Mobility Package

Mobility Package 2 or the Clean Mobility Package includes several legislative proposals for the road transport sector which aim to accelerate the transition to low and zero emission vehicles and fight climate change.


Clean Vehicles Directive

The Clean Vehicles Directive aims to increase the share of low- and zero-emission vehicles in contracts tendered by public authorities in the 28 EU countries. The Directive obliges public authorities to promote and purchase alternative technologies to conventional diesel vehicles, including vehicles running on electricity, natural gas and hydrogen. Greater demand from public authorities should create market stimulus and therefore wider affordability of these vehicles for all operators.

Revision of the Clean Vehicles Directive

The current Regulation has not had the desired effect so the European Commission has proposed a revision with three key changes:

✔ National procurement targets for 2025 and 2030: each Member State would have to decide how to divide their target on a national level

✔ A new clean vehicles definition

✔ Expansion of scope

National procurement targets

There are different procurement targets for each Member State which are based on their economic capacity and exposure to pollution and which fall within these ranges:

Trucks 2025 2030
6% - 10% 7% - 15%
Buses 2025 2030
29% - 50% 43-75%
Cars & vans 2025 2030
16% - 35%

Clean Vehicles Definition

Trucks and buses 2025 2030
Use of alternative fuels (to switch to HDV CO2 standards in the near future)

Cars & vans 2025 2030
Cars: 25 CO2 g/km and pollutant emissions 20% below the Euro norms emission limits

Vans: 40 CO2 g/km and pollutant emissions 20% below the Euro norms emission limits
0 CO2 g/km

The new definition for ‘clean’ light and heavy duty vehicles is based on an inconsistent approach that does not recognise the role of liquid biofuels. It does however recognise the role of biomethane as the use of natural gas vehicles using this energy source would be rewarded. On the other hand, vehicles using electricity would be promoted regardless of the energy source. This double counting ‘reward’ system both gives reward where it is not due and ignores cases where it is.

This Directive has the potential to boost demand for cleaner vehicles and to bring prices down, but it should encourage and reward investment into all alternative fuel options. In addition, the approach must consistently recognise whether energy sources are renewable or not.

Extension of the scope

The proposal suggests to extend the scope to lease, rent, hire-purchase of road transport vehicles, and public service contracts. This will be applicable to public authorities and to operators carrying out public service contracts.

Types of transport that would be covered by the Clean Vehicle Directive

  • Public road transport services
  • Special purpose road passenger transport services
  • Non-scheduled passenger transport
  • Hire of buses with drivers
  • Waste collection services
  • Mail transport by road and parcel transport services

Scope and access for private operators

These proposed changes could make it more difficult for small private operators to access public service contracts as it could oblige public authorities to impose targets in terms of the number of ‘clean vehicles’ necessary to win a contract. The legislation should therefore be complemented by incentives and investment tools to create a business case for the purchase of clean vehicles by private operators.

Including retrofitted vehicles in the definition of ‘clean’ would give operators much more flexibility to be able to win public service contracts.

The current proposal also does not make it clear whether the scope includes coaches, or only buses (M3 definition). Inclusion of coaches would be challenging for operators and for public authorities as the technology for these vehicles is not nearly as advanced as for buses and it is certain that some public service contracts will be carried out by coaches.

Support SMEs to switch to cleaner fleets
(EU and national funding)

Flexibility for public authorities and transport operators to meet targets

Coaches should be excluded from the Directive due to the range of their trips
→ different technology

Technical documents

Download the IRU
Mobility Package 2


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