criteria for vehicle manufacturing.
Stakeholder feedback
A stakeholder stressed that the manufacturing phase for buses is less important than for cars, so it
was not seen as necessary. In the case of electric buses, the stakeholder indicated that, even though
the production stage is more important than for conventional buses, the benefits outweigh this
drawback. It was underlined that the level of development of this technology could not afford
additional barriers in the way: when electric buses become more common, such criteria might be
more relevant.
Electric vehicle batteries JRC presented the criteria proposed related to EV battery.
Stakeholder feedback
A stakeholder from the automotive industry explained about the battery factory where models for
the second life of batteries are being developed. This factory is working on products not only for the
mobility sector, but also in the stationary sector. The stakeholder offered to share relevant
information for the criterion on reuse of batteries, since there are some technical changes that might
be needed to adapt the battery from vehicles to stationary purposes.
As mentioned in the category 1, it was stressed that there is an emerging market for second hand
batteries to be reused in energy storage, which can then be used to balance electricity grids. Due to
this rising demand, there is no need to require manufacturers to take back the batteries.
Regarding the warranty terms, a stakeholder indicated that some Chinese manufacturers are offering
good warranties, which might not be appropriate for EU companies.
JRC would welcome any information for the definition of the warranty criteria.
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Criteria proposal on Category 2 Mobility services
Optimized vehicle use JRC presented the proposed criteria for optimized vehicle use.
Stakeholder feedback
There were some doubts about the scope of the criterion and the definition of 'mobility service'. JRC
explained that 'mobility service' included services such as car sharing, taxi services, and any mobility
service that could be purchased by a public authority.
Some stakeholders asked whether the training would apply to the public authority staff driving the
cars, in those cases where the service does not include a driver (e.g. car sharing). JRC clarified that
the criteria on training for drivers would apply only on those cases where the service includes a
driver (e.g. taxi services). In reply to this information, a stakeholder recommended the training of the
users to be incorporated as part of after-sales services. JRC explained that there is a criterion within
the category 1 – technical options to reduce GHG Emission, which addresses eco-driving information
for users.
There were also doubts whether the selection criteria would apply to the all the mobility service staff
or only to the staff working for the service purchased. According to the legal framework set by the
Public Procurement Directives, the selection criteria must be related to the service contracted.
JRC also clarified a doubt about the training of management staff: management staff is in charge of
the emissions reduction plan, the monitoring, implementing measures for reducing emissions etc.,
and therefore they would require a specific training on these matters. In the case of services without
drivers, only the training for management staff would apply.
Many stakeholders recommended that the criteria should include the monitoring of the driving
performance of drivers. One of them suggested requiring the same systems that are very common in
professional heavy duty vehicles fleets. On the other hand, another stakeholder indicated that the
overall performance monitoring should be sufficient, since it would cover the driving performance as
well: it was preferred to give the provider more leeway to choose the most appropriate measures for
each business model.
It was also acknowledged that the substitution of vehicle purchases by mobility services entailed an
environmental benefit itself, and therefore it should be encouraged over the purchase or lease. Too
many additional criteria would create a barrier for the development of these services.
A stakeholder agreed on the duration of training and there was a suggestion to replace the
management staff training by experience on these topics.
GHG emissions JRC presented the proposed criteria for GHG emissions.
Stakeholder feedback
A stakeholder suggested enabling providers to improve the fleet composition with zero emission
technologies over the contract period, applying a dynamic approach. The provider could set a target
to achieve over the contract period, for example, a zero emissions fleet. There could be a minimum
requirement as starting point to be improved along the contract duration.
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Another comment stressed that these criteria were under the responsibility of various players, since
the technologies need a minimum charging and parking infrastructure to operate. JRC agreed with
this comment, but clarified that it was out of the scope of GPP criteria. It was also required to set the
requirements in line with the option chosen for category 1 (TTW vs WTW).
Another stakeholder pointed out that the criteria should be on the fleet used for the service that
constitutes the subject matter. It was not possible to influence the entire fleet of the operator. This
would entail some problems for those requirements on percentages of the fleet, since it could not be
ensured that the vehicles within those percentages are to be the ones providing the service.
The stakeholders came back to the thought that mobility services provide an environmental benefit
by themselves, and therefore it should be encouraged over the purchase and lease.
Air polluting emissions JRC presented the proposed criteria for air polluting emissions.
Stakeholder feedback
In reply to a question about what 'maximum age of the fleet' would mean, JRC answered that all
vehicles of the fleet should be no older than 4 years. In response, the stakeholder highlighted that
the equivalent in percentage would be 100% Euro 6, and added that the option on percentage was
more suitable.
Many stakeholders recommended setting different tiers and percentages depending on the size of
the fleet and the business model. The criteria proposal was too ambitious for small fleets and
therefore it could be a serious hurdle for SMEs.
A stakeholder indicated that most professional fleets are replaced every 4 years so there is no added
value in those cases.
The issue related to the subject matter was raised again: it would be difficult setting requirements on
the whole fleet.
Other technical measures JRC presented the proposed criteria for technical measures, consisting of the following criteria:
Technical options to reduce GHG
Noise emissions
Vehicle manufacturing
EV Battery
Stakeholder feedback
There was a general agreement to drop these criteria to lower the complexity of the criteria set.
Combined mobility services JRC presented the proposed criteria for combined mobility services.
A stakeholder suggested including cargo bikes in the list of non-motorised vehicles, since they were
also used by passengers carrying luggage or packages.
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The stakeholders supported this criterion to promote the modal shift, which might entail significant
GHG savings.
A stakeholder recommended including this criterion only at comprehensive level, while another one
proposed a technical specification in those cities where combined mobility services are very common
and there are sufficient operators.
A stakeholder indicated the criterion could be further challenged by reducing the travels and
applying a need assessment. In line with this thought, it was suggested to organise a teleconference
for the next AHWG rather than a physical meeting.
Criteria proposal on Category 4 and 6 bus and waste collection
services
Optimised vehicle use JRC presented the proposed criteria for optimised vehicle use.
Stakeholder feedback
A stakeholder indicated that for waste collection, there were logistics measures which should be in
the contract. JRC replied that there is a criterion on route optimisation to be discussed later on.
GHG emissions JRC presented the proposed criteria for GHG emissions.
Stakeholder feedback
A stakeholder indicated that there is a certain amount of natural gas engine trucks, and therefore a
threshold of CO2 emissions would be preferable.
The difficulties to set criteria that would suit all situations throughout Europe was underlined (small
towns compared to large cities).
A stakeholder explained the experience with waste collection fleets, and how it is a subject of
discussion as to whether these services should be outsourced. The stakeholder would like to know
how to maintain the same level of control if services were bought instead of vehicles.
Air pollutant emissions JRC presented the proposed criteria for air pollutant emissions.
Stakeholder feedback
No comments
Other technical measures JRC presented the proposed criteria for technical measures, consisting of the following criteria:
Technical options to reduce GHG
Noise emissions
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Vehicle manufacturing
EV Battery
Stakeholder feedback
The stakeholders raised same comments as for the Mobility services
New vehicles JRC presented the proposed criteria for new vehicles.
Stakeholder feedback
The stakeholders recommended making clear that this criterion applies to replacements, meaning
that any change in the fleet composition should entail an improvement.
Integrated public transport systems (bus services) JRC presented the proposed criteria for integrated public transport systems for bus services.
Stakeholder feedback
A stakeholder argued that the criterion is too specific for the many different situations of public
transport services. If local procurers have mobility platforms, then they should put requirements in
the tender that the bus operator should contribute to it. Therefore, it would depend on local
circumstances, and there was no need of GPP criteria. The stakeholder supported the idea of keeping
the focus on the important issues that can be applied everywhere as far as possible. As for mobility
services, public transport services already lead to an environmental benefit.
It was acknowledged that there were some measures related to modal shift that were out of the
reach of public procurement.
Route optimisation (waste collection services) JRC presented the proposed criteria for route optimisation for waste collection services.
Stakeholder feedback
A stakeholder questioned the need of such criterion since any waste collection service will optimise
the route, to minimise the fuel use and staff time. However, some stakeholders argued that these
systems had a saving potential and were not a standard practice.
It was highlighted that from the local authority perspective, the systems to monitor the filling level in
bins were very helpful, but they could conflict with the citizens' interest to have space available in
the bins for them to dispose their waste, and to have the waste collected within a certain frequency.
A stakeholder showed interest to know about waste collection services and common practices in
other cities, and informed about a Polis conference in Rotterdam where waste collection services
would be discussed. The stakeholder offered to ask the participants of that conference to comment
on the draft criteria.
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Criteria proposal on Category 7 Post, courier and moving services
Optimized vehicle use JRC presented the proposed criteria for optimized vehicle use.
Stakeholder feedback
It was concluded that the same comments apply as shared for other product groups.
GHG emissions JRC presented the proposed criteria for GHG emissions.
Stakeholder feedback
A stakeholder supported the promotion of cycle-logistics, and also recommended to make clear that
cycle-logistics are not excluded of the core criteria set. The stakeholder agreed with the proposal at
comprehensive level, and advocated for all postal and courier deliveries to be zero emission in 2025,
unless not feasible. It was also explained that big companies like DHL and UPS include cargo bikes as
feasible and cost competitive solutions, and GPP could be a driver to increase the penetration of
cycle-logistics in the urban delivery market.
A stakeholder suggested having different contracts for different types of deliveries, so cycle-logistics
could be required for small and light weight goods.
Another stakeholder however indicated cargo bikes may not take less public space than trucks for
transporting the same freight volume. It was argued that some operators are using cycle-logistics
where appropriate, so there is no need to impose it on them.
Air pollutant emissions JRC presented the proposed criteria for air polluting emissions.
Stakeholder feedback
A stakeholder recommended setting the zero emissions capability as a requirement in urban areas.
It is concluded that the same comments apply as shared for other service categories.
Conclusions and outlook – Wrap of the meeting JRC explained the next steps:
o The presentation to be made available on Batis.
o The minutes to be circulated within 2 weeks.
o Comments can be made by Batis until 23 January.
JRC thanked all participants for their contributions.