Directive 2022/362 - Amendment of Directives 1999/62/EC, 1999/37/EC and (EU) 2019/520, as regards the charging of vehicles for the use of certain infrastructures - Main contents
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Directive (EU) 2022/362 of the European Parliament and of the Council of 24 February 2022 amending Directives 1999/62/EC, 1999/37/EC and (EU) 2019/520, as regards the charging of vehicles for the use of certain infrastructures| Legal instrument | Directive |
|---|---|
| Number legal act | Directive 2022/362 |
| Original proposal | COM(2017)275  |
| CELEX number i | 32022L0362 |
| Document | 24-02-2022; Date of signature |
|---|---|
| Signature | 24-02-2022 |
| Effect | 24-03-2022; Entry into force Date pub. +20 See Art 5 |
| End of validity | 31-12-9999 |
| Transposition | 25-03-2024; See Art 4.1 |
4.3.2022 |
EN |
Official Journal of the European Union |
L 69/1 |
DIRECTIVE (EU) 2022/362 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
of 24 February 2022
amending Directives 1999/62/EC, 1999/37/EC and (EU) 2019/520, as regards the charging of vehicles for the use of certain infrastructures
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on the Functioning of the European Union, and in particular Article 91(1) thereof,
Having regard to the proposal from the European Commission,
After transmission of the draft legislative act to the national parliaments,
Having regard to the opinion of the European Economic and Social Committee (1),
Having regard to the opinion of the Committee of the Regions (2),
Acting in accordance with the ordinary legislative procedure (3),
Whereas:
(1) |
Progress towards achieving the goal set by the Commission in its White Paper of 28 March 2011 entitled ‘Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system’, namely to move towards the full application of the ‘polluter pays’ and ‘user pays’ principles, to generate revenue and ensure financing for future transport investments, has been slow and inconsistencies persist in the application of road infrastructure charging across the Union. |
(2) |
In that White Paper, the Commission advocates proceeding ‘to the full and mandatory internalisation of external costs (including noise, local pollution and congestion on top of the mandatory recovery of wear and tear costs) for road and rail transport’. |
(3) |
The movement of goods and passenger vehicles is a factor that contributes to the release of pollutants into the atmosphere. Such pollutants, which have a very serious impact on people’s health and lead to the deterioration of ambient air quality in the Union, include PM2,5, NO2, and O3. In 2018, prolonged exposure to those three pollutants caused 379 000, 54 000, and 19 400 premature deaths, respectively, in the Union, according to European Environment Agency estimates, produced in 2020. |
(4) |
According to the World Health Organization, noise from road traffic alone ranks second among the most harmful environmental stressors in Europe, exceeded only by air pollution. At least 9 000 premature deaths a year can be attributed to heart disease caused by traffic noise. |
(5) |
According to the European Environment Agency’s 2020 report on air quality in Europe, road transport, in 2018, was the sector with the highest NOx emissions and the second largest emitter of black carbon pollution. |
(6) |
In its communication of 20 July 2016 entitled ‘A European Strategy for Low-Emission Mobility’, the Commission announced that it would propose the amendment of Directive 1999/62/EC of the European Parliament and of the Council (4) to enable charging also on the basis of CO2 differentiation, and the extension of some of its principles to buses and coaches as well as to passenger cars and light commercial vehicles. |
(7) |
Taking into account the vehicle fleet renewal time and the need for the road transport sector to contribute to the Union climate and energy targets for 2030 and beyond, Regulation (EU) 2019/1242 of the European Parliament and of the Council (5) set the CO2 emission reduction targets for new heavy-duty vehicles for 2025 and 2030 at 15 % and respectively 30 % lower than an established average of CO2 emissions. |
(8) |
To establish an internal market in road transport with a level playing field, rules should be applied uniformly. One of the main aims of this Directive is to eliminate distortions of competition between users. |
(9) |
Notwithstanding the importance of the road transport sector, all heavy-duty vehicles have a significant... |
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