### 8. notes that confinement measures to control the spread of pandemic led to a drastic decrease in emissions and air pollution , thus clearly showing the impact of human activities on the environment; notes with regret that continuous exposure to air pollution may worsen the impact of respiratory viruses such as covid-19; underlines that fighting air pollution must be at the core of the eu recovery plan , and that mandatory and effectively enforced air quality requirements are key to guaranteeing citizens’ health and improving their resilience against future health threats; ### 8. notes that confinement measures to control the spread of the pandemic led to a drastic decrease in emissions and air pollution , thus clearly showing the impact of human activities on the environment; notes with regret that continuous exposure to air pollution may worsen the impact of respiratory diseases such as covid-19; is concerned with the risk that pollution may bounce back to pre- lock-down levels or , worse , to even higher levels , and cautions against the postponement or cancellation of local measures aimed to reduce air pollution , particularly from road traffic; points that fighting climate change by transitioning from fossil fuel combustion in power plants and transport to renewable energy brings added value also through the reduction of air pollution; underlines that fighting air pollution must be at the core of the eu recovery plan , and that mandatory and effectively enforced air quality requirements are key to guaranteeing citizens’ health and improving their resilience against future health threats; urges member states to step up the ambition of their clean air policies , including through the targeted use of funding from the eu national recovery and resilience facility; urges the commission to ensure that in line with the ‘do no significant harm principle’ no funding from the national recovery and resilience plans will be spent on activities that lead to a significant increase in the emissions of pollutants into air , water or land and to make approval of the plans conditional on their alignment with the zero pollution ambition of the european green deal;


### 9. welcomes the announcement of the commission’s zero pollution action plan; emphasises that air pollution is a burden that requires a holistic approach; alerts that any new measures will be worthless if air quality is not properly prioritised and mainstreamed in all eu policies , including eu emission source legislation , such as on climate , energy , transport , industry , agriculture and waste , while ensuring better synergies between all policy areas; calls on the commission and the member states to cooperate more closely in all areas and at all levels in order to help local authorities achieve cleaner air; ### 9. welcomes the announcement of the commission’s zero pollution action plan; emphasises that air pollution is a burden that requires a holistic approach; alerts that any new measures will be worthless if air quality is not properly prioritised and mainstreamed in all eu policies , including eu emission source legislation , such as on climate , energy , transport , industry , agriculture and waste , while ensuring that there are no contradictions and better synergies between all policy areas; calls on the commission and the member states to cooperate more closely in all areas and at all levels in order to help local authorities achieve cleaner air; points to the growing link between air pollution and climate change , as shown by growing ozone concentrations triggered by temperatures rise and more recurrent heat waves; highlights the need to more seriously regulate emissions of methane and black carbon , which contribute to both air pollution and global warming; welcomes the recently published “eu strategy to reduce methane emissions” , however encourages the commission to step up its ambition particularly in terms of action to minimise emissions , especially from agriculture and waste;


### 10. urges the commission and the member states to strengthen all emissions legislation; underlines that reducing emissions at source is the only effective way to guarantee clean air; alerts that most member states will not comply with their 2020 and 2030 emissions reduction commitments established under the nec directive; stresses the need for stringent measures to reduce transport emissions , particularly road and maritime transport , aviation , industrial installations , agriculture and energy production; ### 10. alerts that most member states will not comply with their 2020 and 2030 emissions reduction commitments established under the nec directive; regrets that almost all member states have failed to implement sufficient measures to comply with their 2020 obligations; is concerned that compared to the latest available data of 2018 , 10 member states needed to reduce their ammonia emissions by up to 10% in less than 2 years and for pm2.5 and nox , 6 and 5 member states , respectively , needed to reduce their emissions by up to 30% or more to comply with the 2020 ceilings1a; calls on the commission to rapidly start infringement procedures to enforce the emission reduction commitments; concurs with the findings of the second clean air outlook that the 15 member states at risk of not complying with 2030 ammonia reduction commitments should take immediate additional action; calls on the commission to start infringement procedures in case the national air pollution control programmes are not promptly aligned with the objectives of the directive; stresses that , even if the 2030 nec directive objectives were met , there would still be 250.000 premature deaths due to air pollution and widespread exposure of sensitive ecosystems to excess nitrogen depositions; calls , therefore , on the commission to revise the nec directive and strengthen its emission reduction commitments for 2030 and to also look beyond 2030 , setting the target of zero anthropogenic emissions of pollutants by 2050; calls to add methane , mercury and black carbon to the list of pollutants covered by the nec directive; regrets the flexibility mechanism introduced under article 5 of the nec directive; highlights that in 2018 , 11 member states requested adjustments to their national emission ceilings1b; is particularly concerned that member states use the flexibility mechanism to hide nox emissions of non-compliant diesel vehicles; calls on the commission to limit the use of emission inventory adjustment to the strict minimum and to consider whether member states have taken action to compensate for possible unforeseen emissions from certain sectors before applying for an adjustment of emission inventories;


### 11. notes that air quality plans (aqps) , a key requirement of the aaq directives in cases when member states do not comply with air quality standards , are often ineffective in terms of delivering their expected results; calls on the commission to establish a set of minimum requirements and share best practices for both the drafting and implementation of aqps; ### 11. notes that air quality plans (aqps) , a key requirement of the aaq directives in cases when member states do not comply with air quality standards , are often ineffective in terms of delivering their expected results; calls on the commission to immediately provide guidance to member states on how to prepare their plans , in the form of an implementing act in accordance with article 28 of directive 2008/50/ec , without waiting for the revision of the aaq directives , as announced in the fitness check and in the green deal communication; encourages the commission to also share best practices for the production and implementation of the plans; calls on the commission , in the framework of the revision of the aaq directives , to establish a set of minimum requirements for aqps , building inter alia on the implementing act , to make sure aqps set time-bound action which is commensurate with the pollution problem they need to address and to guarantee that there is enough funding to carry out the planned action and include reliable reduction calculations that can be used to measure implementation , as well as an automatic mechanism of further measures should the expected pollution reduction not materialise; encourages local authorities to implement , including as part of their air quality plans , information campaigns and incentive schemes for building renovations and the replacement of old , inefficient and polluting residential heating and cooling systems - responsible for large amounts of emissions of co , pm , benzo(a)pyrene (bap) , black carbon and other air pollutants - with renewable energy-based solutions for residual energy demand , where possible at district level; calls on member states to set out a roadmap to phase out fossil fuel-based heating and cooling technologies as part of their national energy and climate plans;


### 12. regrets the fact that the aaq directive neither requires member states to report on the implementation of aqps to the commission nor to update them when new measures are adopted or when the progress is insufficient; calls on the commission to establish a yearly reporting obligation for the implementation of aqps; ### 12. regrets the fact that the aaq directive neither requires member states to report on the implementation of aqps to the commission nor to update them when new measures are adopted or when the progress is insufficient; calls on the commission , in the framework of the upcoming revision of the aaq directives , to attribute itself the power to evaluate the aqps and to establish a yearly reporting obligation for the implementation of the aqps;


### 13. alerts that as of october 2019 , 32 infringement procedures against 20 member states remained pending; considers that persistent exceedances of air quality standards by member states indicate their lack of commitment to adopting more effective measures , and the ineffectiveness of the current enforcement procedure; urges the commission to review the current enforcement procedure for the aaq directives; ### 13. alerts that , at the time of writing , 31 infringement procedures against 18 member states are open in relation to the implementation of the aaq directives; highlights that these include 13 infringement procedures because of pm10 emissions above the european limit values , 11 because of no2 emissions and 1 because of so2 emissions; notes that 6 additional infringement procedures are open because of failures to implement monitoring requirements; notes that the pm10 and so2 limit values were to be met as of 2005; recognises that some of these infringement procedures are ongoing since 2009; highlights that so far , however , no member state has been condemned to the payment of financial penalties; highlights that despite ongoing infringement procedures , pollution concentration exceedances continue today; notes that for 2019 , 17 member states reported exceedances of eu air quality standards for no2 , 14 member states reported exceedances for pm10 , 4 reported exceedances for pm2.5 and 1 for so2; is concerned by the lack of enforcement of the nec directive; alerts that since 2010 no infringement procedures were opened with regard to emissions above the ceilings set by the nec directive , even though 3 member states never reported nh3 emissions below their respective ceiling; considers that the persistent exceedances of air quality standards by member states implies their lack of commitment to take more effective measures to protect their citizens’ health and the environment , in spite of the existing legal obligations; highlights that the long delays before an infringement procedure is launched by the european commission and the amount of time elapsing between the various infringement procedure steps are making eu enforcement ineffective; calls on the commission to take legal action as soon as it becomes aware that eu air quality laws are not being implemented and to swiftly follow up with court referrals and sanctions when violations are established; recalls its observation of 16 january 2020 that procedures have to be more efficient in the field of environmental infringements; is concerned that the commission’s directorate general for environment currently has 23 staff working on the implementation of eu environmental law in 27 member states; considers this insufficient to ensure proper enforcement; calls on the commission to make available the necessary financial and human resources to ensure swift follow-up of non-compliance; calls on the commission to regularly produce clear and comprehensive overviews of the open infringement procedures and to publish without delays its communication exchanges with the non-compliant member states;


### 14. considers that public information and awareness have a critical role in addressing air pollution; draws attention to the fact that member states , regions and cities define air quality indices differently , and urges the commission and member states to establish a standardised air quality classification system applicable across the eu; ### 14. considers that public information and awareness have a critical role in addressing air pollution; draws attention to the fact that member states , regions and cities define air quality indices differently , and that information and alert thresholds are currently missing for some pollutants; urges the commission and member states to establish a standardised air quality public communication across the eu;


### 15. stresses that information on the possible health effects of air pollution provided by member states is scarce , unclear and not easily accessible for the public; calls on the commission and member states to launch public information campaigns on topics such as different types of air pollutants and their impact on human health or current local levels of air pollution , and to publish rankings of the best and least progress made by air quality zones; ### 15. stresses that information on the possible health effects of air pollution provided by member state is scarce , unclear and hard to find; calls on the commission and member states to ensure easy access to real-time , accurate information on air quality , to launch public information campaigns on topics such as different types of air pollutants and their impact on human health or the existing levels of air pollution in the territory , including information targeted to vulnerable groups , and to publish rankings of the best and worst progress made by air quality zones;


### 16. urges the commission to update the aaq directives to include explicit provisions that guarantee the right of citizens to justice in line with the aarhus convention; ### 16. expresses gratitude and appreciation to the civil society for the high number of cases brought in front of national courts for exceedances of aaq limit values and lacking or inadequate aqps , contributing to the enforcement of the directives; regrets , however , the difficulties faced by civil society to access justice in certain member states in the absence of explicit provisions within the directives; urges the commission to update the aaq directives to include explicit provisions that guarantee the right of citizens to justice in line with the aarhus convention; calls also the commission , in line with the roadmap for the inception impact assessment , to introduce criteria for effective penalties and for compensation of pollution damages to individuals , as incentives to national and local authorities to fully implement the directives;


### a. whereas european countries have a variety of different fleets of inland vessels , which makes inland waterway transport very convenient and useful for transporting different types and large quantities of cargo to different destinations on either large or small rivers; ### a. whereas european countries have a variety of large and smaller navigable waterways and different fleets of inland vessels , which makes inland waterway transport very convenient and useful for transporting different types and large quantities of cargo to different destinations on either large or small rivers;


### b. whereas ports play an important role as multimodal connecting points offering other modes of transport that can take over freight loads temporarily , and whereas it is therefore important that sea and inland ports have good connections with the hinterland; ### b. whereas ports play an important role as multimodal connecting points offering other modes of transport that can take over freight loads temporarily , and whereas it is therefore important that sea and inland ports have good connections with the hinterland; notes that inland ports should become energy hubs for sustainable alternative fuels from renewable sources;


### c. whereas river cruises , ferries , water taxis and water shuttles should become a cleaner option for tourism and public transport in regions and cities with accessible and navigable rivers and canals , which would make urban mobility more sustainable and effective; ### c. whereas river cruises , ferries , water taxis and water shuttles should become a cleaner option for tourism and public transport in regions and cities with accessible and navigable rivers , lakes and canals , which would make urban mobility more sustainable and effective;


### 1. calls on the commission to take the initiative on green and digital leadership and to build on existing programmes such as naiades , which should inspire all stakeholders within the waterway transport sector , as well as other transport sectors , and in particular rail , to work together towards a sustainable future , while supporting the competitiveness of the sector as a whole; ### 1. calls on the commission to take the initiative on green and digital leadership and to build on existing programmes such as naiades , which should inspire all stakeholders within the waterway transport sector to work together towards a sustainable future , while highlighting the opportunity through the naiades iii action programme to map potential modal shift of the transport of goods from some markets sectors to inland waterways; highlights that this modal shift as well as a better coordination between industrial and transport policies contributes to meet the objectives of the green deal;


### 2. stresses that more investment in updating river and canal infrastructure (for example , locks , bridges and interoperable deployment of digital technologies across borders) is key , while respecting the applicable environmental law; ### 2. stresses that investment in inland waterway infrastructure , including digital infrastructure (for example , locks , bridges and interoperable deployment of digital technologies across borders) is key to prevent its deterioration and to improve its resilience , not least across borders , while respecting the applicable environmental law and the do-no-harm principle;


### 3. notes that there is not a ‘one size fits all’ solution for tackling the problem of low water levels as a result of climate change; deplores , however , that the problems of the inland waterway sector , caused by the low water levels , have not been taken duly into account; ### 3. notes that there is not a ‘one size fits all’ solution for tackling the problem of fluctuating low and high water levels as a result of climate change; deplores , however , that the problems of the inland waterway transport , caused by the low water levels , have not been taken duly into account; therefore , in coordination with other sectors , invites the commission to encourage multi-disciplinary waterway planning and factor in climate change measures into infrastructure projects , together with transport , biodiversity , water , energy and regional development goals in order to adapt to changing conditions , including with the support of digital technology;


### 4. highlights the importance of further encouraging and supporting initiatives aimed at the use of alternative fuels and propulsion methods for shipping in accordance with the principle of technological neutrality; points out , in this regard , the value of liquefied natural gas (lng) as a transitional solution to reduce greenhouse gas emissions in inland waterway transport; notes that the existing , technically mature vessels and distribution infrastructure now based on lng could be used for biogas and will therefore be essential in scaling up bio-lng as a marine fuel; ### 4. highlights the importance of further encouraging and supporting initiatives aimed at the use of sustainable and scalable fuels and the deployment of a heterogeneous alternative energy mix in order to achieve reductions in greenhouse gas emission and pollutants in the medium term , and reaching full zero-emissions by2 050; notes , furthermore that alternative propulsion methods for shipping in accordance with the goals of the green deal are needed to achieve the 2050 goal; points out , in this regard , the value of green hydrogen and battery charged vessels that are currently being deployed on the market;


### 5. highlights that low-emission and zero-emission alternatives should become more financially attractive than conventional propulsions and that this trend should be accelerated , for example by a realistic , progressively increasing blending percentage based on an impact assessment; ### 5. highlights that zero-emission alternatives should become more financially attractive than conventional propulsions and that this trend should be accelerated , for example by ambitious infrastructure targets , including zero emission ports and mandatory requirements for charging infrastructure for sustainable fuels from renewable sources , as well as ending tax exemptions for fossil fuels in the energy taxation directive;


### 6. points out that modular construction of ships provides flexibility , predictability and cost savings; stresses in this regard that standardised ship components , design and development create a good basis that can be used in different ways (cross-modality) , and furthermore facilitate the retrofitting of more sustainable propulsion systems as soon as they enter the market; highlights that in addition to environmental benefits , modular construction can lead to cost savings and help reduce risks thanks to the predictable production and construction process and should therefore be incentivised and promoted; ### 6. points out that modular construction of ships such as push barges , provides flexibility , predictability and cost savings; stresses in this regard that standardised ship components , design and development create a good basis that can be used in different ways(cross-modality) , and furthermore facilitate the retrofitting of more sustainable propulsion systems as soon as they enter the market; highlights that in addition to environmental benefits , modular construction can lead to cost savings and help reduce risks thanks to the predictable production and construction process and should therefore be incentivised and promoted;


### 7. notes that far-reaching digitalisation and data collection contributes to a cleaner environment and improved safety on board and result in more efficient routing and better communication and information exchange between ships , ports and infrastructure; stresses the need to further harmonise river information services (ris) , which would solve the problems arising from different interpretations of technical standards and the lack of comparable data , and underlines the need to prepare for interoperable data exchange with other modes of transport; ### 7. notes that far-reaching digitalisation and data collection can contribute to a cleaner environment and improved safety on board and result in more efficient routing and better communication and information exchange between ships , ports and infrastructure; stresses the need to further harmonise river information services (ris) , which would reduce the problems arising from different interpretations of technical standards and the lack of comparable data , and underlines the need to prepare for a common framework for interoperable data exchange between modes of transport;


### 8. stresses the importance of connecting existing digital transport policy frameworks and of making sure that transport data are available through a single point of access in order to achieve efficiency gains in waterborne freight transport; calls on the commission in this regard to come up with an eu action plan for multimodal transport data sharing , with the goal of achieving a synchromodal , connected and automated transport system by 2035 at the latest; ### 8. stresses the importance of connecting existing digital transport policy frameworks and of making sure that multimodal transport data are available through a single point of access in order to achieve efficiency gains in waterborne freight transport; calls on the commission in this regard to come up with an eu legislation for multimodal transport data sharing concerning infrastructure , available information and interoperability , with the goal of achieving a synchromodal , connected and automated transport system by 2035 at the latest;


### 10. stresses the role of inland ports as strategic , multimodal nodes in the logistics system; stresses , therefore , that inland ports as well as sea ports should have efficient connections with a focus on connecting to the ten-t core and comprehensive corridors where possible; ### 10. stresses the role of inland ports as strategic , multimodal nodes in the logistics system; stresses , therefore , that inland ports as well as sea ports should have efficient connections , including trans-shipment facilities with a focus on connecting to the ten-t core and comprehensive rail corridors where possible;


### 11. highlights that the deployment of alternative fuels infrastructure should take into account the potential demand and market characteristics of a port; stresses , therefore , that a european rollout strategy of alternative fuels for multimodal use through the ten-t revision and directive 2014/94/eu on the deployment of alternative fuels infrastructure (afid) should follow a network approach that leads to an efficiently planned infrastructure , based on the potential market demand characteristics of a port and , where necessary , along water routes; ### 11. highlights that the deployment of sustainable alternative fuels infrastructure should take into available pathways to zero emissions vessels and waterways , and the way to adapt and lead the market to this end; stresses , therefore , that a european rollout strategy of alternative fuels for multimodal use through the ten-t revision and directive 2014/94/eu on the deployment of alternative fuels infrastructure (afid) should follow a network approach and explore synergies with ten-e that leads to an efficiently planned infrastructure , based on the potential market demand characteristics of a port and its hinterland and , where necessary , along water routes and avoiding regional divergences in fuel availability;


### 14. stresses the importance of existing eu funding instruments for greening and digitalising our european inland waterway transport sector , such as the connecting europe facility (cef) , horizon europe and the structural and cohesion funds , and the need to mobilise them to finance investments in alternative fuels and adequate ships and infrastructure; ### 14. stresses the importance of existing eu funding instruments for greening and digitalising our european inland waterway transport sector , such as the connecting europe facility (cef) , horizon europe and the structural and cohesion funds , and the need to mobilise them to finance investments in alternative sustainable fuels from renewable sources and adequate ships and infrastructure to bring the sector into compliance with the do-no-harm principle and to enable smart synergies between transport , energy , climate change mitigation and adaptation and digitalisation;


### 15. stresses that the inland waterway sector consists mostly of smes , family businesses and smaller ports , which makes it difficult for them to make expensive investments in order to comply with the goals of the green deal; considers , therefore , that the administrative burden and cost for access to funding should be significantly reduced; ### 15. stresses that the inland waterway sector consists mostly of smes , family businesses and smaller ports , which makes it difficult for them to make expensive investments in order to comply with the goals of the green deal; considers , therefore , that the administrative burden and cost for access to funding should be significantly reduced; while authorities should be entitled to capacity building funding to assist the sector in its pathway towards zero emission;


### 16. calls on the commission to set up a dedicated european inland waterway fund , including a one-stop-shop system that is easily accessible for help and assistance and has the possibility to combine projects into a single application , thus increasing the chances for funding; stresses that the fund should be financed through the reserve funds created under regulation (eu) 546/20149 , where possible complemented with national funds and contributions , and should provide for the possibility of blending with the cef and the structural and cohesion funds; ### 16. calls on the commission to set up a dedicated european sustainable inland waterway fund that includes coherent sustainability and climate resilience criteria , including a one-stop-shop system that is easily accessible for help and assistance and has the possibility to combine projects into a single application , thus increasing the chances for funding; stresses that the fund should be financed through the reserve funds created under regulation (eu) 546/2014[1] ,where possible complemented with national funds and contributions , and should provide for the possibility of blending with the cef and the structural and cohesion funds;


### 17. welcomes the recent commission evaluation of the 2013 urban mobility package10 ; highlights in this regard that the expected results of the urban mobility plan (ump) , namely a reduction in co2 and air pollutant emissions , less congestion and fewer road casualties in urban areas , have not consistently materialised across the eu; calls on the commission , therefore , to encourage member states and cities to include , where possible , waterborne public transport , as a safe and effective mode of transport , in their sustainable urban mobility planning (sump) and to enhance their urban mobility data collection; stresses , furthermore , the need to include waterborne public transport means in digital mobility platforms , such as mobility as a service; ### 17. welcomes the october 2020 commission guidelines for developing and implementing sustainable urban mobility plans(sumps)[1] ,calls on the commission to encourage member states , regional and local administrations as well as cities to include , where possible , waterborne public transport , as a safe and efficient mode of transport , in their sustainable urban mobility planning (sump) ,not forgetting the crucial possibilities of urban freight distribution to strengthen sustainable inner city logistics , for instance in combination with cargo bikes;


### 3. welcomes the agency’s 2020-2024 strategy that will enable it to fulfil its maritime surveillance , safety and security tasks while contributing efficiently to the union’s digital and environmental priorities; welcomes in particular the agency’s drafting - with the european environment agency - of the first european maritime transport environmental report , collecting verified information on the environmental footprint of shipping activities; ### 3. welcomes the agency’s 2020-2024 strategy that will enable it to fulfil its maritime surveillance , safety and security tasks while contributing efficiently to the union’s digital and environmental priorities; welcomes in particular the agency’s drafting - with the european environment agency - of the first european maritime transport environmental report , collecting verified information on the environmental footprint of shipping activities; commends the agency's continued enhancement of the thetis-mrv system and stresses the importance of giving emsa the necessary powers and resources to monitor emission reporting from vessels. points out , moreover , that with additional capacity the agency could play an even more important role in mitigating sectorial greenhouse gas emissions as well as other shipping-related environmental risks , including fulfilling the expected tasks in the field of response to marine pollution caused by ships and oil and gas installations;


### 4. welcomes the fact that for the third full year of remotely piloted aircrafts services (rpas) operations offered by emsa , the agency increased its rpas services to 944 operational days (1 372 flight hours) in the scope of coast guard functions and supporting the member states and eu agencies in maritime surveillance operations; ### 4. welcomes the fact that for the third full year of remotely piloted aircrafts services (rpas) operations offered by emsa , the agency increased its rpas services to 944 operational days (1 372 flight hours) in the scope of coast guard functions and supporting the member states and eu agencies in maritime surveillance operations; welcomes the use of rpas operations in marine pollution and ship emissions monitoring. notes the concerns over the agency’s maritime surveillance complicity in fundamental rights violations at the border in a number of member states.


### 1. welcomes the commission’s ambition to reach 340 gw of offshore renewable energy capacity by 2050 as a key element for the successful decarbonisation of transport and tourism; considers the massive expansion of offshore renewable energy generation , storage and distribution , and its full connection and integration into the energy grid , to represent an indispensable precondition for the widespread uptake of electric mobility and clean renewable transport fuels , such as hydrogen and ammonia in particular; calls , therefore , on the member states to swiftly and massively step up their investments in offshore renewable energy and to seize , in particular , the opportunity provided by the recovery and resilience facility (rrf) in this regard; ### 1. welcomes the commission’s ambition to reach 340 gw of offshore renewable energy capacity by 2050 as a key element for the successful decarbonisation of transport and tourism; stresses that , as offshore wind capacity currently stands at just 23 gw , the building of offshore wind farms must be accelerated to reach that goal; underlines in this context that space for around 130 gw should be identified before 2023/2024 to allow construction by 2030; considers the massive expansion of offshore renewable energy generation , storage and distribution , and its full connection and integration into the energy grid , to represent an indispensable precondition for the widespread uptake of electric mobility and clean renewable transport fuels , such as hydrogen and ammonia in particular; calls on the commission and the member states to fully integrate future hydrogen demand in offshore wind deployment plans; urges the commission to increase its goal of offshore renewable capacity to 340 gw which is required to keep temperature rises to 1.5°c; calls on the member states to swiftly and massively step up their investments in offshore renewable energy and to seize , in particular , the opportunity provided by the recovery and resilience facility (rrf) in this regard; emphasises that renewable energy alongside energy savings are the drivers for reaching a net zero emissions economy; in this context , acknowledges that , by 2030 , the share of eu renewable electricity production should at least doubleor even better triplefrom today's level;


### 1. stresses that a net-zero emissions economy requires renewable energy to be deployed on an unprecedented scale; emphasises that if no further actions are taken to accelerate the deployment of offshore renewable energy (ore) , the eu will not be able to live up to its climate commitments; ### 1. recalls that in order to limit the devastating effects of global warming on marine aquatic ecosystems , rising water temperatures and ocean acidification , changes in water flow , and fish habitat loss , productivity of marine and fresh water species , combating climate change with the take up of offshore energy is vital; stresses that a net-zero emissions economy requires renewable energy to be deployed on an unprecedented scale; emphasises that if no further actions are taken to accelerate the deployment of offshore renewable energy (ore) , the eu will not be able to live up to its climate commitments;


### 2. highlights that the energy production targets for ore in all of eu’s sea basins , as outlined in commission communication com(2020)0741 , are at least 60 gw by 2030 and 340 gw by 2050; highlights that the competitiveness of offshore wind energy as an energy source will continue to increase and prices will continue to fall further in step with continuous development and deployment; ### 2. highlights that the need for further offshore renewable energy development applies to all of europe’s sea-basins; notes that there are areas with widely untapped offshore renewable potential , such as the atlantic , mediterranean , baltic or black sea; reminds that the commission has assessed that the installed capacity in 2030 for offshore wind should reach between 70 gw (cprice) to 79 gw (allbnk) if the eu wants to achieve a mere 55 % greenhouse gas emissions reduction by 20301b; stresses that the decision to find space for this additional ore capacity by 2030 is of the utmost importance and should be considered apriority and identified in the eu before 2023/2024 to allow construction by 2030; reminds further that a 'realistic and achievable' installed capacity for ore -as outlined by the commission in its communication com(2020)0741- , is at least 340 gw by 2050; highlights that the competitiveness of offshore wind energy as an energy source will continue to increase and prices will continue to fall further in step with continuous development and deployment;


### 4. underlines that most outermost regions and islands are still highly dependent on fossil fuel imports in spite of having opportunities for renewables; calls on the commission and the member states to pay special attention to the development of offshore renewable energy in these territories , focusing in particular on their transport needs and tourism industries; ### 4. underlines that most outermost regions and islands are still highly dependent on fossil fuel imports in spite of having opportunities for renewables; highlights that without a rapid phase out of fossil fuels and fossil fuel subsidies and a massive increase in offshore wind energy production , realisation of renewable energy goals and limiting global warming to less than 1.5 °c by the end of the century would be impossible; reminds that islands are particularly affected by sea level rise; calls on the commission and the member states to pay special attention to the development of offshore renewable energy in these territories , focusing in particular on their transport needs and tourism industries to make both sectors fully sustainable and fit for the green deal and the circular economy;


### 4. underlines that offshore renewable energy could be deployed in marine protected areas if in line with conservation objectives , in order to reduce impact on fisheries; ### 4. underlines that offshore renewable energy could be deployed in marine protected areas if in line with conservation objectives according to the birds and habitats directives and the 2020 commission guidance on wind energy developments and eu nature legislation , in order to reduce impact on fisheries;


### 5. recalls that the need for further offshore renewable energy development applies to all of europe’s sea-basins and that areas with widely untapped offshore renewable potential , such as the mediterranean sea , require special attention , including through innovative technologies such as floating offshore wind , wave and tidal energy , while front runners , such as the north sea , must continue to develop and to defend their leading global position for the benefit of europe as a whole; ### 5. recalls that the need for further offshore renewable energy development applies to all of europe’s sea-basins and that areas with widely untapped offshore renewable potential , such as the mediterranean sea , require special attention , including through innovative technologies such as floating offshore wind , wave and tidal energy; stresses that space allocation should be the result of a joint maritime spatial planning (msp) and integrated coastal management (icm) that goes beyond national borders; highlights in this regard the importance of the north seas energy cooperation (nsec) and the need to include the uk again; thus calls on the commission and member states to extend research , development and innovation efforts on floating windfarms and the related transport challenges during their construction and maintenance and to assess the feasibility of establishing an ipcei for a large-scale project; calls on the commission to ensure that eu is maintaining technological leadership , retain talent and provide affordable clean energy while taking into account potential impacts , including those related to climate change , on the marine environment;


### 6. underlines that the drastically increasing needs for offshore renewable energy in the transport and tourism sectors can be met while fully complying with the goals of the eu biodiversity strategy , as , for example , the required scale-up of the offshore wind industry in order to meet the 2030 climate target is estimated to require less than 3 % of european maritime space. ### 6. stresses that in order to limit the devastating effects of global warming on marine aquatic ecosystems , rising water temperatures and ocean acidification , changes in water flow , and fish habitat loss , productivity of marine and freshwater species , combating climate change with the take up of offshore energy is vital; underlines that the drastically increasing needs for offshore renewable energy in the transport and tourism sectors can be met while fully complying with the goals of the eu biodiversity strategy , as , for example , the required scale-up of the offshore wind industry in order to meet the 2030 climate target is estimated to require less than 3 % of european maritime space; emphasises that if designed and built sensibly , offshore windfarms can benefit marine biodiversity; recalls , however , that a strong expansion of offshore wind energy production requires an intelligent approach to ensure its coexistence with the activities that already take place in the affected areas as well as to do least possible harm to environment; highlights in that regard that noise pollution from windfarm construction and operation , but especially from maritime transport has a negative impact on the marine ecosystem and should be addressed in environmental legislation;


### a. whereas the eu has endorsed the paris agreement , as well as the european green deal and the recently adopted european climate law , which set an ambitious target of reducing emissions by 55 % by 2030 and complementary goals , with the aim of achieving the eu’s net-zero carbon emission target by 2050 at the latest in order to fight the effects of global climate change; ### a. whereas the eu has endorsed the paris agreement , as well as the european green deal and the recently adopted european climate law , which set an eu target of reducing greenhouse gases emissions by at least 55 % by 2030; stresses that only a emissions reduction of at least 65 % by 2030 would be enough to reach the eu’s climate neutral target as well as , in line with the best available climate science , towards keeping global warming below 1.5°c;


### b. whereas the transition to a net-zero greenhouse gas (ghg) economy requires a clean energy transition that ensures sustainability , security of supply and affordability of energy; ### b. whereas the transition to a highly energy efficient and fully renewable economy requires a rapid energy transition that ensures sustainability , security of supply and affordability of energy;


### c. whereas the dramatic fall in renewable offshore energy prices has made it one of the cheapest sources of energy and consequently a critical element in the green transition , paving the way for a modern , resource-efficient and competitive economy , and has also made it one of the most important pillars of the eu’s climate ambitions; ### c. whereas the dramatic fall in renewable offshore electricity prices has made it one of the cheapest sources of energy and consequently a critical element in the green transition , paving the way for a modern , resource-efficient and competitive economy , and has also made it one of the most important pillars of the eu’s climate ambitions;


### 3. notes that the rate of cancelled appropriations relating to commitments carried over to 2020 increased to 5 ,46 % (3 ,7 % in 2019) , above the 2 ,5 % target set by the agency in its 2020 performance indicators and slightly above the 5 % ceiling set by the commission. this was mainly due to the covid-19 crisis and to the cancellations related to global travel restrictions , confinement measures , reduction in activities and cancellation of events; ### 3. regrets that the rate of cancelled appropriations relating to commitments carried over to 2020 increased to 5 ,46 % (3 ,7 % in 2019) , above the 2 ,5 % target set by the agency in its 2020 performance indicators and slightly above the 5 % ceiling set by the commission. this was mainly due to the covid-19 crisis and to the cancellations related to global travel restrictions , confinement measures , reduction in activities and cancellation of events;


### 8. welcomes the launch in cooperation with global partners and industry , of the easa sustainable aviation programme (2020 - 2024) focusing efforts towards achieving a cleaner , quieter and more sustainable aviation system; ### 8. welcomes the launch in cooperation with global partners and industry , of the easa sustainable aviation programme (2020 - 2024) focusing efforts towards achieving a cleaner , quieter and more sustainable aviation system; remains critical , however , towards the granting of eco-labels to aviation , especially in the absence of a more integrative such system allowing the comparison of all modes of transport in an objective way.


### (1) the commission has set out , in its communication of 11 december 2019 entitled ‘the european green deal’21 , a new growth strategy that aims to transform the union into a fair and prosperous society , with a modern , resource-efficient and competitive economy , where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. the commission’s communication on the climate target plan22 proposing to increase the greenhouse gas emissions’ reduction level to at least 55% by 2030 - an ambition that was endorsed by the european council on 11 december 2020 - and its underlying impact assessment confirms that the energy mix of the future will be very different from the one of today and underpins the necessity to review and if necessary to revise the energy legislation. the current energy infrastructure investments are clearly insufficient to transform and build the energy infrastructure of the future. that also means infrastructure needs to be in place to support the european energy transition , including rapid electrification , scaling up of renewable electricity generation , the increased use of renewable and low-carbon gases , energy system integration and a higher uptake of innovative solutions. ### (1) the commission has set out , in its communication of 11 december 2019 entitled ‘the european green deal’21 , a new growth strategy that aims to transform the union into a fair and prosperous society , with a modern , resource-efficient and competitive economy , where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. the commission’s communication on the climate target plan22 proposing to increase the greenhouse gas emissions’ reduction level to at least 55% by 2030 - an ambition that was endorsed by the european council on 11 december 2020 - and its underlying impact assessment confirms that the energy mix of the future will be very different from the one of today and underpins the necessity to review and if necessary to revise the energy legislation. the current energy infrastructure investments are clearly insufficient to transform and build the energy infrastructure of the future. that also means infrastructure needs to be in place to support the european energy transition , including rapid electrification of the transport sector , scaling up of renewable electricity generation , the increased use of renewable gases , energy system integration and a higher uptake of innovative solutions.


### (1) the commission has set out , in its communication of 11 december 2019 entitled ‘the european green deal’21 , a new growth strategy that aims to transform the union into a fair and prosperous society , with a modern , resource-efficient and competitive economy , where there are no net emissions of greenhouse gases in 2050 and where economic growth is decoupled from resource use. the commission’s communication on the climate target plan22 proposing to increase the greenhouse gas emissions’ reduction level to at least 55% by 2030 - an ambition that was endorsed by the european council on 11 december 2020 - and its underlying impact assessment confirms that the energy mix of the future will be very different from the one of today and underpins the necessity to review and if necessary to revise the energy legislation. the current energy infrastructure investments are clearly insufficient to transform and build the energy infrastructure of the future. that also means infrastructure needs to be in place to support the european energy transition , including rapid electrification , scaling up of renewable electricity generation , the increased use of renewable and low-carbon gases , energy system integration and a higher uptake of innovative solutions. ### (1) the commission has set out , in its communication of 11 december 2019 entitled ‘the european green deal’21 , a new growth strategy that aims to transform the union into a fair and prosperous society , with a modern , resource-efficient and competitive economy , with a view to achieve climate neutrality as soon as possible and by 2050 at the latest and where economic growth is decoupled from resource use. the commission’s communication on the climate target plan22 proposing to increase the greenhouse gas emissions’ reduction level to at least 55% by 2030 - an ambition that was endorsed by the european council on 11 december 2020 and that is surpassed by the european parliament position for a reduction level of at least 60% - and its underlying impact assessment confirms that the energy mix of the future will be very different from the one of today and underpins the necessity to review and if necessary to revise the energy legislation. the current energy infrastructure investments are clearly insufficient to transform and build the energy infrastructure of the future. infrastructure needs to be in place to support the european massive and swift energy transition , including rapid electrification , scaling up of renewable electricity generation , energy system integration and a higher uptake of digital solutions.


### (2) following the commission’s proposals as part of the clean energy for all europeans package , an agreement was reached on a binding union level target for renewable energy for 2030 of at least 32% of final energy consumption and a headline union level target for energy efficiency of at least 32 ,5%. ### (2) following the commission’s proposals as part of the clean energy for all europeans package , an agreement was reached on a binding union level target for renewable energy for 2030 of at least 32% of final energy consumption and a headline union level target for energy efficiency of at least 32 ,5%. these targets are due to be adapted to the new eu emission reduction target for 2030 as laid out in the climate law.


### (2) following the commission’s proposals as part of the clean energy for all europeans package , an agreement was reached on a binding union level target for renewable energy for 2030 of at least 32% of final energy consumption and a headline union level target for energy efficiency of at least 32 ,5%. ### (2) the current binding union level target for renewable energy for 2030 of at least 32% of final energy consumption and a headline union level target for energy efficiency of at least 32 ,5% will be revised as part of the union’s increased ambition enshrined in [the european climate law] and the european green deal strategy.


### (4) regulation (eu) no 347/2013 of the european parliament and of the council23 , the current ten-e regulation , lays down rules for the timely development and interoperability of trans-european energy networks in order to achieve the energy policy objectives of the treaty on the functioning of the european union to ensure the functioning of the internal energy market , security of supply and competitive energy markets in the union , to promote energy efficiency and energy saving and the development of new and renewable forms of energy , and to promote the interconnection of energy networks. regulation (eu) no 347/2013 puts in place a framework for member states and relevant stakeholders to work together in a regional setting to develop better-connected energy networks with the aim to connect regions currently isolated from european energy markets , strengthen existing cross-border interconnections , and help integrate renewable energy. by pursuing those objectives , regulation (eu) no 347/2013 contributes to smart , sustainable and inclusive growth and brings benefits to the entire union in terms of competitiveness and economic , social and territorial cohesion. ### (4) regulation (eu) no 347/2013 of the european parliament and of the council23 , the current ten-e regulation , lays down rules for the timely development and interoperability of trans-european energy networks in order to achieve the energy policy objectives of the treaty on the functioning of the european union to ensure the functioning of the internal energy market , security of supply and competitive energy markets in the union , to promote modal shift , energy efficiency and energy saving also in the transport sector and the development of new and renewable forms of energy , and to promote the interconnection of energy networks. regulation (eu) no 347/2013 puts in place a framework for member states and relevant stakeholders to work together in a regional setting to develop better-connected energy networks with the aim to connect regions currently isolated from european energy markets , strengthen existing cross-border interconnections , and help integrate renewable energy. by pursuing those objectives , regulation (eu) no 347/2013 contributes to smart , sustainable and inclusive growth and brings benefits to the entire union in terms of competitiveness and economic , social and territorial cohesion.


### (5) the evaluation of regulation (eu) no 347/2013 has clearly shown that the framework has effectively improved the integration of member states’ networks , stimulated energy trade and hence contributed to the competitiveness of the union. projects of common interest in electricity and gas have strongly contributed to security of supply. for gas , the infrastructure is now well connected and supply resilience has improved substantially since 2013. regional cooperation in regional groups and through cross-border cost allocation is an important enabler for project implementation. however , in many cases the cross-border cost allocation did not result in reducing the financing gap of the project , as intended. while the majority of permitting procedures have been shortened , in some cases the process is still long. the financial assistance from the connecting europe facility (cef) has been an important factor as grants for studies have helped projects to reduce risks in the early stages of development , while grants for works have supported projects addressing key bottlenecks that market finance could not sufficiently address. ### (5) the partial evaluation of regulation (eu) no 347/2013 has clearly shown that the framework has effectively improved the integration of member states’ networks , stimulated energy trade and hence contributed to the competitiveness of the union. projects of common interest in electricity and gas have strongly contributed to security of supply. for gas , the infrastructure is now well connected and supply resilience has improved substantially since 2013 , as confirmed by commission and expert analysis 1a. regional cooperation in regional groups and through cross-border cost allocation is an important enabler for project implementation. however , in many cases the cross-border cost allocation did not result in reducing the financing gap of the project , as intended. while the majority of permitting procedures have been shortened , in some cases the process is still long. the financial assistance from the connecting europe facility (cef) has been an important factor as grants for studies have helped projects to reduce risks in the early stages of development , while grants for works have supported projects addressing key bottlenecks that market finance could not sufficiently address.


### (6) the ten-e policy is a central instrument in the development of an internal energy market and necessary to achieve the european green deal objectives. to achieve climate neutrality by 2050 and higher levels of greenhouse gas emission reductions by 2030 , europe will need a more integrated energy system , relying on higher levels of electrification based on renewable sources and the decarbonisation of the gas sector. the ten-e policy can ensure that the union energy infrastructure development supports the required energy transition to climate neutrality in line with the energy efficiency first principle. ### (6) the ten-e policy is a central instrument in the development of an internal energy market and necessary to achieve the european green deal objectives. to achieve climate neutrality by 2050 and higher levels of greenhouse gas emission reductions by 2030 , europe will need a more integrated energy system , relying on higher levels of electrification based on renewable sources and the decarbonisation of the gas sector. the ten-e policy can ensure that the union energy infrastructure development supports the required energy transition to climate neutrality in line with the energy efficiency first principle and energy savings in all sectors (power , heating , transport and industry).


### (6) the ten-e policy is a central instrument in the development of an internal energy market and necessary to achieve the european green deal objectives. to achieve climate neutrality by 2050 and higher levels of greenhouse gas emission reductions by 2030 , europe will need a more integrated energy system , relying on higher levels of electrification based on renewable sources and the decarbonisation of the gas sector. the ten-e policy can ensure that the union energy infrastructure development supports the required energy transition to climate neutrality in line with the energy efficiency first principle. ### (6) the ten-e policy is a central instrument in the development of an internal energy market and necessary to achieve the european green deal objectives. energy infrastructures remain in place for decades , it is therefore essential that they are future-proof and do not result in stranded assets. to achieve climate neutrality by 2050 and higher levels of greenhouse gas emission reductions by 2030 , europe will need a more integrated energy system , relying on higher levels of electrification based on renewable sources and the decarbonisation of the gas sector. the ten-e policy should ensure that the union energy infrastructure development supports the required energy transition to climate neutrality including through climate proofing and prioritising of projects that are in line with the energy efficiency first principle.


### (6) the ten-e policy is a central instrument in the development of an internal energy market and necessary to achieve the european green deal objectives. to achieve climate neutrality by 2050 and higher levels of greenhouse gas emission reductions by 2030 , europe will need a more integrated energy system , relying on higher levels of electrification based on renewable sources and the decarbonisation of the gas sector. the ten-e policy can ensure that the union energy infrastructure development supports the required energy transition to climate neutrality in line with the energy efficiency first principle. ### (6) energy infrastructures have a central role in setting the union economy on the right path to climate neutrality and remain in place for decades. the ten-e policy is therefore a central instrument in the development of an internal energy market and necessary to achieve the european green deal objectives. to achieve climate neutrality as soon as possible and by 2050 at the latest and higher levels of greenhouse gas emission reductions by 2030 , europe will need a more integrated energy system , relying on higher levels of electrification based on additional renewable sources. the ten-e policy should ensure that the union energy infrastructure development supports the required energy transition to climate neutrality in line with the principle of 'energy efficiency first' and energy saving in all sectors (power , heating , transport and industry).


### (7) while the objectives of regulation (eu) no 347/2013 remain largely valid , the current ten-e framework does not yet fully reflect the expected changes to the energy system that will result from the new political context and in particular the upgraded 2030 targets and the 2050 climate neutrality objective under the european green deal. besides the new political context and objectives , technological development has been rapid in the past decade. that development should be taken into account in the infrastructure categories covered by this regulation , the projects of common interest selection criteria as well as the priority corridors and thematic areas. ### (7) while the objectives of regulation (eu) no 347/2013 remain largely valid , they need adaption , as the current ten-e framework does not yet fully reflect the expected changes to the energy system that will result from the new political context and in particular the upgraded 2030 targets and the 2050 climate neutrality objective under the european green deal. besides the new political context and objectives , technological development has been rapid in the past decade. that development should be taken into account in the infrastructure categories covered by this regulation , the projects of common interest selection criteria as well as the priority corridors and thematic areas.


### (7) while the objectives of regulation (eu) no 347/2013 remain largely valid , the current ten-e framework does not yet fully reflect the expected changes to the energy system that will result from the new political context and in particular the upgraded 2030 targets and the 2050 climate neutrality objective under the european green deal. besides the new political context and objectives , technological development has been rapid in the past decade. that development should be taken into account in the infrastructure categories covered by this regulation , the projects of common interest selection criteria as well as the priority corridors and thematic areas. ### (7) the objectives of regulation (eu) no 347/2013 need adaptation , as the current ten-e framework does not reflect the expected changes to the energy system that will result from the new political context and in particular the upgraded 2030 targets and the climate neutrality objective under the european green deal. besides the new political context and objectives , technological development has been rapid in the past decade. that development should be taken into account in the infrastructure categories covered by this regulation , the projects of common interest selection criteria as well as the priority corridors and thematic areas.


### (10) the union’s energy infrastructure should be resilient to the unavoidable impacts that climate change is estimated to create in europe in spite of the mitigation efforts. hence , strengthening the efforts on climate adaptation , resilience building , disaster prevention and preparedness is crucial. ### (10) the union’s energy infrastructure should contribute to climate change mitigation and be resilient to the unavoidable impacts that climate change is estimated to create in europe in spite of the mitigation efforts. hence , strengthening the efforts on energy efficiency , climate change mitigation and adaptation , resilience building , disaster prevention and preparedness is crucial.


### (11) security of supply , as one main driver behind regulation (eu) no 347/2013 , has been significantly improved through projects of common interest. moreover , the commission’s climate target impact assessment27 expects the consumption of natural gas to be reduced significantly because its non-abated use is not compatible with carbon-neutrality. on the other hand , the consumption of biogas , renewable and low-carbon hydrogen and synthetic gaseous fuels will increase significantly towards 2050. therefore , the natural gas infrastructure no longer needs support through the ten-e policy. the planning of energy infrastructure should reflect this changing gas landscape. ### (11) security of supply , as one main driver behind regulation (eu) no 347/2013 , has been significantly improved through projects of common interest. moreover , the commission’s climate target impact assessment27 expects the consumption of natural gas to be reduced significantly because its non-abated use is not compatible with carbon-neutrality. therefore , the natural gas infrastructure no longer needs support. the planning of energy infrastructure should reflect this.


### (11) security of supply , as one main driver behind regulation (eu) no 347/2013 , has been significantly improved through projects of common interest. moreover , the commission’s climate target impact assessment27 expects the consumption of natural gas to be reduced significantly because its non-abated use is not compatible with carbon-neutrality. on the other hand , the consumption of biogas , renewable and low-carbon hydrogen and synthetic gaseous fuels will increase significantly towards 2050. therefore , the natural gas infrastructure no longer needs support through the ten-e policy. the planning of energy infrastructure should reflect this changing gas landscape. ### (11) security of supply , as one main driver behind regulation (eu) no 347/2013 , has been significantly improved through projects of common interest. hence , the commission’s impact assessment in support of a 55 % emissions reduction target by 2030 suggested fossil gas use would reduce by 32-37 % of final energy consumption compared to 2015 and continue to plunge to negligible levels thereafter. in the analysis supporting the long-term strategic vision for a climate neutral economy1a , the commission found that very limited methane leakages along the fossil gas supply chain can already cancel out the greenhouse gas emission benefits of the switch from coal to fossil gas use. hence , fossil gas use will be reduced also because it is not compatible with the climate neutrality goal. therefore , the natural gas infrastructure no longer needs support through the ten-e policy. the planning of energy infrastructure should reflect this changing gas landscape;


### (11) security of supply , as one main driver behind regulation (eu) no 347/2013 , has been significantly improved through projects of common interest. moreover , the commission’s climate target impact assessment27 expects the consumption of natural gas to be reduced significantly because its non-abated use is not compatible with carbon-neutrality. on the other hand , the consumption of biogas , renewable and low-carbon hydrogen and synthetic gaseous fuels will increase significantly towards 2050. therefore , the natural gas infrastructure no longer needs support through the ten-e policy. the planning of energy infrastructure should reflect this changing gas landscape. ### (11) security of supply , as one main driver behind regulation (eu) no 347/2013 , has been significantly improved through projects of common interest. the commission’s impact assessment in support of a 55 % emissions reduction target by 2030 suggested fossil gas use would reduce by 32-37 % of final energy consumption compared to 2015 and continue to plunge to negligible levels thereafter also because its non-abated use is not compatible with the climate neutrality goal. therefore , the natural gas infrastructure no longer needs support through the ten-e policy. the planning of energy infrastructure should reflect this changing gas landscape.


### (12) the importance of smart electricity grids in achieving the union’s energy and climate policy objectives has been acknowledged in the communication from the commission on energy system integration28 . the criteria for the category should include technological developments regarding innovation and digital aspects. furthermore , the role of projects promoters should be clarified. given the expected significant increase in power demand from the transport sector , in particular for electric vehicles along highways and in urban areas , smart grid technologies should also help to improve energy network related support for cross border high capacity recharging to support the decarbonisation of the transport sector. ### (12) the importance of smart electricity grids in achieving the union’s energy and climate policy objectives has been acknowledged in the communication from the commission on energy system integration28 . the criteria for the category should include technological developments regarding innovation and digital aspects. furthermore , the role of projects promoters should be clarified. given the expected significant increase in power demand from the transport sector , in particular for e-mobility along highways and in urban areas , smart grid technologies and urgently needed standards for charging and means of payment should also help to improve energy network related support for cross border high capacity recharging to support the decarbonisation of the transport sector. e-mobility and bi-directional batteries enable peak shifting and demand response , which supports the integration of renewable energy in a cost-efficient way and requires less generation capacity and infrastructure.


### (12) the importance of smart electricity grids in achieving the union’s energy and climate policy objectives has been acknowledged in the communication from the commission on energy system integration28 . the criteria for the category should include technological developments regarding innovation and digital aspects. furthermore , the role of projects promoters should be clarified. given the expected significant increase in power demand from the transport sector , in particular for electric vehicles along highways and in urban areas , smart grid technologies should also help to improve energy network related support for cross border high capacity recharging to support the decarbonisation of the transport sector. ### (12) the importance of smart electricity grids in achieving the union’s energy and climate policy objectives has been acknowledged in the communication from the commission on energy system integration28 . the criteria for the category should be simplified and include technological developments regarding innovation , digital aspects and the enablement of energy system integration. furthermore , the role of projects promoters should be clarified. given the expected significant increase in power demand from the transport sector , in particular for electric mobility , smart grid technologies should also help to improve energy network related support for cross border recharging and smart charging to support the decarbonisation of the transport sector.


### (13) the commission’s communication on energy system integration underlines the need for integrated energy infrastructure planning across energy carriers , infrastructures , and consumption sectors. such system integration starts from the point of departure of applying the energy efficiency first principle and taking a holistic approach beyond individual sectors. it also addresses the decarbonisation needs of the hard to abate sectors , such as parts of industry or certain modes of transport , where direct electrification is , currently , technically or economically challenging. such investments include hydrogen and electrolysers , which are progressing towards commercial large-scale deployment. the commission’s hydrogen strategy gives priority to hydrogen production from renewable electricity , which is the cleanest solution and is most compatible with the eu climate neutrality objective. in a transitional phase however , other forms of low-carbon hydrogen are needed to more rapidly replace existing hydrogen and kick-start an economy of scale. ### (13) the commission’s communication on energy system integration underlines the need for integrated energy infrastructure planning across energy carriers , infrastructures , and consumption sectors. such system integration starts from the point of departure of applying the energy efficiency first principle and taking a holistic approach beyond individual sectors. it also addresses the decarbonisation needs of the hard to abate sectors , such as parts of industry or certain modes of transport , such as aviation and deep-sea shipping , where the priority option of direct electrification is not possible. such investments include hydrogen and electrolysers , which are progressing towards commercial large-scale deployment. the commission’s hydrogen strategy gives priority to hydrogen production from additional renewable electricity , which is the cleanest solution and is most compatible with the eu climate neutrality objective.


### (13) the commission’s communication on energy system integration underlines the need for integrated energy infrastructure planning across energy carriers , infrastructures , and consumption sectors. such system integration starts from the point of departure of applying the energy efficiency first principle and taking a holistic approach beyond individual sectors. it also addresses the decarbonisation needs of the hard to abate sectors , such as parts of industry or certain modes of transport , where direct electrification is , currently , technically or economically challenging. such investments include hydrogen and electrolysers , which are progressing towards commercial large-scale deployment. the commission’s hydrogen strategy gives priority to hydrogen production from renewable electricity , which is the cleanest solution and is most compatible with the eu climate neutrality objective. in a transitional phase however , other forms of low-carbon hydrogen are needed to more rapidly replace existing hydrogen and kick-start an economy of scale. ### (13) the commission’s communication on energy system integration underlines the need for integrated energy infrastructure planning across energy carriers , infrastructures , and consumption sectors. such system integration starts from the point of departure of applying the energy efficiency first principle and taking a holistic approach beyond individual sectors. it also addresses the decarbonisation needs of the hard to abate sectors , such as parts of industry or certain modes of transport , where direct electrification is , currently , technically or economically challenging. such investments include hydrogen and electrolysers , which are progressing towards commercial large-scale deployment. the commission’s hydrogen strategy gives priority to hydrogen production from additional renewable electricity , which is the cleanest solution and is most compatible with the eu climate neutrality objective.


### (13) the commission’s communication on energy system integration underlines the need for integrated energy infrastructure planning across energy carriers , infrastructures , and consumption sectors. such system integration starts from the point of departure of applying the energy efficiency first principle and taking a holistic approach beyond individual sectors. it also addresses the decarbonisation needs of the hard to abate sectors , such as parts of industry or certain modes of transport , where direct electrification is , currently , technically or economically challenging. such investments include hydrogen and electrolysers , which are progressing towards commercial large-scale deployment. the commission’s hydrogen strategy gives priority to hydrogen production from renewable electricity , which is the cleanest solution and is most compatible with the eu climate neutrality objective. in a transitional phase however , other forms of low-carbon hydrogen are needed to more rapidly replace existing hydrogen and kick-start an economy of scale. ### (13) the commission’s communication on energy system integration underlines the need for integrated energy infrastructure planning across energy carriers , infrastructures , and consumption sectors. such system integration starts from the point of departure of applying the principle of 'energy efficiency first' and taking a holistic approach beyond individual sectors. it also addresses the decarbonisation needs of the hard to abate sectors , such as parts of industry or certain modes of transport , where direct electrification is , currently , technically challenging. such investments include hydrogen infrastructures and electrolysers , which are progressing towards commercial large-scale deployment. the commission’s hydrogen strategy gives priority to hydrogen production from additional renewable electricity , which is the only solution genuinely compatible with the eu climate neutrality objective.


### (14) moreover , the commission’s hydrogen strategy29 concluded that for the required deployment of hydrogen a large-scale infrastructure network is an important element that only the union and the single market can offer. there is currently very limited dedicated infrastructure in place to transport and trade hydrogen across borders. such should consist of a significant extent of assets converted from natural gas , complemented by new assets dedicated to hydrogen. furthermore , the hydrogen strategy sets a strategic goal to increase installed electrolyser capacity to 40 gw by 2030 in order to scale up the production of renewable hydrogen and facilitate the decarbonisation of fossil-fuel dependent sectors , such as industry or transport. therefore , the ten-e policy should include new and repurposed hydrogen transmission infrastructure and storage as well as electrolyser facilities. hydrogen transmission and storage infrastructure should also be included in the union-wide ten-year network development plan so as to allow a comprehensive and consistent assessment of their costs and benefits for the energy system , including their contribution to sector integration and decarbonisation , with the aim of creating a hydrogen backbone for the union. ### (14) moreover , the commission’s hydrogen strategy29 concluded that for the required deployment of hydrogen a large-scale infrastructure network is an important element that only the union and the single market can offer. there is currently very limited dedicated infrastructure in place to transport and trade hydrogen across borders. such should consist of a significant extent of assets converted from natural gas , complemented by new assets dedicated to hydrogen. furthermore , the hydrogen strategy sets a strategic goal to increase installed electrolyser capacity to 40 gw by 2030 in order to scale up the production of renewable hydrogen and facilitate the decarbonisation of fossil-fuel dependent sectors , such as industry or heavy-duty and long haul transport. therefore , the ten-e policy should include new and repurposed hydrogen transmission infrastructure and storage as well as electrolyser facilities. hydrogen transmission and storage infrastructure should also be included in the union-wide ten-year network development plan so as to allow a comprehensive and consistent assessment of their costs and benefits for the energy system , including their contribution to sector integration and decarbonisation , with the aim of creating a hydrogen backbone for the union.


### (15) moreover , a new infrastructure category should be created for smart gas grids to support investments which integrate renewable and low carbon gases such as biogas , biomethane , and hydrogen , in the network and help manage a resulting more complex system , building on innovative digital technologies. ### deleted


### (16) regulation (eu) no 347/2013 requires a candidate project of common interest to prove a significant contribution to at least one criterion from a set of criteria in the process for the elaboration of the union list , which may , but does not need to , include sustainability. that requirement , in line with the specific needs of the internal energy market at the time , enabled development of projects of common interest which addressed only security of supply risks even if they did not demonstrate benefits in terms of sustainability. however , given the evolution of the union infrastructure needs and the decarbonisation goals , the conclusions of the 2020 july european council , according to which “union expenditure should be consistent with paris agreement objectives and the "do no harm" principle of the european green deal , sustainability in terms of the integration of renewable energy sources into the grid or the reduction of greenhouse gas emissions , as relevant , should be assessed in order to ensure that ten-e policy is coherent with energy and climate policy objectives of the union. the sustainability of co2 transport networks is addressed by their purpose to transport carbon dioxide. ### (16) regulation (eu) no 347/2013 requires a candidate project of common interest to prove a significant contribution to at least one criterion from a set of criteria in the process for the elaboration of the union list , which may , but does not need to , include sustainability. that requirement , in line with the specific needs of the internal energy market at the time , enabled development of projects of common interest which addressed only security of supply risks even if they did not demonstrate benefits in terms of sustainability. however , given the evolution of the union infrastructure needs and the decarbonisation goals , the conclusions of the 2020 july european council , according to which “union expenditure should be consistent with paris agreement objectives and the "do no harm" principle of the european green deal , sustainability in terms of the integration of renewable energy sources into the grid , the reduction of greenhouse gas emissions or the relief of pressure on the environment , as relevant , should be assessed in order to ensure that ten-e policy is coherent with energy , climate and environmental policy objectives of the union. sustainability criteria must be robust and reproducible in order to enable comparison of ten-e projects in that regard.


### (16) regulation (eu) no 347/2013 requires a candidate project of common interest to prove a significant contribution to at least one criterion from a set of criteria in the process for the elaboration of the union list , which may , but does not need to , include sustainability. that requirement , in line with the specific needs of the internal energy market at the time , enabled development of projects of common interest which addressed only security of supply risks even if they did not demonstrate benefits in terms of sustainability. however , given the evolution of the union infrastructure needs and the decarbonisation goals , the conclusions of the 2020 july european council , according to which “union expenditure should be consistent with paris agreement objectives and the "do no harm" principle of the european green deal , sustainability in terms of the integration of renewable energy sources into the grid or the reduction of greenhouse gas emissions , as relevant , should be assessed in order to ensure that ten-e policy is coherent with energy and climate policy objectives of the union. the sustainability of co2 transport networks is addressed by their purpose to transport carbon dioxide. ### (16) regulation (eu) no 347/2013 requires a candidate project of common interest to prove a significant contribution to at least one criterion from a set of criteria in the process for the elaboration of the union list , which may , but does not need to , include sustainability. that requirement , in line with the specific needs of the internal energy market at the time , enabled development of projects of common interest which addressed only security of supply risks even if they did not demonstrate benefits in terms of sustainability. however , given the evolution of the union infrastructure needs and the decarbonisation goals , the conclusions of the 2020 july european council , according to which “union expenditure should be consistent with paris agreement objectives and the "do no harm" principle of the european green deal , sustainability in terms of the integration of renewable energy sources into the grid or the reduction of greenhouse gas emissions , as relevant , should be assessed in order to ensure that ten-e policy is coherent with energy and climate policy objectives of the union.


### (16) regulation (eu) no 347/2013 requires a candidate project of common interest to prove a significant contribution to at least one criterion from a set of criteria in the process for the elaboration of the union list , which may , but does not need to , include sustainability. that requirement , in line with the specific needs of the internal energy market at the time , enabled development of projects of common interest which addressed only security of supply risks even if they did not demonstrate benefits in terms of sustainability. however , given the evolution of the union infrastructure needs and the decarbonisation goals , the conclusions of the 2020 july european council , according to which “union expenditure should be consistent with paris agreement objectives and the "do no harm" principle of the european green deal , sustainability in terms of the integration of renewable energy sources into the grid or the reduction of greenhouse gas emissions , as relevant , should be assessed in order to ensure that ten-e policy is coherent with energy and climate policy objectives of the union. the sustainability of co2 transport networks is addressed by their purpose to transport carbon dioxide. ### (16) regulation (eu) no 347/2013 requires a candidate project of common interest to prove a significant contribution to at least one criterion from a set of criteria in the process for the elaboration of the union list , which may , but does not need to , include sustainability. that requirement , in line with the specific needs of the internal energy market at the time , enabled development of projects of common interest which addressed only security of supply risks even if they did not demonstrate benefits in terms of sustainability. however , given the evolution of the union infrastructure needs and the decarbonisation goals , the conclusions of the 2020 july european council , according to which "union expenditure should be consistent with paris agreement objectives and the "do no significant harm" to the environment in accordance with article 17 of the [sustainable finance regulation] , as well as the european parliament’s resolution of 10 july 2020 on the revision of the guidelines for trans-european energy infrastructure underlining the priority of the principle of ‘energy efficiency first’ and sustainability in terms of , inter alia , the integration of renewable energy sources into the grid , alternatives to additional infrastructures through energy efficiency measures and the reduction of greenhouse gas emissions , as relevant , should be assessed in order to ensure that ten-e policy is coherent with energy and climate policy objectives of the union. mandatory sustainability criteria should be met by all infrastructure projects in order to be eligible to acquire the pci or pmi status , and such criteria should be robust and reproducible in order to enable comparison of ten-e projects in that regard.


### (23) following close consultations with all member states and stakeholders , the commission has identified 13 strategic trans-european energy infrastructure priorities , the implementation of which is essential for the achievement of the union’s 2030 and 2050 energy and climate policy targets. those priorities cover different geographic regions or thematic areas in the field of electricity transmission and storage , offshore grids for renewable energy , hydrogen transmission and storage , electrolysers , smart gas grids , smart electricity grids , and carbon dioxide transport. ### (23) following close consultations with all member states and stakeholders , the commission has identified 13 strategic trans-european energy infrastructure priorities , the implementation of which is essential for the achievement of the union’s 2030 and 2050 energy and climate policy targets. those priorities cover different geographic regions or thematic areas in the field of electricity transmission and storage , offshore grids for renewable energy , hydrogen transmission and storage , electrolysers , and smart electricity grids.


### (23) following close consultations with all member states and stakeholders , the commission has identified 13 strategic trans-european energy infrastructure priorities , the implementation of which is essential for the achievement of the union’s 2030 and 2050 energy and climate policy targets. those priorities cover different geographic regions or thematic areas in the field of electricity transmission and storage , offshore grids for renewable energy , hydrogen transmission and storage , electrolysers , smart gas grids , smart electricity grids , and carbon dioxide transport. ### (23) following close consultations with all member states and stakeholders , the commission has identified 13 strategic trans-european energy infrastructure priorities , the implementation of which is essential for the achievement of the union’s 2030 and 2050 energy and climate policy targets. those priorities cover different geographic regions or thematic areas in the field of electricity transmission and storage , offshore grids for renewable energy , hydrogen transmission and storage , electrolysers , smart electricity grids.


### (28) the process of permit granting should neither lead to administrative burdens which are disproportionate to the size or complexity of a project , nor create barriers to the development of the trans-european networks and market access. ### (28) the process of permit granting should always respect the procedures envisaged in the eu environmental legislation as well as those for early and inclusive stakeholder participation while trying to reduce the administrative burdens which are disproportionate to the size or complexity of a project , nor create barriers to the development of the trans-european networks and market access.


### (29) the planning and implementation of union projects of common interest in the areas of energy , transport and telecommunication infrastructure should be coordinated to generate synergies whenever it is feasible from an overall economic , technical , environmental , climate or spatial planning point of view and with due regard to the relevant safety aspects. thus , during the planning of the the various european networks , it should be possible to give preference to integrating transport , communication and energy networks in order to ensure that as little land as possible is taken up , whilst ensuring , where possible , that existing or disused routes are reused , in order to reduce to a minimum any negative social , economic , environmental , climate and financial impact. ### (29) the planning and implementation of union projects of common interest in the areas of energy , transport and telecommunication infrastructure should be coordinated to generate synergies whenever it is feasible from an overall economic , technical , environmental , climate and spatial planning point of view and with due regard to the relevant safety aspects , the energy efficiency first and the do-no-harm principle. thus , during the planning of the various european networks , it should be possible to give preference to integrating transport , communication and energy networks in order to ensure that as little land as possible is taken up , whilst ensuring , where possible , that existing or disused routes are reused , in order to reduce to a minimum any negative social , economic , environmental , climate and financial impact.


### (30) projects of common interest should be given ‘priority status’ at national level to ensure rapid administrative treatment and should be considered by competent authorities as being in the public interest. for reasons of overriding public interest , projects which have an adverse impact on the environment should be authorised where all the conditions set out in council directive 92/43/eec34 and directive 2000/60/ec of the european parliament and of the council35 are met. ### (30) projects of common interest should be given ‘priority status’ at national level to ensure rapid administrative treatment and should be considered by competent authorities as being in the public interest. for reasons of overriding public interest , the commission should provide binding guidelines on impact assessment and cost-benefit analysis for projects which have an adverse impact on the environment.


### addresses the identification of projects of common interest necessary to implement priority corridors and areas falling under the energy infrastructure categories in electricity , smart gas grids , hydrogen , electrolysers , and carbon dioxide set out in annex ii (‘energy infrastructure categories’); ### addresses the identification of projects of common interest necessary to implement priority corridors and areas falling under the energy infrastructure categories in electricity , hydrogen , electrolysers set out in annex ii (‘energy infrastructure categories’);


### (8) ‘smart electricity grid’ means an electricity network where the grid operator can digitally monitor the actions of the users connected to it , and information and communication technologies (ict) for communicating with related grid operators , generators , consumers and/or prosumers , with a view to transmitting electricity in a sustainable , cost-efficient and secure way; ### (8) ‘smart electricity grid’ means an electricity network where the grid operator can digitally monitor the actions of the users connected to it , and information and communication technologies (ict) for communicating with related grid operators , generators , consumers and/or prosumers and e-mobility with a view to transmitting electricity in a sustainable , cost-efficient and secure way; the possibility to use the electric vehicle as battery enables and empowers citizens to effectively participate in the energy market;


### (9) ‘smart gas grid’ means a gas network that makes use of innovative digital solutions to integrate in a cost efficient manner a plurality of low-carbon and renewable gas sources in accordance with consumers’ needs and gas quality requirements in order to reduce the carbon footprint of the related gas consumption , enable an increased share of renewable and low-carbon gases , and create links with other energy carriers and sectors; ### deleted


### (9) ‘smart gas grid’ means a gas network that makes use of innovative digital solutions to integrate in a cost efficient manner a plurality of low-carbon and renewable gas sources in accordance with consumers’ needs and gas quality requirements in order to reduce the carbon footprint of the related gas consumption , enable an increased share of renewable and low-carbon gases , and create links with other energy carriers and sectors; ### (9) 'heating and cooling network’ means a highly energy efficient , 4th or 5th generation , low temperature heating network and a highly energy efficient cooling network , using renewable energy based heat and cold or unavoidable excess heat and cold , as well as related conversion or storage equipment;


### the commission shall be empowered to adopt delegated acts in accordance with article 20 supplementing this regulation concerning the scope and composition of the priority corridors and areas. ### deleted


### 2. each group shall adopt its own rules of procedure , having regard to the provisions set out in annex iii. ### 2. each group shall adopt its own rules of procedure , having regard to the provisions set out in annex iii , which shall also include rules regarding the prevention of any conflict of interest and the application of the principle of transparency.


### 3. the decision-making body of each group shall adopt a regional list of proposed projects of common interest drawn up in accordance with the process set out in section 2 of annex iii , the contribution of each project to implementing the energy infrastructure priority corridors and areas and their fulfilment of the criteria set out in article 4. ### 3. the decision-making body of each group , after prior consultation of the energy infrastructure committee , shall adopt a regional list of proposed projects of common interest drawn up in accordance with the process set out in section 2 of annex iii , the contribution of each project to implementing the energy infrastructure priority corridors and areas and their fulfilment of the criteria set out in article 4.