### 2. where it is proven by the member state concerned in its plan that the public interventions referred to in paragraph 1 do not fully off-set the price increase resulting from the inclusion of the sectors of buildings and road transport into the scope of directive 2003/87/ec , direct income support may be included in the estimated total costs in the limits of the price increase not fully off-set. ### 2. where it is proven by the member state concerned in its plan that the public interventions referred to in paragraph 1 do not fully off-set the price increase resulting from the inclusion of the sectors of buildings and road transport into the scope of directive 2003/87/ec , support may be included in the estimated total costs in the limits of the price increase not fully off-set.


### member states may include into the estimated total costs financial support provided to public or private entities other than vulnerable households , vulnerable micro-enterprises and vulnerable transport uses , if those entities carry out measures and investments ultimately benefitting vulnerable households , vulnerable micro-enterprises and vulnerable transport users. ### member states may include into the estimated total costs financial support provided to public or private entities other than vulnerable households , vulnerable micro-enterprises , vulnerable smes and vulnerable transport uses , if those entities carry out measures and investments ultimately benefitting vulnerable households , vulnerable micro-enterprises , vulnerable smes and vulnerable transport users.


### 1. the financial envelope for the implementation of the fund for the period 2025-2027 shall be eur 23 700 000 000 in current prices. ### 1. the financial envelope for the implementation of the fund for the period 2023-2027 shall be at least eur 23 700 000 000 in current prices , with increase of the envelope subject to paragraph 2a of this article.


### 1. the financial envelope for the implementation of the fund for the period 2025-2027 shall be eur 23 700 000 000 in current prices. ### 1. the financial envelope for the implementation of the fund for the period 2024-2027 shall be at least eur 23 700 000 000 in current prices.


### 1. the financial envelope for the implementation of the fund for the period 2025-2027 shall be eur 23 700 000 000 in current prices. ### 1. the financial envelope for the implementation of the fund for the period 2025-2027 shall be at least eur 23 700 000 000 in current prices.


### 2. the financial envelope for the implementation of the fund for the period 2028-2032 shall be eur 48 500 000 000 in current prices , subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in article 312 tfeu. ### 2. the financial envelope for the implementation of the fund for the period 2028-2032 shall be at least eur 48 500 000 000 in current prices , subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in article 312 tfeu and with increase of the envelope subject to paragraph 2a of this article.


### (2) the financial envelope for the implementation of the fund for the period 2028-2032 shall be eur 48 500 000 000 in current prices , subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in article 312 tfeu. ### deleted


### 2. the financial envelope for the implementation of the fund for the period 2028-2032 shall be eur 48 500 000 000 in current prices , subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in article 312 tfeu. ### 2. the financial envelope for the implementation of the fund for the period 2028-2034 shall be minimally eur 48 500 000 000 in current prices , subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in article 312 tfeu.


### 2. the financial envelope for the implementation of the fund for the period 2028-2032 shall be eur 48 500 000 000 in current prices , subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in article 312 tfeu. ### deleted


### 2. the financial envelope for the implementation of the fund for the period 2028-2032 shall be eur 48 500 000 000 in current prices , subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in article 312 tfeu. ### 2. the financial envelope for the implementation of the fund for the period 2028-2032 shall be at least eur 48 500 000 000 in current prices , subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in article 312 tfeu.


### 2. the financial envelope for the implementation of the fund for the period 2028-2032 shall be eur 48 500 000 000 in current prices , subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in article 312 tfeu. ### 2. the financial envelope for the implementation of the fund for the period 2028-2034 shall be at least eur 48 500 000 000 in current prices , subject to the availability of the amounts under the annual ceilings of the applicable multiannual financial framework referred to in article 312 tfeu.


### 1. resources allocated to member states under shared management may , at their request , be transferred to the fund subject to the conditions set out in the relevant provisions of regulation (eu) 2021/1060. the commission shall implement those resources directly in accordance with article 62(1) , first subparagraph , point (a) of regulation (eu , euratom) 2018/1046. those resources shall be used exclusively for the benefit of the member state concerned. ### 1. resources allocated to member states from the fund may , at their request , be transferred to the programs under shared management , subject to the conditions set out in the relevant provisions of regulation (eu) 2021/1060. member states shall implement those resources directly in accordance with article 62(1) , first subparagraph , point (b) of regulation (eu , euratom) 2018/1046. those resources shall be used exclusively for the benefit of the member state concerned.


### the fund shall be implemented by the commission in direct management in accordance with the relevant rules adopted pursuant to article 322 tfeu , in particular regulation (eu , euratom) 2018/1046 and regulation (eu , euratom) 2020/2092 of the european parliament and of the council59. ### member states and the commission shall implement the union budget allocated to the climate action fund in shared management pursuant to article 63 of the financial regulation. member states shall prepare and implement programmes at the appropriate regional level in accordance with their institutional , legal and financial framework. in accordance with the principle and rules of shared management , member states and the commission should be responsible for the management and control of programmes and guarantee the legal and admissible use of the fund.


### 1. member states shall contribute at least to 50 percent of the total estimated costs of their plans. ### 1. member states shall contribute 50 percent of the total estimated costs of their plans.


### 1. member states shall contribute at least to 50 percent of the total estimated costs of their plans. ### 1. member states shall contribute to the total estimated costs of the plan , with co-funding based their financial packages amounting to least:


### 1. member states shall contribute at least to 50 percent of the total estimated costs of their plans. ### 1. the co-financing rate , applicable to the member states shall not be higher than:


### 1. member states shall contribute at least to 50 percent of the total estimated costs of their plans. ### 1. member states shall contribute at least to 50 percent of the total estimated costs of their plans , except for member states with a gross national income (gni) per capita below 90% of eu-27 for which the co-financing share is to be limited to 30%.


### 1. member states shall contribute at least to 50 percent of the total estimated costs of their plans. ### 1. member states shall contribute at least to 60 percent of the total estimated costs of the measures and investments referred to in article 6(1) in their plans.


### 1. member states shall contribute at least to 50 percent of the total estimated costs of their plans. ### 1. member states shall contribute at least two thirds of the total estimated costs of their plans.


### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned; ### deleted


### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned; ### whether the plan represents a response to the impact on and challenges faced by households , micro-enterprises and transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned;


### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned; ### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises , vulnerable smes and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned;


### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned; ### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable small and medium-sized enterprises and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned;


### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned; ### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises , vulnerable smes and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu)2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation(eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned;


### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned; ### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises , vulnerable smes and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty and transport poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned;


### (iii) whether the plan contains measures and investments that contribute to the green transition , including to addressing the challenges resulting therefrom and in particular to the achievement of the 2030 climate and energy objectives of the union and the 2030 milestones of the mobility strategy. ### deleted


### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned; ### deleted


### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned; ### whether the plan is expected to have a lasting and sustainable impact on the challenges related to the impact of carbon pricing addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises , vulnerable smes and vulnerable transport users , especially households in energy poverty , in the member state concerned;


### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned; ### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable small and medium-sized enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned;


### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned; ### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises , vulnerable smes and vulnerable transport users , especially households in energy poverty and transport poverty , in the member state concerned;


### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned; ### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises , vulnerable smes and vulnerable transport users , especially households in energy poverty , in the member state concerned;


### (iii) whether the measures and investments proposed by the member state concerned are consistent and complying with the requirements under directive [yyyy/nnn] [proposal for recast of directive 2012/27/eu] , directive (eu) 2018/2001 , directive 2014/94/eu of the european parliament and of the council60 , directive (eu) 2019/1161 of the european parliament and of the council and directive 2010/31/eu; ### deleted


### whether the justification provided by the member state for the amount of the estimated total costs of the plan is reasonable , plausible , in line with the principle of cost efficiency and commensurate to the expected national environmental and social impact; ### deleted


### whether the justification provided by the member state for the amount of the estimated total costs of the plan is reasonable , plausible , in line with the principle of cost efficiency and commensurate to the expected national environmental and social impact; ### whether the justification provided by the member state for the amount of the estimated total costs of the plan is reasonable , plausible , in line with the principle of cost efficiency and commensurate to the expected national environmental impact;


### for the purpose of assessing coherence , the commission shall take into account whether the plan contains measures and investments that represent coherent actions. ### deleted


### 1. where a social climate plan , including relevant milestones and targets , is no longer achievable , either in whole or in part , by the member state concerned because of objective circumstances , in particular because of the actual direct effects of the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , the member state concerned may submit to the commission an amendment of its plan to include the necessary and duly justified changes. member states may request technical support for the preparation of such request. ### 1. the member state may submit a motivated request for an amendment to the plan , together with the amended version , setting out the expected implications thereof for achievement of the objectives.


### 1. where a social climate plan , including relevant milestones and targets , is no longer achievable , either in whole or in part , by the member state concerned because of objective circumstances , in particular because of the actual direct effects of the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , the member state concerned may submit to the commission an amendment of its plan to include the necessary and duly justified changes. member states may request technical support for the preparation of such request. ### 1. where a social climate plan , including relevant milestones and targets , is no longer achievable , either in whole or in part , by the member state concerned because of objective circumstances , in particular because of the actual direct effects of the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , the member state concerned may , following consultation with social partners and regional level authorities , submit to the commission an amendment of its plan to include the necessary and duly justified changes. member states may request technical support for the preparation of such request.


### 1. after the commission has adopted a decision as referred to in article 16 , it shall in due time conclude an agreement with the member state concerned constituting an individual legal commitment within the meaning of regulation (eu , euratom) 2018/1046 covering the period 2025-2027. that agreement may be concluded at the earliest one year before the year of the start of the auctions under chapter iva of directive 2003/87/ec. ### 1. after the commission has adopted a decision as referred to in article 16 , it shall in due time conclude an agreement with the member state concerned constituting an individual legal commitment within the meaning of regulation (eu , euratom) 2018/1046 covering the period 2023-2027. that agreement may be concluded at the earliest one year before the year of the start of the auctions under chapter iva of directive 2003/87/ec.


### 1. after the commission has adopted a decision as referred to in article 16 , it shall in due time conclude an agreement with the member state concerned constituting an individual legal commitment within the meaning of regulation (eu , euratom) 2018/1046 covering the period 2025-2027. that agreement may be concluded at the earliest one year before the year of the start of the auctions under chapter iva of directive 2003/87/ec. ### 1. after the commission has adopted a decision as referred to in article 16 , it shall in due time conclude an agreement with the member state concerned constituting an individual legal commitment within the meaning of regulation (eu , euratom) 2018/1046 covering the period 2024-2027. that agreement may be concluded at the earliest one year before the year of the start of the auctions under chapter iva of directive 2003/87/ec.


### 1. in implementing the fund , the member states , as beneficiaries of funds under the fund , shall take all the appropriate measures to protect the financial interests of the union and to ensure that the use of funds in relation to measures and investments supported by the fund complies with the applicable union and national law , in particular regarding the prevention , detection and correction of fraud , corruption and conflicts of interests. to this effect , the member states shall provide an effective and efficient internal control system as further detailed in annex iii and the recovery of amounts wrongly paid or incorrectly used. member states may rely on their regular national budget management systems. ### 1. in implementing the fund , the member states , as beneficiaries of funds under the fund , shall take all the appropriate measures to protect the financial interests of the union and to ensure that the use of funds in relation to measures and investments supported by the fund complies with the applicable union and national law , in particular regarding the protection of the principles of the rule of law prevention , detection and correction of fraud , corruption and conflicts of interests. to this effect , the member states shall provide an effective and efficient internal control system as further detailed in annex iii and the recovery of amounts wrongly paid or incorrectly used. member states may rely on their regular national budget management systems.


### 1. by 1 july 2028 , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an evaluation report on the implementation and functioning of the fund. ### 1. by 31 july 2026 , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an evaluation report on the implementation and functioning of the fund.


### 1. by 1 july 2028 , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an evaluation report on the implementation and functioning of the fund. ### 1. by 1 july 2026 , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an evaluation report on the implementation and functioning of the fund.


### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32. overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions. ### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32. overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions.


### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions. ### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , heating or lighting. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. the lack of a union-level definition of energy poverty leads to incomparable data sets. establishing a common union-level definition will allow to effectively address energy poverty , measure progress and consequently to better target policy actions. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions.


### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions. ### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations and renewable energy solutions , can provide lasting solutions.


### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32. overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions. ### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey. overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions.


### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions. ### (12) this is even more relevant in view of the existing levels of energy poverty and transport poverty. energy poverty is a situation in which households lack of access to essential energy services that underpin a decent standard of living and health , including adequate warmth , cooling , lighting , and energy to power appliances , in the relevant national context , existing social policy and other relevant policies. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions.


### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions. ### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , heating or lighting. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. establishing a common union-level definition will allow to further compare data across the eu and consequently to better target policy actions. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions.


### (9) ‘micro-enterprise’ means an enterprise that employs fewer than 10 persons and whose annual turnover or annual balance sheet does not exceed eur 2 million , calculated in accordance with articles 3 to 6 of annex i to commission regulation (eu) no 651/201453; ### (9) ‘small and medium-sized enterprise' or sme means an enterprise that employs fewer than 250 persons and whose annual turnover does not exceed eur 50 million and/or whose annual balance sheet does not exceed eur 43 million , calculated in accordance with articles 3 to 6 of annex i to commission regulation (eu) no 651/201453;


### (10) ‘transport users’ means households or micro-enterprises that use various transport and mobility options; ### (10) transport users’ means households , neet students , regardless of their household income level , or small or medium-sized enterprises or micro-enterprises that use various goods transport and mobility options;


### (10) ‘transport users’ means households or micro-enterprises that use various transport and mobility options; ### (10) ‘transport users’ means households , people not engaged in education , employment or training (neets) and students , irrespective of the income level of their households or micro-enterprises and smes that use various transport , freight and mobility options;


### (10) ‘transport users’ means households or micro-enterprises that use various transport and mobility options; ### (10) ‘transport users’ means households , micro-enterprises or smes that use various transport and mobility options;


### (10) ‘transport users’ means households or micro-enterprises that use various transport and mobility options; ### (10) ‘transport users’ means households , neets and students , irrespective of the income level of their households or micro-enterprises and smes that use various transport , freight and mobility options;


### zero- and low-emission mobility and transport; ### zero- and low-emission mobility and transport or – in member states with low share and/or unaffordable prices of electric vehicles , compared to the median national income , support other forms of mobility and personal transport that contribute to the reduction of greenhouse emissions;


### zero- and low-emission mobility and transport; ### zero- and low-emission mobility and transport , while maintaining technological neutrality;


### zero- and low-emission mobility and transport; ### zero- and low-emission mobility and transport , including public transport;


### zero- and low-emission mobility and transport; ### zero- and low-emission mobility and transport , while respecting technological neutrality;


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable small and medium-sized enterprises or vulnerable transport users and intend to:


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises , vulnerable smes or vulnerable transport users and intend to


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. after requesting guidance to the commission on investments in the context of this paragraph , member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises , vulnerable smes or vulnerable transport users and intend to:


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable smes , vulnerable micro-enterprises or vulnerable transport users and intend to:


### support building renovations , especially for those occupying worst-performing buildings , including in the form of financial support or fiscal incentives such as deductibility of renovation costs from the rent , independently of the ownership of the buildings concerned; ### support building renovations , especially for those occupying worst-performing buildings , including , inter alia , in the form of financial support or fiscal incentives such as deductibility of renovation costs from the rent , independently of the ownership of the buildings concerned;


### support public and private entities in developing and providing affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund; ### support public and private entities in developing and providing affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund , including personal , community-based or local smart grid solutions , allowing for energy independence , direct income from renewable energy production and/or reduction in energy costs;


### support public and private entities in developing and providing affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund; ### support public and private entities , in particular public-private cooperation , in developing and providing safe and affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund;


### support public and private entities in developing and providing affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund; ### support public and private entities in developing and providing safe and affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund;


### support public and private entities in developing and providing affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund; ### support public and private entities in developing and providing affordable and energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund;


### provide access to zero- and low-emission vehicles and bikes , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided; ### provide access to zero- and low-emission vehicles and other means of transport , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including alternative fuels infrastructure networks;


### provide access to zero- and low-emission vehicles and bikes , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided; ### provide access to zero- and low-emission vehicles , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided;


### provide access to zero- and low-emission vehicles and bikes , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided; ### provide access to zero- and low-emission vehicles and bicycles , including financial support or fiscal incentives for their purchase and lease as well as for appropriate public and private infrastructure , including for recharging and refuelling; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided;


### provide access to zero- and low-emission vehicles and bikes , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided; ### provide access to zero- and low-emission vehicles and bikes , including incentivizing access to second hand zero- and low-emission market , or in member states with low share of electric vehicles and/or unaffordable prices of such vehicles , compared to the median income , support other forms of mobility and personal transport that contribute to the reduction of greenhouse emissions , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling , smart grids , allowing for low-cost or free of charge recharging and energy communities , allowing for peer-to-peer balancing of energy consumption; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided , varying between member states and regions , depending on market share and affordability of electric vehicles and the relative importance of the second hand market;


### provide access to zero- and low-emission vehicles and bikes , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided; ### provide financial support or fiscal incentives to improve access to zero- and low-emission vehicles and bikes , including financial support or fiscal incentives for their purchase for appropriate public and private infrastructure , including for recharging and refuelling , as well as for the development of a second-hand zero- and low-emission vehicle market; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided; for support concerning the purchase of zero- and low-emission vehicles , the support shall be limited to vehicles falling within the lowest 50% of the market price range for such vehicles in a member state in a given year;


### grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services; ### provide support of development and grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services;


### grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services; ### fostering sustainable mobility on demand and shared mobility services;


### grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services; ### foster affordable tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services;


### grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services; ### grant access and adapted tariffs to public transport , as well as fostering sustainable and carbon neutral mobility on demand and shared mobility services;


### grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services; ### improve availability and grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services;


### grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services; ### foster sustainable mobility and shared mobility services especially in rural , insular , mountainous , remote and less accessible areas by incentivising the use of affordable and accessible public transport;


### grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services; ### improving access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services;


### grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services; ### grant access and adapted tariffs to public transport , as well as fostering sustainable and carbon neutral mobility on demand and shared mobility services , including social shared mobility;


### pass-on of benefits to households , micro-enterprises and transport users ### pass-on of benefits to households , micro-enterprises , smes and transport users


### 8 pass-on of benefits to households , micro-enterprises and transport users ### 8 pass-on of benefits to households , micro-enterprises , smes and transport users


### member states shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households , micro-enterprises and transport users. ### member states shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households , micro-enterprises , smes and transport users.


### 2. member states shall inter alia use revenues from the auctioning of their allowances in accordance with chapter iva of directive 2003/87/ec for their national contribution to the total estimated costs of their plans. ### 2. member states shall use revenues from the auctioning of their allowances in accordance with chapter iva of directive 2003/87/ec for their national contribution to the total estimated costs of their plans.


### 1. the commission shall assess the plan and , where applicable , any amendment to that plan submitted by a member state in accordance with article 17 , for compliance with the provisions of this regulation. when carrying out that assessment , the commission shall act in close cooperation with the member state concerned. the commission may make observations or seek additional information. the member state concerned shall provide the requested additional information and may revise the plan if needed , including after the submission of the plan. the member state concerned and the commission may agree to extend the deadline for assessment by a reasonable period if necessary. ### 1. the commission may make observations during the three months following the date of submission of the plan by the member state. when carrying out that assessment , the commission shall act in close cooperation with the member state concerned.


### 2. the commission shall assess the relevance , effectiveness , efficiency and coherence of the plan as follows: ### 2. the member state shall review the plan , taking into account the commission's observations. when carrying out that assessment , the commission shall act in close cooperation with the member state concerned.


### for the purpose of assessing relevance , the commission shall take into account the following criteria: ### deleted


### (ii) whether the plan is expected to ensure that no measure or investment included in the plan does significant harm to environmental objectives within the meaning of article 17 of regulation (eu) 2020/852; ### deleted


### (ii) whether the plan is expected to ensure that no measure or investment included in the plan does significant harm to environmental objectives within the meaning of article 17 of regulation (eu) 2020/852; ### (ii) whether the plan is expected to ensure that measures or investments included in the plan aligns with environmental objectives in regulation (eu) 2020/852;


### for the purpose of assessing effectiveness , the commission shall take into account the following criteria : ### deleted


### (ii) whether the arrangements proposed by the member state concerned are expected to ensure the effective monitoring and implementation of the plan , including the envisaged timetable , milestones and targets , and the related indicators; ### deleted


### for the purposes of assessing efficiency the commission shall take into account the following criteria: ### deleted


### (ii) whether the arrangements proposed by the member state concerned are expected to prevent , detect and correct corruption , fraud and conflicts of interests when using the funds provided under the fund , including the arrangements that aim to avoid double funding from the fund and other union programmes; ### deleted


### (iii) whether the milestones and targets proposed by the member state are efficient in view of the scope , objectives and eligible actions of the fund; ### deleted


### 1. on the basis of the assessment in accordance with article 15 , the commission shall decide on the plan of a member state , by means of an implementing act , within six months from the date of the submission of that plan pursuant to article 3(1) of this regulation. ### 1. on the basis of the assessment in accordance with article 15 , the commission shall decide on the plan of a member state , by means of an implementing act , within four months from the date of the submission of that plan pursuant to article 3(1) of this regulation. the member state concerned and the commission may agree to extend the deadline for approval by a reasonable period if necessary.


### where the commission gives a positive assessment , that decision shall set out: ### the commission decision shall set out:


### 2. the financial allocation referred to in paragraph 1 , point (b) shall be determined on the basis of the estimated total costs of the plan proposed by the member state concerned , as assessed under the criteria set out in article 15(2). ### 2. where the assessment of the plan identifies weaknesses in the control systems , the commission may require additional targets and interim objectives to be met before the first payment is made.


### the amount of the financial allocation shall be set as follows: ### deleted


### 3. where the commission gives a negative assessment to a plan , the decision referred to in paragraph 1 shall include the reasons for that negative assessment. the member state concerned shall resubmit the plan , after taking into account the assessment of the commission. ### deleted


### 2. the commission shall assess the amended plan in accordance with article 15. ### 2. the commission shall assess the amended plan in accordance with article 15 and may submit observations during the two months following the presentation thereof.


### 2. the commission shall assess the amended plan in accordance with article 15. ### 2. the commission shall assess the amended plan in accordance with article 15 and independently of the positive or negative assessment the commission shall provide guidance on the most efficient mesures and investments foreseen in article 6 , paragraph 2.


### 3. where the commission gives a positive assessment to the amended plan , it shall in accordance with article 16(1) adopt , within three months of the official submission of the amended plan by the member state , a decision setting out the reasons for its positive assessment , by means of an implementing act. ### 3. the member state shall review the amended plan , taking the commission's observations into account.


### 4. where the commission gives a negative assessment to the amended plan , it shall reject the request within the period referred to in paragraph 3 , after having given the member state concerned the possibility to present its observations within three months of the communication of the commission’s assessment. ### 4. the commission shall adopt a decision approving the modification of the plan at the latest three months after submission thereof by the member state.


### article 18 ### deleted


### detailed quantitative information on the number of households in energy poverty; ### detailed quantitative information on the number of households in energy poverty and transport poverty;


### when applicable , detailed information on progress towards the national indicative objective to reduce the number of households in energy poverty; ### when applicable , detailed information on progress towards the national indicative objective to reduce the number of households in energy poverty and transport poverty;


### 1. support under the fund shall be additional to the support provided under other union funds , programmes and instruments. measures and investments supported under the fund may receive support from other union funds , programmes and instruments provided that such support does not cover the same cost. ### 1. support under the fund shall be additional to the existing support provided under other union and national funds , programmes and instruments. measures and investments supported under the fund may receive support from other union funds , programmes and instruments provided that such support does not cover the same cost.


### 2. support from the fund shall be additional and shall not substitute recurring national budgetary expenditure. ### 2. support from the fund shall be additional and related to the impact of carbon pricing and shall not substitute national budgetary expenditure.


### 2. the individual legal commitment covering the period 2028-2032 shall be concluded subject to the availability of the amounts referred to in article 9(2) of this regulation under the annual ceilings of the multiannual financial framework referred to in article 312 tfeu. ### 2. the individual legal commitment covering the period 2028-2034 shall be concluded subject to the availability of the amounts referred to in article 9(2) of this regulation under the annual ceilings of the multiannual financial framework referred to in article 312 tfeu.


### 3. budgetary commitments may be based on global commitments and , where appropriate , may be broken down into annual instalments spread over several years. ### 3. budgetary commitments may be based on global commitments.


### 4. where , as a result of the assessment referred to in paragraph 3 , the commission establishes that the milestones and targets set out in the commission decision referred to in article 16 have not been satisfactorily fulfilled , the payment of all or part of the financial allocation shall be suspended. the member state concerned may present its observations within one month of the communication of the commission’s assessment. ### 4. where , as a result of the assessment referred to in paragraph 3 , the commission establishes that the milestones and targets set out in the commission decision referred to in article 16 have not been satisfactorily fulfilled , the payment of all or part of the financial allocation shall be suspended with immediate effect. the member state concerned may present its observations within one month of the communication of the commission’s assessment.


### 2. the recipients of union funding shall acknowledge the origin of those funds and ensure the visibility of the union funding , in particular when promoting the actions and their results , by providing coherent , effective and proportionate targeted information to multiple audiences , including the media and the public. ### 2. the recipients of union funding shall acknowledge the origin of those funds at all time and ensure the visibility and traceability of the union funding , in particular when dealing with beneficiaries and when promoting the actions and their results , by providing coherent , effective and proportionate targeted information to multiple audiences , including the media and the public.


### 2. the recipients of union funding shall acknowledge the origin of those funds and ensure the visibility of the union funding , in particular when promoting the actions and their results , by providing coherent , effective and proportionate targeted information to multiple audiences , including the media and the public. ### 2. member states shall ensure that the recipients of union funding , including for temporary direct income support , acknowledge the origin of those funds and ensure the visibility of the union funding , in particular when promoting the actions and their results , by providing coherent , effective and proportionate targeted information to multiple audiences , including the media and the public.


### 3. the commission shall implement information and communication actions relating to the fund , to actions taken pursuant to this regulation and to the results obtained , including , where appropriate and with the agreement of the national authorities , through joint communication activities with the national authorities and the representation offices of the european parliament and of the commission in the member state concerned. ### 3. the commission shall implement information and communication actions relating to the fund , to actions taken pursuant to this regulation and to the results obtained , including , through joint communication activities with the national authorities and the representation offices of the european parliament and of the commission in the member state concerned. in case of non-compliance with paragraphs 1 and 2 the commission should be empowered to defer the allocation of funds until the member state concerned complies with the visibility provisions.


### 2. by 31 december 2033 , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an independent ex post evaluation report. ### 2. by 31 december 2035 , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an independent ex post evaluation report.


### 2. by 31 december 2033 , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an independent ex post evaluation report. ### 2. by 31 december 2026 , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an independent ex post evaluation report.


### for the member states with a gni per capita below 90% of the eu-27 value , cannot be lower than the share of reference emissions under article 4(2) of regulation (eu) 2018/842 for the sectors covered by [chapter iva of directive 2003/87/ec] for the average of the period 2016-2018. the of the member states with a gni per capita above the eu-27 value are proportionally adjusted to ensure that the sum of all equals 100%. ### for all member states , αi cannot be lower than 0.07% of the sum of the financial envelopes as referred to in article 9(1) and (2). for the member states with a gni per capita below 90% of the eu-27 value , αi cannot be lower than the share of reference emissions under article 4(2) of regulation (eu) 2018/842 for the sectors covered by [chapter iva of directive 2003/87/ec] for the average of the period 2016-2018. the αi of the member states with a gni per capita above the eu-27 value are proportionally adjusted to ensure that the sum of all αi equals 100%.


### (5) ‘household’ means private household as defined in article 2 , point (15) of regulation (eu) 2019/1700 of the european parliament and of the council51 ; ### (5) ‘household’ means private or rented household as defined in article 2 , point (15) of regulation (eu) 2019/1700 of the european parliament and of the council51 ;


### 2. the plans shall be consistent with the information included and the commitments made by the member states under the european pillar of social rights action plan and the european social fund plus (esf+) established by regulation (eu) 2021/1057 , under their cohesion policy operational programmes under regulation (eu) 2021/105855 , under their recovery and resilience plans in accordance with regulation (eu) 2021/241 of the european parliament and of the council56 , under their long-term buildings renovation strategies pursuant to directive 2010/31/eu and under their updated integrated national energy and climate plans under regulation (eu) 2018/1999. they shall also be complementary to the just transition plans pursuant to regulation (eu) 2021/1056 of the european parliament and of the council57 . ### 2. the plans shall be consistent with the information included and the commitments made by the member states under the european pillar of social rights action plan and the european social fund plus (esf+) established by regulation (eu) 2021/1057 , under their cohesion policy operational programmes under regulation (eu) 2021/105855 , under their recovery and resilience plans in accordance with regulation (eu) 2021/241 of the european parliament and of the council56 , under their long-term buildings renovation strategies pursuant to directive 2010/31/eu and under their updated integrated national energy and climate plans under regulation (eu) 2018/1999. they shall also be complementary to the territorial just transition plans pursuant to regulation (eu) 2021/1056 of the european parliament and of the council57.


### 2. the plans shall be consistent with the information included and the commitments made by the member states under the european pillar of social rights action plan and the european social fund plus (esf+) established by regulation (eu) 2021/1057 , under their cohesion policy operational programmes under regulation (eu) 2021/105855 , under their recovery and resilience plans in accordance with regulation (eu) 2021/241 of the european parliament and of the council56 , under their long-term buildings renovation strategies pursuant to directive 2010/31/eu and under their updated integrated national energy and climate plans under regulation (eu) 2018/1999. they shall also be complementary to the just transition plans pursuant to regulation (eu) 2021/1056 of the european parliament and of the council57 . ### 2. the plans shall be consistent with the information included and the commitments made by the member states under the european pillar of social rights action plan and the european social fund plus (esf+) established by regulation (eu) 2021/1057 , under their cohesion policy operational programmes under regulation (eu) 2021/105855 , under their recovery and resilience plans in accordance with regulation (eu) 2021/241 of the european parliament and of the council56 , under their long-term buildings renovation strategies pursuant to directive 2010/31/eu and under their updated integrated national energy and climate plans under regulation (eu) 2018/1999. they shall also be complementary to the territorial just transition plans pursuant to regulation (eu) 2021/1056 of the european parliament and of the council57 .


### 3. the fund shall only support measures and investments respecting the principle of ‘do no significant harm’ referred to in article 17 of regulation (eu) 2020/852. ### deleted


### 1. the fund shall not support , and the estimated total costs of plans shall not include measures in the form of direct income support pursuant to article 3(2) of this regulation for households already benefiting: ### 1. the fund shall not support , and the estimated total costs of plans shall not include measures in the form of support for households already benefiting:


### 1. the fund shall not support , and the estimated total costs of plans shall not include measures in the form of direct income support pursuant to article 3(2) of this regulation for households already benefiting: ### 1. the fund shall not replace , and the estimated total costs of plans shall only include measures in the form of direct income support pursuant to article 3(2) of this regulation to the extent that these are additional and complementary to the support provided for households already benefiting: of plans shall not include measures in the form of direct income support pursuant to article 3(2) of this regulation for households already benefiting:


### article 8 ### deleted


### 10 resources from shared management programmes and use of resources ### 10 use of resources


### an explanation of the member state’s system to prevent , detect and correct corruption , fraud and conflicts of interests , when using the funds provided under the fund , and the arrangements that aim to avoid double funding from the fund and other union programmes. ### an explanation of the member state’s system to prevent , detect and correct corruption , fraud and conflicts of interests and assure the rule of law , when using the funds provided under the fund , and the arrangements that aim to avoid double funding from the fund and other union programmes.


### 1. member states shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. to that end , member states shall take the necessary measures to ensure that by 1 january 2030: ### 1. member states shall ensure that an adequate shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. to that end , member states shall take the necessary measures to ensure that by 1 january 2030 in ten-t core and ten-t comprehensive maritime ports:


### 3. this regulation establishes a reporting mechanism to stimulate cooperation and ensures a robust tracking of progress. the mechanism shall comprise a structured , transparent , iterative process between the commission and member states for the purpose of the finalisation of the national policy frameworks and their subsequent implementation and corresponding commission action. ### 3. this regulation establishes a reporting mechanism to stimulate cooperation and ensures a robust tracking of progress. the mechanism shall comprise a structured , transparent , iterative and multi-level governance process between the commission and member states for the purpose of the finalisation of the national policy frameworks , taking into account existing local and regional strategies for the deployment of alternative fuels infrastructure , and their subsequent implementation and corresponding commission action.


### (3) ‘alternative fuels’ means fuels or power sources which serve , at least partly , as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute to its decarbonisation and enhance the environmental performance of the transport sector , including: ### (3) ‘alternative fuels’ means fuels or power sources which serve , at least partly , as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute , on a permanent basis or for a transitional phase , to its decarbonisation and enhance the environmental performance of the transport sector , including:


### (3) ‘alternative fuels’ means fuels or power sources which serve , at least partly , as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute to its decarbonisation and enhance the environmental performance of the transport sector , including: ### (3) ‘alternative fuels’ means fuels or power sources which serve , at least partly , as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute on a permanent basis or for a transitional phase to its decarbonisation and enhance the environmental performance of the transport sector , including:


### (3) ‘alternative fuels’ means fuels or power sources which serve , at least partly , as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute to its decarbonisation and enhance the environmental performance of the transport sector , including: ### (3) ‘alternative fuels’ means fuels or power sources which serve , at least partly , as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute , on a permanent basis or for transitional phase , to its decarbonisation and enhance the environmental performance of the transport sector , including:


### ‘alternative fuels for zero-emission vehicles’: ### ‘alternative and renewable fuels for low- and zero-emission vehicles’:


### ‘alternative fuels for zero-emission vehicles’: ### ‘alternative fuels for low- and zero-emission vehicles’:


### – hydrogen , ### – hydrogen and hydrogen derived fuels ,


### – ammonia , ### deleted


### – biomass fuels and biofuels as defined in article 2 , points (27) and (33) of directive (eu) 2018/2001 , ### – biomass fuels and biofuels such as bio-hydrogen , bio-ammonia , bio-methane , bio-lng , bio-cng , bio-lpg , rcf ,


### – biomass fuels and biofuels as defined in article 2 , points (27) and (33) of directive (eu) 2018/2001 , ### – biomass fuels and biofuels , such as bio-hydrogen , bio-ammonia , bio-methane , bio-lng ,


### – biomass fuels and biofuels as defined in article 2 , points (27) and (33) of directive (eu) 2018/2001 , ### – biomass fuels , advanced biofuels , biogas and biofuels , such as bio-hydrogen , bio-ammonia , bio-methane , bio-lng , bio-cng , bio-lpg , rcf ,


### – biomass fuels and biofuels as defined in article 2 , points (27) and (33) of directive (eu) 2018/2001 , ### – biomass fuels , biogas and advanced biofuels as defined in article 2 , points (27) , (28) , (33) and (34) of directive (eu) 2018/2001 ,


### (1) directive 2014/94/eu of the european parliament and of the council43laid down a framework for the deployment of alternative fuels infrastructure. the commission communication on the application of that directive44points to the uneven development of recharging and refuelling infrastructure across the union and the lack of interoperability and user friendliness. it notes that the absence of a clear common methodology for setting targets and adopting measures under the national policy frameworks required by directive 2014/94/eu has led to a situation whereby the level of ambition in target setting and supporting policies varies greatly among member states. ### (1) directive 2014/94/eu of the european parliament and of the council43 laid down a framework for the deployment of alternative fuels infrastructure. the commission communication on the application of that directive44 points to the uneven development of recharging and refuelling infrastructure both across the union and within member states , and to its being neither interoperable nor user-friendly. it also notes that , since there is no clear common methodology for setting targets and adopting measures through the national policy frameworks required by directive 2014/94/eu , a situation has been reached in which the level of ambition in relation to the targets set and support policies varies greatly among member states and among eu regions. it is important that no eu region or territory is left behind and that regional disparities in the deployment of alternative fuels infrastructure are properly addressed.


### (2) various instruments of union law already set targets for renewable fuels. directive 2018/2001/eu of the european parliament and of the council45 for instance set a market share target of 14 % of renewables in transport fuels. ### (2) various instruments of union law already set targets for renewable fuels. directive 2018/2001/eu of the european parliament and of the council45 for instance set a market share target of 14 % of renewables in transport fuels , including a target of 3 ,5% for advanced biofuels.


### (2) various instruments of union law already set targets for renewable fuels. directive 2018/2001/eu of the european parliament and of the council45 for instance set a market share target of 14 % of renewables in transport fuels. ### (2) various instruments of union law already set targets for renewable fuels. directive 2018/2001/eu of the european parliament and of the council45 for instance set a market share target of 14 % of renewables in transport fuels. at the same time , it is essential to take into account the fact that if the eu’s goal of climate neutrality by 2050 is to be met , emissions from the transport sector will need to be reduced by around 90%.


### (3) regulation (eu) 2019/631 of the european parliament and of the council46 and regulation (eu) 2019/1242 of the european parliament and of the council47 already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure. ### (3) regulation (eu) 2019/631 of the european parliament and of the council46 and regulation (eu) 2019/1242 of the european parliament and of the council47 already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. those instruments should accelerate the uptake in particular of zero-emission vehicles and alternative fuels and thereby create demand for recharging and refuelling infrastructure.


### (3) regulation (eu) 2019/631 of the european parliament and of the council46 and regulation (eu) 2019/1242 of the european parliament and of the council47 already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure. ### (3) regulation (eu) 2019/631 of the european parliament and of the council46 and regulation (eu) 2019/1242 of the european parliament and of the council47 already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. those instruments should accelerate the uptake in particular of low- and zero-emission vehicles and alternative fuels and thereby create demand for recharging and refuelling infrastructure.


### (4) the initiatives on refueleu aviation48 and fueleu maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. while the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure , investments are needed for the electricity supply of stationary aircraft. the fueleu maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in ten-t ports. however those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. ### (4) the initiatives on refueleu aviation48 and fueleu maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. while the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure , investments are needed for the electricity supply of stationary aircraft. the fueleu maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in ten-t ports. however those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. moreover the infrastructure for renewable fuels bunkering of ships should gain special attention throughout the ports of europe to fast track the decarbonisation of ships. the heavy-duty vehicle renewable fuels infrastructure should focus on available renewable fuel technology and increase the level of ambition in the (bio-) lng infrastructure throughout europe to allow fast decarbonisation of heavy-duty vehicles , whilst new technology for these vehicles can be further developed.


### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels. ### (5) all modes of transport should be addressed in one instrument which should take into account the variety of alternative fuels , the development of their market share and particularly their affordability. the use of zero-emission powertrain technologies and climate-neutral alternative fuels is at different stages of maturity in the different modes of transport and in the different member states and regions. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid personal and light-duty commercial vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well , however at high prices for vehicles and fuels. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors , as well as heavy-duty road transport , continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as gaseous or liquid bio-methane , biomass fuels , biofuels , advanced biofuels , recycled carbonfuels , renewable fuels of non-biological origin or renewable and low-carbon synthetic gaseous and liquid fuels.


### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels. ### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well , albeit to a lesser degree. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed indifferent projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the union should increase its efforts to phaseout fossil gaseous or liquid fuels and promote renewable alternatives , and the use of fossil fuels should only be possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels. the potential of biogas as a renewable source should be taken into account and included in the definition of gas in the regulation.


### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels. ### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels , the development of their market share and particularly their affordability. the use of zero-emission powertrain technologies and alternative fuels is at different stages of maturity in the different modes of transport and in different member states and regions. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid passenger cars and light commercial vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors , as well as heavy-duty road transport continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as gaseous or liquid bio-methane , biomass fuels , biofuels , advanced biofuels , recycled carbonfuels , renewable fuels of non-biological origin or renewable and low-carbon synthetic gaseous and liquid fuels.


### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels. ### (5) all modes of transport should be addressed in one instrument which should take into account the variety of alternative fuels , the development of their market share and particularly their affordability. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport and in the different member states and regions. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid personal vehicles and light duty commercial vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well , while their general affordability is still into question. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors , as well as heavy duty road transport , continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane (in gaseous and liquid form) , biomass fuels , biofuels , advanced biofuels , recycled carbon fuels , renewable fuels of non-biological origin or renewable and low-carbon synthetic gaseous and liquid fuels.