### (8) ‘energy from renewable sources’ means energy from renewable non-fossil sources as defined in article 2 , second subparagraph , point (1) of directive (eu) 2018/2001 of the european parliament and of the council52 ; ### (8) ‘energy from renewable sources’ means energy from renewable non-fossil sources as defined in article 2 , second subparagraph , point (1) of directive (eu) 2018/2001 of the european parliament and of the council52 , but excluding biofuels except those made of true waste and residues;


### the estimated total costs of the plan accompanied by appropriate cost justification and explanations of how it is in line with the principle of cost efficiency and commensurate to the expected impact of the plan; ### the estimated total costs of the plan , separated between category a and b , accompanied by appropriate cost justification and explanations of how it is in line with the principle of cost efficiency and commensurate to the expected impact of the plan;


### 7. where , within 12 months of the date of the conclusion of relevant agreements referred to in article 18 , no tangible progress has been made in respect of any relevant milestones and targets by the member state concerned , the commission shall terminate the relevant agreements referred to in article 18 and shall de-commit the amount of the financial allocation. the commission shall take a decision on the termination of agreements referred to in article 18 after having given the member state concerned the possibility to present its observations within a period of two months of the communication of its assessment as to whether no tangible progress has been made. ### 7. where , within 12 months of the date of the conclusion of relevant agreements referred to in article 18 , no tangible progress has been made in respect of any relevant milestones and targets by the member state concerned , the commission shall terminate the relevant agreements referred to in article 18 and shall de-commit the amount of the financial allocation. any pre-financing in accordance with article 13a shall be recovered in full. the commission shall take a decision on the termination of agreements referred to in article 18 after having given the member state concerned the possibility to present its observations within a period of two months of the communication of its assessment as to whether no tangible progress has been made. any decommitted amounts shall be proportionally allocated to other member states.


### 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 a minimum shore-side electricity supply for seagoing container and passenger ships is provided in all maritime ports. to that end , member states shall take the necessary measures to ensure that:


### 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 process between the commission and member states for the purpose of the finalisation of the national policy frameworks , taking into account local and regional strategies for deployment of alternative fuels infrastructure , and their subsequent implementation and corresponding commission action.


### – hydrogen , ### – green hydrogen produced using renewable energy sources ,


### (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 for ship operators of container and passenger ships , including operators of ro-ro passenger ships , high speed passenger crafts and cruise ships for the use of zero-emission technologies and in particular for on-shore power while at berth that can only be fulfilled if an adequate level of on shore power supply is deployed in all union ports. however those initiatives do not contain any provisions on the required infrastructure which are a prerequisite for the targets to be met. the review of directive 2014/94/eu notes that the deployment of on-shore power supply infrastructure in ports has been limited in most member states. therefore , binding targets for the timely deployment of the relevant infrastructure should ensure that ship operators have sufficient shore-side electricity supply in union maritime ports to meet the obligations set by fueleu maritime.


### (34) these targets should take into account the types of vessels served and their respective traffic volumes. maritime ports with low traffic volumes of certain ship categories , should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume , so as to avoid underused capacity being installed. similarly , the mandatory targets should not aim to target maximum demand , but a sufficiently high volume , in order to avoid underused capacity and to take account of port operational characteristics. maritime transport is an important link for the cohesion and economic development of islands in the union. energy production capacity in these islands may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. in such a case islands should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources. ### (34) these targets should take into account the types of vessels served and their respective traffic volumes. maritime ports with low traffic volumes of certain ship categories , should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume , so as to avoid underused capacity being installed. similarly , the mandatory targets should aim to target the demand at ports and take into due account of port operational characteristics as well as grid capacity. maritime transport is an important link for the cohesion and economic development of islands in the union. energy production capacity in these islands is limited may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. in such a case islands should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from renewable energy sources. without prejudice to the exemption afforded to islands with no connection to the mainland's electricity power grid or low local capacity , member states , in close cooperation with regional and local authorities , should address the power demand of island ports by expanding local electricity production capacity from renewable energy sources.


### payment card readers; ### payment card readers (debit and credit cards);


### from 1 january 2027 onwards , operators of recharging points shall ensure that all publicly accessible recharging stations with a power output equal to or more than 50 kw operated by them comply with the requirement in point (b). ### from 1 january 2027 onwards , operators of recharging points shall ensure that all publicly accessible recharging stations operated by them comply with the requirement in points (a) and (b).


### article 8 ### deleted


### member states shall ensure until 1 january 2025 that an appropriate number of publicly accessible refuelling points for lng are put in place , at least along the ten-t core network , in order to allow lng heavy-duty motor vehicles to circulate throughout the union , where there is demand , unless the costs are disproportionate to the benefits , including environmental benefits. ### deleted


### 3. where the maritime port of the ten-t core network and the ten-t comprehensive network is located on an island which is not connected directly to the electricity grid , paragraph 1 shall not apply , until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources. ### 3. where the maritime port is located on an island which is not connected directly to the electricity grid , paragraph 1 shall not apply , until such a connection has been completed or there is a sufficient locally generated capacity from renewable energy sources.


### 3. member states shall ensure that national policy frameworks take into account , as appropriate , the interests of regional and local authorities , in particular when recharging and refuelling infrastructure for public transport is concerned , as well as those of the stakeholders concerned. ### 3. member states shall ensure that national policy frameworks take into account the interests of regional and local authorities , in particular when recharging and refuelling infrastructure for public transport is concerned , as well as those of the stakeholders concerned.


### (32) shore-side electricity facilities can serve maritime and inland waterway transport as clean power supply and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels. under the fueleu maritime initiative , ship operators of container and passenger ships need to comply with provisions to reduce emissions at berth. mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in ten-t core and comprehensive maritime ports to comply with those requirements. the application of these targets to all ten-t maritime ports should ensure the level playing field between ports. ### (32) shore-side electricity facilities can serve maritime and inland waterway transport by providing clean power supply , taking into consideration the increasing share of renewables in the eu electricity mix , and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels , among other things on the local air quality. under the fueleu maritime initiative , ship operators of container and passenger ships , including operators of ro-ro passenger ships , high speed passenger crafts and cruise ships , need to comply with the provisions to use on-shore power at berth to reduce their emissions. under the current framework , the expected capacity of on-shore power supply will not be sufficient to meet the increased demand of container and passenger ship operators arising from fueleu maritime. thus , mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in all union maritime ports and in inland waterways to comply with those requirements. the application of these targets to all union ports should ensure the level playing field between ports.


### (33) container ships and passenger ships , being the ship categories which are producing the highest amount of emissions per ship at berth , should as a priority be provided with shore-side electricity supply. in order to take into account power demand characteristics while at berth of different passenger ships , as well as port operational characteristics , it is necessary to distinguish between the passenger ship requirements for ro-ro passenger ships and high speed passenger vessels , and those for other passenger ships. ### (33) container ships and passenger ships , including cruise ships , being the ship categories which are producing the highest amount of emissions per ship at berth , thereby affecting local air quality , should as a priority be provided with shore-side electricity supply. in order to take into account power demand characteristics while at berth of different passenger ships , as well as port operational characteristics , it is necessary to distinguish between the passenger ship requirements for ro-ro passenger ships , high speed passenger vessels , cruise ships and those for other small passenger ships.


### (48) maritime transport and inland navigation need new standards to facilitate and consolidate the entry into the market of alternative fuels , in relation to electricity supply and hydrogen , methanol and ammonia bunkering , but also standards for communication exchange between vessels and infrastructure. ### (48) maritime transport and inland navigation need new standards to facilitate and consolidate the entry into the market of alternative fuels , in relation to electricity supply and hydrogen , methanol and ammonia bunkering , but also standards for communication exchange between vessels and infrastructure. with regard to shore-side electricity supply for maritime transport and inland navigation , technical specifications for the interoperability of the infrastructure across union ports should be established. equally , technical specifications should be set up to ensure the compatibility of equipment installed onboard with port infrastructure.


### (49) the international maritime organization (‘imo’) develops uniform and internationally recognised safety and environmental standards for maritime transport. conflicts with international standards should be avoided in view of the global nature of maritime transport. therefore , the european union should ensure that technical specifications for maritime transport adopted pursuant to this regulation are consistent with international rules adopted by the imo. ### (49) the international maritime organization (‘imo’) develops uniform and internationally recognised safety and environmental standards for maritime transport. conflicts with international standards should be avoided in view of the global nature of maritime transport. therefore , the european union should ensure that technical specifications for maritime transport adopted pursuant to this regulation , in particular those regarding electricity supply and ammonia bunkering , are consistent with international rules adopted by the imo.


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing container ships above 5000 gross tonnes , in the previous three years , is above 50 have sufficient shore-side power output to meet at least 90% of that demand; ### maritime ports receiving seagoing container ships above 400 gross tonnes have , by 31 december 2026 , sufficient shore-side power output to meet at least 90% of that demand;


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes , in the previous three years , is above 40 have sufficient shore-side power output to satisfy at least 90% of that demand; ### maritime ports receiving seagoing ro-ro passenger ships , cruise ships and high-speed passenger crafts above 400 gross tonnes have , by 31 december 2026 , sufficient shore-side power output to satisfy at least 90% of that demand;


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by passenger ships other than ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes , in the previous three years , is above 25 have sufficient shore-side power output to meet at least 90% of that demand. ### maritime ports receiving passenger ships other than ro-ro passenger ships , cruise ships and high-speed passenger craft above 400 gross tonnes have , by 1 january 2030 , sufficient shore-side power output to meet at least 90% of that demand.


### 2. for the determination of the number of port calls the following port calls shall not be taken into account: ### 2. for the determination of the demand the following port calls shall not be taken into account:


### at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all ten-t core inland waterway ports by 1 january 2025; ### deleted


### at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all ten-t comprehensive inland waterway ports by 1 january 2030. ### at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all inland waterway ports by 1 january 2030.


### policies and measures necessary to ensure that the mandatory targets and objectives referred to in points (b) and (c) of this paragraph are reached; ### policies and measures , including but not limited to an investment plan , necessary to ensure that the mandatory targets and objectives referred to in points (b) and (c) of this paragraph are reached;


### the infrastructure for shore-side electricity supply in maritime and inland ports of the ten-t core network and the ten-t comprehensive network; ### the infrastructure for shore-side electricity supply in maritime and inland ports;


### to that end member states shall ensure that by 31 december 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the ten-t core and the ten-t comprehensive network. liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them. ### to that end member states shall ensure that by 31 december 2030 public hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the ten-t core , the ten-t comprehensive network and the national , regional and local transport infrastructures. liquid hydrogen shall be made available at public refuelling stations with a maximum distance of 450 km in-between them.


### member states shall ensure until 1 january 2025 that an appropriate number of publicly accessible refuelling points for lng are put in place , at least along the ten-t core network , in order to allow lng heavy-duty motor vehicles to circulate throughout the union , where there is demand , unless the costs are disproportionate to the benefits , including environmental benefits. ### member states shall ensure until 1 january 2025 that an appropriate number of publicly accessible refuelling points for lng are put in place along the ten-t core network and the national , regional and local transport infrastructures , in order to allow lng heavy-duty motor vehicles to circulate throughout the union , taking into account an assessment weighing up the social , economic and environmental costs and benefits.


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing container ships above 5000 gross tonnes , in the previous three years , is above 50 have sufficient shore-side power output to meet at least 90% of that demand; ### ten-t core and ten-t comprehensive maritime ports and those incorporated in national networks whose average annual number of port calls over the last three years by seagoing container ships above 5000 gross tonnes , in the previous three years , is above 50 have sufficient shore-side power output to meet at least 90% of that demand;


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes , in the previous three years , is above 40 have sufficient shore-side power output to satisfy at least 90% of that demand; ### ten-t core and ten-t comprehensive maritime ports and those incorporated in national networks whose average annual number of port calls over the last three years by seagoing ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes , in the previous three years , is above 40 have sufficient shore-side power output to satisfy at least 90% of that demand;


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by passenger ships other than ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes , in the previous three years , is above 25 have sufficient shore-side power output to meet at least 90% of that demand. ### ten-t core and ten-t comprehensive maritime ports and those incorporated in national networks whose average annual number of port calls over the last three years by passenger ships other than ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes , in the previous three years , is above 25 have sufficient shore-side power output to meet at least 90% of that demand.


### 3. where the maritime port of the ten-t core network and the ten-t comprehensive network is located on an island which is not connected directly to the electricity grid , paragraph 1 shall not apply , until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources. ### 3. 3.where the maritime port of the ten-t core network , the ten-t comprehensive network and the national networks is located on an island which is not connected directly to the electricity grid , paragraph 1 shall not apply , until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources.


### at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all ten-t core inland waterway ports by 1 january 2025; ### at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all ten-t core inland waterway ports and those incorporated in national networks by 1 january 2025;


### at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all ten-t comprehensive inland waterway ports by 1 january 2030. ### at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all ten-t comprehensive inland waterway ports and those incorporated in national networks by 1 january 2030.


### 1. member states shall ensure that an appropriate number of refuelling points for lng are put in place at ten-t core maritime ports referred to in paragraph 2 , to enable seagoing ships to circulate throughout the ten-t core network by 1 january 2025. member states shall cooperate with neighbouring member states where necessary to ensure adequate coverage of the ten-t core network. ### 1. member states shall ensure that an appropriate number of refuelling points for lng are put in place at ten-t core maritime ports and those incorporated in national networks referred to in paragraph 2 , to enable seagoing ships to circulate throughout all the networks by 1 january 2025. member states shall cooperate with neighbouring member states where necessary to ensure adequate coverage of the networks.


### 2. member states shall designate in their national policy frameworks ten-t core maritime ports that shall provide access to the refuelling points for lng referred to in paragraph 1 , also taking into consideration actual market needs and developments. ### 2. member states shall designate in their national policy frameworks ten-t core maritime ports and those incorporated in national networks that shall provide access to the refuelling points for lng referred to in paragraph 1 , also taking into consideration actual refuelling needs and developments.


### 1. member states shall ensure that airport managing bodies of all ten-t core and comprehensive network airports ensure the provision of electricity supply to stationary aircraft by: ### 1. member states shall ensure that airport managing bodies of all ten-t core and comprehensive network airports and those incorporated in national networks ensure the provision of electricity supply to stationary aircraft by:


### 1. by 1 january 2024 , each member state shall prepare and send to the commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. ### 1. by 1 january 2024 , each member state shall prepare a draft national policy framework for the development of a public alternative fuels network in the transport sector and the deployment of the relevant infrastructure.


### 3. member states shall ensure that national policy frameworks take into account , as appropriate , the interests of regional and local authorities , in particular when recharging and refuelling infrastructure for public transport is concerned , as well as those of the stakeholders concerned. ### 3. member states shall ensure that national policy frameworks take into account national , regional and local interests , in particular when recharging and refuelling infrastructure for public transport is concerned.


### 5. support measures for alternative fuels infrastructure shall comply with the relevant state aid rules of the tfeu. ### deleted


### 7. the commission shall assess the draft national policy frameworks and may issue recommendations to a member state no later than six months after the submission of the draft national policy frameworks as referred to in paragraph 1. those recommendations may , in particular , address: ### deleted


### the level of ambition of targets and objectives with a view to meet the obligations set out in articles 3 , 4 , 6 , 8 , 9 , 10 , 11 and 12; ### deleted


### policies and measures relating to member states’ objectives and targets. ### deleted


### 8. each member state shall take due account of any recommendations from the commission in its national policy framework. if the member state concerned does not address a recommendation or a substantial part thereof , that member state shall provide a written explanation to the commission. ### deleted


### 9. by 1 january 2025 , each member state shall notify to the commission its final national policy framework. ### deleted


### 4. the commission shall be empowered to adopt delegated acts in accordance with article 17 to: ### deleted


### article 20 ### deleted


### 1. this regulation sets out mandatory national targets for the deployment of sufficient alternative fuels infrastructure in the union , for road vehicles , vessels and stationary aircraft. it lays down common technical specifications and requirements on user information , data provision and payment requirements for alternative fuels infrastructure. ### 1. this regulation sets out mandatory national targets for the deployment of sufficient alternative fuels infrastructure in the union member states , for road vehicles , vessels and stationary aircraft. it lays down common technical specifications and requirements on user information , data provision and payment requirements for alternative fuels infrastructure.


### along the ten-t core network , publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them: ### along the ten-t core network and the national , regional and local transport infrastructures , public recharging pools dedicated to light-duty vehicles and meeting the following requirements are systematically deployed in each direction of travel with a maximum distance of 60 km in-between them:


### along the ten-t comprehensive network , publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them: ### along the ten-t comprehensive network and the national , regional and local transport infrastructures , public recharging pools dedicated to light-duty vehicles and meeting the following requirements are systematically deployed in each direction of travel with a maximum distance of 60 km in-between them:


### along the ten-t core network , publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them: ### along the ten-t core network and within national , regional and local transport infrastructures , public recharging pools dedicated to heavy vehicles and meeting the following requirements are systematically deployed in each direction of travel with a maximum distance of 60 km in-between them:


### along the ten-t comprehensive network , publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 100 km in-between them: ### along the ten-t comprehensive network and the national , regional and local transport infrastructures , public recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are systematically deployed in each direction of travel with a maximum distance of 100 km in-between them:


### 1. operators of publicly accessible recharging stations shall be free to purchase electricity from any union electricity supplier , subject to the supplier's agreement. ### deleted


### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute to achieving that target , including the land use , land use change and forestry sector. the contribution of net removals to the 2030 union climate target is limited to 225 million tonnes of co2 equivalent. in the context of regulation (eu) 2021/1119 , the commission reaffirmed in a corresponding statement its intention to propose a revision of regulation (eu) 2018/841 of the european parliament and of the council31 , in line with the ambition to increase net carbon removals to levels above 300 million tonnes of co2 equivalent in the land use , land use change and forestry sector by 2030. ### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute proportionately to achieving that target , including the land use , land use change and forestry sector. the contribution of net removals to the 2030 union climate target is limited to 225 million tonnes of co2 equivalent. in the context of regulation (eu) 2021/1119 , the commission reaffirmed in a corresponding statement its intention to propose a revision of regulation (eu) 2018/841 of the european parliament and of the council31 , in line with the ambition to increase net carbon removals to levels above 300 million tonnes of co2 equivalent in the land use , land use change and forestry sector by 2030.


### (7) the communication of 17 september 2020 on stepping up europe’s 2030 climate ambition33 outlined an option to combine agriculture non-co2 greenhouse gas emissions with land use , land use change and forestry net removals , thus creating a newly regulated land sector. such combination can promote synergies between land-based mitigation actions and enable more integrated policymaking and policy implementation at national and union level. to this end , the obligation for member states to submit integrated mitigation plans for the land sector should be reinforced. ### deleted


### (8) the land sector has the potential to become rapidly climate-neutral by 2035 in a cost-effective manner , and subsequently generate more greenhouse gas removals than emissions. a collective commitment aiming to achieve climate-neutrality in the land sector in 2035 at eu level can provide the needed planning certainty to drive land-based mitigation action in the short term , considering that it can take many years for such action to deliver the desired mitigation outcomes. moreover , the land sector is projected to become the largest sector in the eu greenhouse gas flux profile in 2050. it is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the collective target of climate neutrality in the land sector at eu level in 2035. on the basis of these plans , the commission should propose national targets , ensuring that the union-wide greenhouse gas emissions and removals in the land use , land use change and forestry sector and the emissions from the agriculture non-co2 sectors are at least balanced by 2035. contrary to the eu level target of climate neutrality for the land sector by 2035 , such national targets will be binding and enforceable on each member state. ### deleted


### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a direct incentive to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling. ### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a direct incentive to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling.


### (11) considering the specificities of the land use , land use change and forestry sector in each member state , as well as the fact that member states need to increase their performance to achieve their national binding targets , a range of flexibilities should remain at the disposal of the member states , including trading surpluses and the extension of forest-specific flexibilities , while respecting the environmental integrity of the targets. ### deleted


### (17) the expected anthropogenic changes to marine and freshwaters environment use though , for instance , planned expansion of offshore energy , potential increase in aquaculture production and the increasing levels of nature protection to meet the eu biodiversity strategy targets will influence greenhouse gas emissions and their sequestration. currently these emissions and removals are not included in the standard reporting tables to the unfccc. subsequently to the adoption of the reporting methodology , the commission will consider reporting on the progress , feasibility of analysis and impact of extending the reporting to marine and freshwater environment based on the latest scientific evidence of these fluxes when carrying out the review in accordance with article 17(2) of this regulation. ### (17) the expected anthropogenic changes to marine and freshwaters environment use though , for instance , planned expansion of offshore energy , potential increase in aquaculture production and the increasing levels of nature protection to meet the eu biodiversity strategy targets will influence greenhouse gas emissions and their sequestration. currently these emissions and removals are not included in the standard reporting tables to the unfccc. subsequently to the adoption of the reporting methodology , the commission will consider reporting on the progress , feasibility of analysis and impact of setting net removal targets for the marine , coastal and freshwater ecosystems based on the latest scientific evidence of these fluxes when carrying out the review in accordance with article 17(2) of this regulation.


### a) commitments of member states for the land use , land use change and forestry sector that contribute to achieving the objectives of the paris agreement and meeting the greenhouse gas emission reduction target of the union for the period from 2021 to 2025; ### a) commitments of member states for the land use , land use change and forestry sector that contribute to achieving the objectives of the paris agreement and the convention on biological diversity , and meeting the greenhouse gas emission reduction target of the union for the period from 2021 to 2025;


### commitments of member states to take the necessary measures aiming towards the collective achievement of climate-neutrality in the union by 2035 in the land use , land use change and forestry sector including emissions by the non-co2 agriculture.’; ### targets for reducing emissions by the non-co2 agriculture by 2035.’;


### where a member state has notified to the commission its intention to include such land use in the scope of its commitments pursuant to article 4(1) by 31 december 2020 , land use reported as either of the following (‘managed wetland’): ### deleted


### 3. this regulation also applies to emissions and removals of the greenhouse gases listed in section a of annex i , reported pursuant to article 26(4) of regulation (eu) 2018/1999 and occurring on the territories of member states from 2031 and onwards , in any of the land categories listed in paragraph 2 , points (a) to (j) and in any of the following sectors: ### 3. this regulation also applies to emissions and removals of the greenhouse gases listed in section a of annex i , reported pursuant to article 26(4) of regulation (eu) 2018/1999 and occurring on the territories of member states from 2031 and onwards , in any of the land categories listed in paragraph 2 , points (a) to (j) and in any of the following coastal and marine ecosystems:


### enteric fermentation; ### deleted


### manure management; ### deleted


### rice cultivation; ### deleted


### agricultural soils; ### deleted


### prescribed burning of savannas; ### deleted


### field burning of agricultural residues; ### deleted


### liming; ### deleted


### urea application; ### deleted


### ‘other carbon-containing fertilizers’; ### deleted


### ‘other’. ### deleted


### 2. the 2030 union target for net greenhouse gas removals is 310 million tonnes co2 equivalent as a sum of the member states targets established in accordance with paragraph 3 of this article , and shall be based on the average of its greenhouse gas inventory data for the years 2016 , 2017 and 2018. ### 2. the 2030 union target for net greenhouse gas removals is 600 million tonnes co2 equivalent as a sum of the member states targets established in accordance with paragraph 3 of this article , and shall be based on the average of its greenhouse gas inventory data for the years 2016 , 2017 and 2018.


### 3. the commission shall adopt implementing acts setting out the annual targets based on the linear trajectory for net greenhouse gas removals for each member state , for each year in the period from 2026 to 2029 in terms of tonnes co2 equivalent. these national trajectories shall be based on the average greenhouse gas inventory data for the years 2021 , 2022 and 2023 , reported by each member state. the value of the 310 million tonnes co2 equivalent net removals as a sum of the targets for member states set out in annex iia may be subject to a technical correction due to a change of methodology by member states. the method for determination of the technical correction to be added to the targets of the member states , shall be set out in these implementing acts. for the purpose of those implementing acts , the commission shall carry out a comprehensive review of the most recent national inventory data for the years 2021 , 2022 and 2023 submitted by member states pursuant to article 26(4) of regulation (eu) 2018/1999. ### 3. the commission shall adopt implementing acts setting out the annual targets based on the linear trajectory for net greenhouse gas removals for each member state , for each year in the period from 2026 to 2029 in terms of tonnes co2 equivalent. these national trajectories shall be based on the average greenhouse gas inventory data for the years 2021 , 2022 and 2023 , reported by each member state. the value of the 600 million tonnes co2 equivalent net removals as a sum of the targets for member states set out in annex iia may be subject to a technical correction due to a change of methodology by member states. the method for determination of the technical correction to be added to the targets of the member states , shall be set out in these implementing acts. for the purpose of those implementing acts , the commission shall carry out a comprehensive review of the most recent national inventory data for the years 2021 , 2022 and 2023 submitted by member states pursuant to article 26(4) of regulation (eu) 2018/1999.


### the 2030 union target for net greenhouse gas removals is 310 million tonnes co2 equivalent as a sum of the member states targets established in accordance with paragraph 3 of this article , and shall be based on the average of its greenhouse gas inventory data for the years 2016 , 2017 and 2018. ### the 2030 union target for net greenhouse gas removals is 600 million tonnes co2 equivalent as a sum of the member states targets established in accordance with paragraph 3 of this article , and shall be based on the average of its greenhouse gas inventory data for the years 2016 , 2017 and 2018.


### the commission shall adopt implementing acts setting out the annual targets based on the linear trajectory for net greenhouse gas removals for each member state , for each year in the period from 2026 to 2029 in terms of tonnes co2 equivalent. these national trajectories shall be based on the average greenhouse gas inventory data for the years 2021 , 2022 and 2023 , reported by each member state. the value of the 310 million tonnes co2 equivalent net removals as a sum of the targets for member states set out in annex iia may be subject to a technical correction due to a change of methodology by member states. the method for determination of the technical correction to be added to the targets of the member states , shall be set out in these implementing acts. for the purpose of those implementing acts , the commission shall carry out a comprehensive review of the most recent national inventory data for the years 2021 , 2022 and 2023 submitted by member states pursuant to article 26(4) of regulation (eu) 2018/1999. ### the commission shall adopt delegated acts in accordance with article 16 to supplement this regulation by setting out the annual targets for lulucf sector , including targets for reducing emissions by the non-co2 agriculture and reducing wood harvesting levels , based on the average greenhouse gas inventory data for the years 2021 , 2022 and 2023 , reported by each member state. the value of the 600 million tonnes co2 equivalent net removals as a sum of the targets for member states set out in annex iia may be subject to a technical correction due to a change of methodology by member states , subject to an independent scientific expertise and validation. the method for determination of the technical correction to be added to the targets of the member states , and for the independent scientific expert review , shall be set out in these delegated acts. for the purpose of those delegated acts , the commission shall carry out a comprehensive review of the most recent national inventory data for the years 2021 , 2022 and 2023 submitted by member states pursuant to article 26(4) of regulation (eu) 2018/1999.


### those implementing acts shall be adopted in accordance with the examination procedure referred to in article 16a. ### deleted


### 4. the union-wide greenhouse gas emissions in the sectors set out in article 2(3) , points (a) to (j) , shall aim to be net zero by 2035 and the union shall achieve negative emissions thereafter. the union and the member states shall take the necessary measures to enable the collective achievement of the target for 2035. ### deleted


### paragraph 2 is replaced by the following: ### deleted


### flexibilities and governance. ### governance.


### flexibilities and governance; ### governance;


### a) the general flexibilities set out in article 12; and ### deleted


### b) in order to comply with the commitment in article 4 , the managed forest land flexibility set out in articles 13 and 13b. ### deleted


### a member state may use: ### without prejudice to article 1a , a member state may use:


### the general flexibilities set out in article 12; and ### the general flexibilities set out in article 12.


### in order to comply with the commitment in article 4 , the managed forest land flexibility set out in articles 13 and 13b. ### deleted


### finland may , besides the flexibilities referred to in the first subparagraph , points (a) and (b) , use additional compensations pursuant to article 13a.’ ### finland may , besides the flexibilities referred to in the first subparagraph , point (a) , use additional compensations pursuant to article 13a.’


### article 13 is replaced by the following: ### deleted


### (11) article 13 is replaced by the following: ### deleted


### the following article 13b is inserted: ### deleted


### [...] ### deleted


### if the reviewed greenhouse gas emissions and removals of a member state in 2032 exceed the annual targets of that member state for any specific year of the period 2026 to 2030 , taking into account the flexibilities used pursuant to articles 12 and 13b , the following measure shall apply: ### if , as a result of the comprehensive review carried out by the commission in 2032 pursuant to article 14(2) , the commission finds that the reviewed greenhouse gas emissions and removals of a member state in 2032 exceed the annual targets of that member state for any specific year of the period 2026 to 2030 , taking into account the flexibilities used pursuant to articles 12 , the following measure shall apply:


### an amount equal to the amount in tonnes of co2 equivalent of the excess greenhouse gas net emissions , multiplied by a factor of 1 ,08 , shall be added to the greenhouse gas emission figure reported by that member state in the following year , in accordance with the measures adopted pursuant to article 15.; ### an amount equal to the amount in tonnes of co2 equivalent of the excess greenhouse gas net emissions , multiplied by a factor of 1 ,08 , shall be added to the greenhouse gas emission figure reported by that member state in the following year , in accordance with the measures adopted pursuant to article 15.


### the commission shall submit a report to the european parliament and to the council , no later than six months after […] global stocktake agreed under article 14 of the paris agreement , on the operation of this regulation , including , where relevant , an assessment of the impacts of the flexibilities referred to in article 11 , as well as on the contribution of this regulation to the union’s overall 2030 greenhouse gas emission reduction target and its contribution to the goals of the paris agreement , in particular with regard to the need for additional union policies and measures , in view of the necessary increase in greenhouse gas emissions reductions and removals in the union. ### the commission shall submit a report to the european parliament and to the council , no later than six months after each global stocktake agreed under article 14 of the paris agreement , on the operation of this regulation , including , where relevant , an assessment of the impacts of the flexibilities referred to in article 11 on the necessary increase in greenhouse gas emissions reductions and removals in the union , as well as on the contribution of this regulation to the union’s climate neutrality objective and climate intermediary targets set out in regulation (eu) 2021/119 , and its contribution to the goals of the paris agreement , the convention on biological diversity , as well as other union objectives and measures , such as the 8th environmental action programme , the eu biodiversity strategy for 2030 and of the objective to protect and restore biodiversity to ensure healthy ecosystems. the report shall take into account the best available and most recent scientific evidence , including the latest reports of the ipcc , ipbes and of the european scientific advisory board on climate change referred to in article 3 of regulation (eu) 2021/1119.


### following the report , the commission shall make legislative proposals where it deems it appropriate. in particular , the proposals shall set out annual targets and governance aiming towards the 2035 climate-neutrality target as laid down in article 4(4) , additional union policies and measures , and a post-2035 framework , including in the scope of the regulation greenhouse gas emissions and removals from additional sectors , such as the marine and freshwater environment.; ### following the report , the commission shall make legislative proposals where it deems it appropriate. in particular , the proposals shall set additional union policies and measures to achieve the post-2030 lulucf targets referred to in article 4(3) and set additional net removal targets for marine , coastal and freshwater ecosystems , based on robust scientific methodologies.';


### the member state’s commitments and national targets for net greenhouse gas removals pursuant to article 4(1) and (2) of regulation (eu) 2018/841 and its contributions aim towards reaching the union objective of reducing greenhouse gas emissions to net zero by 2035 and achieving negative emissions thereafter pursuant to article 4(4) of that regulation;; ### the member state’s commitments and national targets for net greenhouse gas removals pursuant to article 4 of regulation (eu) 2018/841;';


### member state ### value of the net greenhouse gas emissions reduction in kt of co2 equivalent in 2030


### (12) discontinuing the current accounting rules after 2025 creates a need for alternative provisions for natural disturbances such as fire , pest , and storms , in order to address uncertainties due to natural processes or as a result of climate change in the land use , land use change and forestry sector. a flexibility mechanism linked to natural disturbances should be available to member states in 2032 , provided that they have exhausted all other flexibilities at their disposal , put in place appropriate measures to reduce the vulnerability of their land to such disturbances and that the achievement by the union of the 2030 target for the land use , land use change and forestry sector is completed. ### deleted


### the title is replaced by the following: ### deleted


### 5. member states may use revenues generated by transfers pursuant to paragraph 2 to tackle climate change in the union or in third countries and shall inform the commission of any such actions taken. ### 5. member states shall use revenues generated by transfers pursuant to paragraph 2 to protect existing sinks by reducing pressures on land use and demand for land , as a way to improve on the current levels of biodiversity and ecosystem resilience the union or in third countries , provided that an environmental impact assessment pursuant to directive 2011/92/eu has been carried out , and shall inform the commission as to as the use of those revenues and to the actions taken in the reports referred to in article 19 of regulation (eu) 2018/1999.


### (11) article 13 is replaced by the following: ### (11) article 13 is deleted.


### finland included in its strategy submitted in accordance with article 15 of regulation (eu) 2018/1999 ongoing or planned specific measures to ensure the conservation or enhancement , as appropriate , of forest sinks and reservoirs; ### finland included in its strategy submitted in accordance with article 15 of regulation (eu) 2018/1999 ongoing or planned specific measures to ensure the conservation or enhancement , as appropriate , of forest sinks and reservoirs as a way to improve on the current levels of biodiversity and ecosystem resilience;


### (17) the following article 16a is inserted: ### deleted


### a. whereas social inequalities are at the heart of the challenges facing the outermost regions (ors) of the eu; whereas the ors collectively are disproportionately affected by high poverty , unemployment and school dropout rates and these issues are exacerbated by the particularities that are common to these regions; ### a. whereas social inequalities are at the heart of the challenges facing the outermost regions (ors) of the eu; whereas the ors collectively face structural factors , such as remoteness , insularity , small size , low population density and seasonal fluctuation in population , dependence on a small number of production units and a lack of economic diversification , and are disproportionately affected by high poverty , unemployment or school dropout rates and these issues are exacerbated by those structural factors;


### b. whereas the outermost regions are highly dependent on transport , especially air and maritime connections; ### b. whereas the outermost regions are highly dependent on transport , especially air and maritime connections as the only link to the continent;


### d. whereas the outermost regions have great potential to develop key sectors such as ecotourism; ### d. whereas the outermost regions have great potential to develop key sectors such as ecotourism in order to combine economic development and preservation of vulnerable ecosystems;


### 1. welcomes the commission’s proposal to revise the trans-european transport network (ten-t) regulation to reflect outermost regions’ connectivity needs , and to make them eligible for support from the connecting europe facility; ### 1. welcomes the commission’s proposal to revise the trans-european transport network (ten-t) regulation to reflect outermost regions’ connectivity needs and specificities , and to make them eligible for support from the connecting europe facility , ask to remove the 200 kilometres minimum distance limitation for outermost regions to allow ten-t funding of projects between islands;


### 1. welcomes the commission communication on outermost regions (ors) (com(2022)0198); calls for this strategy to be factored in to the post-2027 multiannual financial framework (mff); recalls that ors face specific permanent constraints; notes that these challenges , combined with the effects of the current crisis , suggest a slower economic recovery in ors than in other eu regions; ### 1. notes the commission communication on outermost regions (ors) (com(2022)0198); calls for this strategy to be factored in to the post-2027 multiannual financial framework (mff) , but also as of 2023 as part of the mff mid-term review; recalls that the ors face specific permanent constraints and that the number of people at risk of poverty in the ors is among the highest in the eu; notes that these challenges , combined with the effects of the current crisis , suggest a slower economic recovery in ors than in other eu regions;


### 2. points out that , taking into account the dependence of the outermost regions on air connections , flights from those regions to the mainland of their respective member states should be exempt from the eu emissions trading system until 2030 , and calls on the commission to take into account the regions’ specific characteristics in the revision of all relevant legal acts; ### 2. points out that , taking into account the dependence of the outermost regions on air connections , flights from those regions to the mainland of their respective member states should be exempt from the eu emissions trading system until 2030 , calls to take into account the impact of the pandemic on regional airlines to allow derogations foreseen in article 349 of the treaty on competition rules , and calls on the commission to take into account the regions’ specific characteristics in the revision of all relevant legal acts;


### 2. calls on the commission to support youth employment in the ors by working with local stakeholders , including within the private sector , universities and local authorities , to establish a digital one-stop shop in order to help young people who are seeking their first job or looking to establish or take over businesses; ### 2. calls on the commission to support youth employment in the ors , including by working with local stakeholders , including within the private sector , universities and local authorities , to establish a digital one-stop shop in order to help young people who are seeking their first job or looking to establish or take over businesses;


### 2. underlines the key role of cohesion policy in unlocking ors’ potential and offsetting the impact of their permanent constraints; stresses the need to better account for ors’ specific features in cohesion fund programming , while ensuring they can fully benefit from provisions enabling greater flexibility , namely higher co-financing rates and access to pre-financing; stresses the need to factor ors’ specific circumstances fully in to delivery of the green deal and to tap into their potential to achieve self-sufficiency from renewables by providing adequate support; ### 2. underlines the key role of cohesion policy in unlocking ors’ potential and offsetting the impact of their permanent constraints; stresses the need to better account for ors’ specific features in cohesion fund programming , while ensuring they can fully benefit from provisions enabling greater flexibility , namely higher co-financing rates and access to pre-financing; regrets the fact that the specific characteristics of the ors have not been systematically taken into account in the ‘fit for 55’ package; stresses the need to factor ors’ specific circumstances fully in to delivery of the green deal and to tap into their potential to achieve self-sufficiency with regard to renewables by providing adequate support;


### 3. stresses the need to ensure the empowerment of women in the ors by promoting access to stable , high-quality jobs; ### 3. stresses the need to ensure the empowerment of women in the ors by promoting the creation of decent jobs , the fight against precariousness , increased salaries , the availability of free nurseries and other support for motherhood and parenthood , and care for elderly people and people with special needs;


### 3. stresses the importance of mainstreaming support for ors across eu programmes and instruments , in particular the european structural and investment funds (esif) , the recovery and resilience facility (rrf) and the recovery assistance for cohesion and the territories of europe (react-eu) programme; highlights the need to extend the execution deadlines of the rrf to boost economic recovery in ors; underlines the need to revise the eu solidarity fund (eusf) so that it can better respond to regional disasters; ### 3. stresses the importance of mainstreaming support for ors across eu programmes and instruments , in particular the european structural and investment funds (esif) , the recovery and resilience facility (rrf) and the recovery assistance for cohesion and the territories of europe (react-eu) programme; highlights the need to extend the execution deadlines of the rrf to boost economic recovery in ors; calls on the commission to ensure the cohesion objectives in national recovery and resilience plans are met and calls for a detailed report to be submitted to the european parliament containing the final allocations in the national plans in the different categories of regions; underlines the need to revise the eu solidarity fund (eusf) , to respond better to regional disasters and to give the eusf’s budget a significant boost;


### 4. highlights the success of the programme of options specifically relating to remoteness and insularity (posei) and calls on the commission to replicate this instrument for other sectors , such as transport , in the post-2027 mff; reiterates the importance of increasing allocations for posei agriculture in the future; ### 4. highlights the success of the programme of options specifically relating to remoteness and insularity (posei); points out that because the budget allocation for the posei agriculture scheme has not been raised since 2009 , and nor has it been adjusted for inflation , chronic under-funding is now affecting all the ors at a time when the population of some ors has seen a significant increase; deeply regrets the fact that mayotte’s incorporation into the eu in 2014 has still not given rise to an increase in posei funding that is commensurate with its population to make it possible to provide support for farming in the region , which is one of the poorest in the eu; believes that the ors have been placed at a disadvantage and discriminated against in agricultural aid reviews; calls for a fair increase in the current budget allocations of the posei agriculture scheme as part of the mid-term review of the mff , and takes the view that such an increase should , at the very least , take account of all the factors referred to here; also calls on the commission to replicate this instrument for other sectors , such as transport , in the post-2027 mff;


### 5. calls on the commission to facilitate the establishment of special economic zones in order to promote economic and social recovery , job creation and skills development in the ors , and to support the member states in the evaluation , renewal and adaptation of existing special economic zones; ### 5. calls on the commission to facilitate the establishment of special economic zones in order to promote economic and social recovery , job creation and skills development in the ors , and to support the member states in the evaluation , renewal and adaptation of existing special economic zones; stresses the need to boost local markets – such as an inter-island market in the macaronesia region – the production of local products , the sustainability of economic activities (including tourism) and the capacity to attract economic innovation (in renewable energies , for example) , including through public universities;


### 6. calls on the commission to improve access to the european social fund plus in the ors by setting up mass information campaigns aimed at institutional and associative partners , providing a support service for project leaders and financing training for managing authorities. ### 6. calls on the commission to ensure that the european social fund plus has real impact in the ors , particularly by increasing its co-financing to at least 90 % (going up to 100 % in certain circumstances) , as well as by improving access , setting up mass information campaigns aimed at institutional and associative partners and creating a support service for project leaders and financing training for managing authorities and by simplifying project management procedures;


### (1) over the past decades , air transport has played a crucial role in the union's economy and in the everyday lives of union citizens , as one of the best performing and most dynamic sectors of the union economy. it has been a strong driver for economic growth , jobs , trade and tourism , as well as for connectivity and mobility for businesses and citizens alike , particularly within the union aviation internal market. growth in air transport services has significantly contributed to improving connectivity within the union and with third countries , and has been a significant enabler of the union economy. ### (1) over the past decades , air transport has grown to be an increasingly economically important sector of the union economy. while it has been a strong driver for economic growth , jobs , trade and tourism , as well as for connectivity and mobility for businesses and citizens alike , particularly within the union aviation internal market , it has regrettably also been one of the fastest-growing sources of eu greenhouse gas emissions.


### (1) over the past decades , air transport has played a crucial role in the union's economy and in the everyday lives of union citizens , as one of the best performing and most dynamic sectors of the union economy. it has been a strong driver for economic growth , jobs , trade and tourism , as well as for connectivity and mobility for businesses and citizens alike , particularly within the union aviation internal market. growth in air transport services has significantly contributed to improving connectivity within the union and with third countries , and has been a significant enabler of the union economy. ### deleted


### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. therefore , it is necessary to prepare for the future and make the necessary adjustments ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , with high levels of connectivity , safety and security. ### (2) from 2020 , air transport has been one of the hardest hit sector by the covid-19 crisis. with the perspective of an end to the pandemic in sight , it is expected that air traffic will gradually resume in the coming years and recover to its pre-crisis levels. at the same time , emissions from the sector have been increasing since 1990 and the trend of increasing emissions could return as we overcome the pandemic. therefore , it is necessary to prepare for the future and make the necessary adjustments facilitating the modal shift to rail and other sustainable modes of transport and ensuring a well-functioning air transport market that contributes to achieving the union’s climate goals , creating synergies with other transport modes with high levels of connectivity , safety and security


### (6) a key objective of the common transport policy is sustainable development. this requires an integrated approach aimed at ensuring both the effective functioning of union transport systems and protection of the environment. sustainable development of air transport requires the introduction of measures aimed at reducing the carbon emissions from aircraft flying from union airports. such measures should contribute to meeting the union’s climate objectives by 2030 and 2050. ### (6) a key objective of the common transport policy is sustainable development. this requires an integrated approach aimed at ensuring the protection of the environment and facilitating the modal shift to rail and other sustainable transport modes. sustainable development of air transport requires the introduction of measures aimed at reducing the carbon and other non-carbon emissions from aircraft flying from union airports to protect the environment and health. such measures shall contribute to meeting the union’s climate objectives by 2030 and 2050.


### (7) the communication on a sustainable and smart mobility strategy10 adopted by the commission in december 2020 sets a course of action for the eu transport system to achieve its green and digital transformation and become more resilient. the decarbonisation of the air transport sector is a necessary and challenging process , especially in the short term. technological advancements , pursued in european and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. however , the global growth of air traffic has outpaced the sector’s emissions reductions. whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades , sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped. ### (7) the communication on a sustainable and smart mobility strategy10 adopted by the commission in december 2020 sets a course of action for the eu transport system to achieve its green and digital transformation and become more resilient. the decarbonisation of the air transport sector is a necessary and challenging process , especially in the short term. technological advancements , pursued in european and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. however , the global growth of air traffic has outpaced the sector’s emissions reductions. whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades , and new zero-emission aircraft technologies , such as aircrafts powered by green electricity and hydrogen can play an important role in commercial aviation in the medium and long term , sustainable aviation fuels offer the main solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped.


### (7) the communication on a sustainable and smart mobility strategy10 adopted by the commission in december 2020 sets a course of action for the eu transport system to achieve its green and digital transformation and become more resilient. the decarbonisation of the air transport sector is a necessary and challenging process , especially in the short term. technological advancements , pursued in european and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. however , the global growth of air traffic has outpaced the sector’s emissions reductions. whereas new technologies are expected to help reducing short-haul aviation’s reliance on fossil energy in the next decades , sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped. ### (7) the communication on a sustainable and smart mobility strategy10 adopted by the commission in december 2020 sets a course of action for the eu transport system to achieve its green and digital transformation and become more resilient. the decarbonisation of the air transport sector is a necessary and challenging process , especially in the short term. technological advancements , pursued in european and national research and innovation aviation programmes have contributed to important emission reductions in the past decades. however , the global growth of air traffic has outpaced the sector’s emissions reductions. whereas a modal shift to rail and other sustainable transport modes are necessary for a long-term reduction of emissions and overall fuel consumption from aviation , new technologies are expected to help reducing remaining short-haul aviation’s reliance on fossil energy in the next decades sustainable aviation fuels offer the only solution for significant decarbonisation of all flight ranges , already in the short term. however , this potential is currently largely untapped.


### (8) sustainable aviation fuels are liquid , drop-in fuels , fully fungible with conventional aviation fuel and compatible with existing aircraft engines. several production pathways of sustainable aviation fuels have been certified at global level for use in civil or military aviation. sustainable aviation fuels are technologically ready to play an important role in reducing emissions from air transport already in the very short term. they are expected to account for a major part of the aviation fuel mix in the medium and long term. further , with the support of appropriate international fuel standards , sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator , thus helping to reduce other non-co2 emissions. other alternatives to power aircraft , such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport , beginning with short-haul flights. ### (8) sustainable aviation fuels are liquid , drop-in fuels , fully fungible with conventional aviation fuel and compatible with existing aircraft engines. several production pathways of sustainable aviation fuels have been certified at global level for use in civil or military aviation. sustainable aviation fuels are technologically ready to play an important role in reducing emissions from air transport already in the very short term. they are expected to account for a major part of the aviation fuel mix in the medium and long term. further , with the support of appropriate international fuel standards , sustainable aviation fuels might contribute to lowering the aromatic content of the final fuel used by an operator , thus helping to reduce other non-co2 emissions. other alternatives to power aircraft , such as electricity or liquid hydrogen are expected to progressively contribute to the decarbonisation of air transport , beginning with short-haul flights. fuel efficiency and an overall reduction in fuel consumption can help to increase the share of sustainable aviation fuels in the short to medium term as a percentage of total fuel consumption.


### (11) at eu level , general rules on renewable energy for the transport sector are set out in directive (eu) 2018/2001 of the european parliament and of the council11 . in the past , such horizontal cross-sectoral regulatory frameworks have not proven effective to operate a transition from fossil fuels to sustainable aviation fuel in air transport. directive (eu) 2018/2001 and its predecessor set out overarching targets across all transport modes to be supplied with renewable fuels. as aviation is a small fuels market for which renewable fuels are more costly to produce while a fully integrated european transport market , in comparison to other transport modes , such regulatory frameworks should be complemented with aviation-specific measures to effectively boost the deployment of sustainable aviation fuels. further , national transpositions of directive (eu) 2018/2001 risks creating significant fragmentation in the air transport market , where national rules on sustainable aviation fuels would set out widely differing targets. this would be expected to further exacerbate the issues of level playing field in air transport. ### (11) at eu level , general rules on renewable energy for the transport sector are set out in directive (eu) 2018/2001 of the european parliament and of the council11 . in the past , such horizontal cross-sectoral regulatory frameworks have not proven effective to operate a transition from fossil fuels to sustainable aviation fuel in air transport. directive (eu) 2018/2001 and its predecessor set out overarching targets across all transport modes to be supplied with renewable fuels. as aviation is a small fuels market for which renewable fuels are more costly to produce while a fully integrated european transport market , in comparison to other transport modes , such regulatory frameworks should be complemented with aviation-specific measures to effectively boost the deployment of sustainable aviation fuels. further , national transpositions of directive (eu) 2018/2001 risks creating significant fragmentation in the air transport market , where national rules on sustainable aviation fuels would set out widely differing targets. this would be expected to further exacerbate the issues of level playing field in air transport. lifting tax exemptions on conventional aviation fuel would provide additional incentives for the phase out of fossil fuels.


### (13) this regulation aims in the first instance to set out a framework restoring and preserving a level playing field on the air transport market as regards the use of aviation fuels. such a framework should prevent divergent requirements across the union that would exacerbate refuelling practices distorting competition between aircraft operators or putting some airports at competitive disadvantage with others. in a second instance , it aims to gear the eu aviation market with robust rules to ensure that gradually increasing shares of sustainable aviation fuels can be introduced at eu airports without detrimental effects on the competitiveness of the eu aviation internal market. ### (13) this regulation aims in the first instance to set out a framework restoring and preserving a level playing field on the air transport market as regards the use of aviation fuels. such a framework should prevent divergent requirements across the union that would exacerbate refuelling practices distorting competition between aircraft operators or putting some airports at competitive disadvantage with others.


### (15) the present regulation should apply to aircraft engaged in civil aviation , carrying out commercial air transport flights. it should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian , search , rescue , disaster relief or medical purposes , as well as customs , police and fire-fighting operations. indeed , flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. due to the nature of their operations , they may not always be in a position to fulfil obligations under this regulation , as it may represent unnecessary burden. in order to cater for a level playing field across the eu aviation single market , this regulation should cover the largest possible share of commercial air traffic operated from airports located on eu territory. at the same time , in order to safeguard air connectivity for the benefits of eu citizens , businesses and regions , it is important to avoid imposing undue burden on air transport operations at small airports. a threshold of yearly passenger air traffic and freight traffic should be defined , below which airports would not be covered by this regulation; however , the scope of the regulation should cover at least 95% of total traffic departing from airports in the union. for the same reasons , a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on eu territory. ### (15) the present regulation should apply to aircraft engaged in civil aviation , carrying out commercial air transport flights. it should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian , search , rescue , disaster relief or medical purposes , as well as customs , police and fire-fighting operations. indeed , flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. due to the nature of their operations , they may not always be in a position to fulfil obligations under this regulation , as it may represent unnecessary burden. in order to cater for a level playing field across the eu aviation single market , this regulation should cover the largest possible share of commercial and private air traffic operated from airports located on eu territory. at the same time , in order to safeguard air connectivity for the benefits of eu citizens , businesses and regions , it is important to avoid imposing undue burden on air transport operations at the smallest airports. a threshold of yearly passenger air traffic and freight traffic should be defined , below which airports would not be covered by this regulation; however , the scope of the regulation should cover at least 95% of total traffic departing from airports in the union. for the same reasons , a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on eu territory.


### (15) the present regulation should apply to aircraft engaged in civil aviation , carrying out commercial air transport flights. it should not apply to aircraft such as military aircraft and aircraft engaged in operations for humanitarian , search , rescue , disaster relief or medical purposes , as well as customs , police and fire-fighting operations. indeed , flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. due to the nature of their operations , they may not always be in a position to fulfil obligations under this regulation , as it may represent unnecessary burden. in order to cater for a level playing field across the eu aviation single market , this regulation should cover the largest possible share of commercial air traffic operated from airports located on eu territory. at the same time , in order to safeguard air connectivity for the benefits of eu citizens , businesses and regions , it is important to avoid imposing undue burden on air transport operations at small airports. a threshold of yearly passenger air traffic and freight traffic should be defined , below which airports would not be covered by this regulation; however , the scope of the regulation should cover at least 95% of total traffic departing from airports in the union. for the same reasons , a threshold should be defined to exempt aircraft operators accountable for a very low number of departures from airports located on eu territory. ### (15) the present regulation should not apply to aircraft engaged in operations for humanitarian , search , rescue , disaster relief or medical purposes , as well as fire-fighting operations. indeed , flights operated in such circumstances are of exceptional nature and as such cannot always be planned in the same way as regular flights. due to the nature of their operations , they may not always be in a position to fulfil obligations under this regulation , as it may represent unnecessary burden. in order to cater for a level playing field across the union aviation single market , this regulation should cover the largest possible share of commercial air traffic operated from airports located on union territory. at the same time , in order to safeguard air connectivity for the benefits of union citizens , businesses and regions , it is important to enable union funding to air transport operations at small airports in remote regions. the scope of the regulation should cover at 100 % of total traffic departing from airports in the union.


### (16) development and deployment of sustainable aviation fuels with a high potential for sustainability , commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. this should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to union transport decarbonisation ambitions , while strengthening union’s efforts towards a high level of environmental protection. for this purpose , sustainable aviation fuels produced from feedstock listed in parts a and b of annex ix of directive (eu) 2018/2001 , as well as synthetic aviation fuels should be eligible. in particular , sustainable aviation fuels produced from feedstock listed in part b of annex ix of directive (eu) 2018/2001 are essential , as currently the most commercially mature technology to decarbonise air transport already in the short term. ### (16) development and deployment of sustainable aviation fuels with commercial maturity and a high potential for innovation and growth to meet future needs should be promoted , prioritising those with the highest potential for sustainability. this should support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable aviation fuels for aviation in short and long term to contribute to union transport decarbonisation ambitions , while strengthening union’s efforts towards a high level of environmental protection. for this purpose , sustainable aviation fuels produced from feedstock listed in parts a and b of annex ix of directive (eu) 2018/2001 , as well as synthetic aviation fuels should be eligible. in particular , sustainable aviation fuels produced from feedstock listed in part b of annex ix of directive (eu) 2018/2001 are important , as currently the most commercially mature technology to decarbonise air transport already in the short term. their potential is however limited due to constraints on the availability of feedstock , and their supply chain and collection are not always well tracked and have been associated with fraudulent practices and insufficient certification and verification schemes. directive (eu) 2018/2001 limits these feedstocks. biofuels produced from the feedstocks listed in annex ix part b to directive (eu) 2018/2001 that are counted towards the present sustainable aviation fuels (saf) obligation are subject to the cap established under that directive for counting such biofuels towards the renewable energy target in transport. this regulation should reflect the cap set out in directive (eu) 2018/2001.


### (19) the present regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. to avoid any distortions on the air services market , all union airports covered by this regulation should be supplied with uniform minimum shares of sustainable aviation fuels. whereas the market is free to supply and use larger quantities of sustainable fuel , this regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. it supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this regulation. in order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies , this regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. setting out a dedicated sub-obligation on synthetic aviation fuels is necessary in view of the significant decarbonisation potential of such fuels , and in view of their current estimated production costs. when produced from renewable electricity and carbon captured directly from the air , synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. they also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. however , synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. therefore , this regulation should establish a dedicated sub-obligation for this technology. other types of synthetic fuels , such as low carbon synthetic fuels achieving high greenhouse gas reductions , could be considered for inclusion in the scope of this regulation in the course of future revisions , where such fuels become defined under the renewable energy directive. ### (19) the present regulation should aim to ensure that aircraft operators can compete on the basis of equal opportunities as regards the access to sustainable aviation fuels. to avoid any distortions on the air services market , all union airports covered by this regulation should be supplied with uniform minimum shares of sustainable aviation fuels. whereas the market is free to supply and use larger quantities of sustainable fuel , this regulation should ensure that the mandatory minimum shares of sustainable aviation fuels are the same across all the covered airports. it supersedes any requirements established directly or indirectly at national or regional level requiring aircraft operators or aviation fuel suppliers to uptake or supply sustainable aviation fuels with different targets than the ones prescribed under this regulation. in order to create a clear and predictable legal framework and in doing so encourage the market development and deployment of the most sustainable and innovative with growth potential to meet future needs fuel technologies , this regulation should set out gradually increasing minimum shares of synthetic aviation fuels over time. setting out a dedicated sub-obligation on synthetic aviation fuels is necessary in view of the significant decarbonisation potential of such fuels , and in view of their current estimated production costs. when produced from renewable electricity and carbon captured directly from the air , synthetic aviation fuels can achieve as high as 100% emissions savings compared to conventional aviation fuel. they also have notable advantages compared to other types of sustainable aviation fuels with regards to resource efficiency (in particular for water needs) of the production process. however , synthetic aviation fuels’ production costs are currently estimated at 3 to 6 times higher than the market price of conventional aviation fuel. therefore , this regulation should establish a dedicated sub-obligation for this technology.


### — ‘union airport’ means an airport as defined in article 2(2) of directive 2009/12/ec of the european parliament and of the council13 , where passenger traffic was higher than 1 million passengers or where the freight traffic was higher than 100000 tons in the reporting period , and is not situated in an outermost region , as listed in article 349 of the treaty on the functioning of the european union; ### — ‘union airport’ means an airport as defined in article 2(2) of directive 2009/12/ec of the european parliament and of the council13 , where passenger traffic was higher than 300 000 passengers or where the freight traffic was higher than 30 000 tons in the reporting period;


### — ‘aircraft operator’ means a person that operated at least 729 commercial air transport flights departing from union airports in the reporting period or , where that person may not be identified , the owner of the aircraft; ### — ‘aircraft operator’ means a person that operated at least 450 commercial air transport flights departing from union airports in the reporting period or , where that person may not be identified , the owner of the aircraft;


### — ‘aircraft operator’ means a person that operated at least 729 commercial air transport flights departing from union airports in the reporting period or , where that person may not be identified , the owner of the aircraft; ### — ‘aircraft operator’ means a person that operated commercial air transport flights departing from union airports in the reporting period or , where that person may not be identified , the owner of the aircraft;


### the agency shall assess the information received and inform the commission if such information allows to conclude that the union airport does not fulfil its obligations. union airports shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of the regulation or after the year when they exceed one of the thresholds in article 3(a). ### the agency shall assess the information received and inform the commission if such information allows to conclude that the union airport does not fulfil its obligations. in case of non-compliance relevant member state authority shall impose a fine in accordance with article 11. union airports shall take the necessary measures to identify and address the lack of adequate airport infrastructure in 5 years after the entry into force of this regulation or after the year when they exceed one of the thresholds in article 3(a).


### (1) member states shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this regulation and shall take all measures necessary to ensure that they are implemented. the penalties provided for must be effective , proportionate and dissuasive. member states shall notify these provisions to the commission by 31 december 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them. ### (1) the union shall lay down the rules on penalties applicable to infringements of the provisions adopted pursuant to this regulation. the penalties provided for must be effective , proportionate and dissuasive. member states shall take all measures necessary to ensure that such penalties are implemented. member states shall notify these provisions to the commission by 31 december 2023 at the latest and shall notify it without delay of any subsequent amendment affecting them.


### (2) member states shall ensure that any aircraft operator failing to comply with the obligations laid down in article 5 is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the yearly average price of aviation fuel per tonne and of the total yearly non-tanked quantity; ### (2) member states shall ensure that any aircraft operator failing to comply with the obligations laid down in article 5 is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the yearly peak price of aviation fuel per tonne and of the total yearly non-tanked quantity;


### (3) member states shall ensure that any aviation fuel supplier failing to comply with the obligations laid down in article 4 relative to the minimum share of sustainable aviation fuels is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the difference between the yearly average price of conventional aviation fuel and sustainable aviation fuel per tonne and of the quantity of aviation fuels not complying with the minimum share referred to in article 4 and annex i; ### (3) member states shall ensure that any aviation fuel supplier failing to comply with the obligations laid down in article 4 relative to the minimum share of sustainable aviation fuels is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the difference between the yearly peak price of conventional aviation fuel and sustainable aviation fuel per tonne and of the quantity of aviation fuels not complying with the minimum share referred to in article 4 and annex i;


### (4) member states shall ensure that any aviation fuel supplier failing to comply with the obligations laid down in article 4 relative to the minimum share of synthetic aviation fuels is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the difference between the yearly average price of synthetic aviation fuel and conventional aviation fuel per tonne and of the quantity of the aviation fuel not complying with the minimum share referred to in article 4 and annex i; ### (4) member states shall ensure that any aviation fuel supplier failing to comply with the obligations laid down in article 4 relative to the minimum share of synthetic aviation fuels is liable to an administrative fine. that fine shall be at least twice as high as the multiplication of the difference between the yearly peak price of synthetic aviation fuel and conventional aviation fuel per tonne and of the quantity of the aviation fuel not complying with the minimum share referred to in article 4 and annex i;


### (7) member states shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines. member states shall transfer the amount collected through those administrative fines as contribution to the investeu green transition investment facility , as a top-up to the eu guarantee. ### (7) member states shall have the necessary legal and administrative framework in place at national level to ensure the fulfilment of the obligations and the collection of the administrative fines.