### 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 , could be better targeted to deliver the expected results; calls on the commission to share best practices for the drafting and better incentivise the implementation of aqps , which are best realized by municipal and local authorities given the localised nature of the drivers and consequences of air pollution;


### 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. notes members states produce public annual reports for all pollutants covered by this directive and report yearly to the commission according to art 27; regrets 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 without increasing bureaucracy; suggests a more pragmatic approach which drives the trend in a positive way , by providing incentives rather than obligations;


### 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. points out that the commission does not analyse nor give any feedback to the aqps , especially their measures , reported by member states; notes that proper and critical feedback to the reported aqps could help member states to design better aqps with more effective measures and it could prevent noncompliance with air quality standards; 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 reporting obligation for the implementation of 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;


### 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 as of october 2019 , 32 infringement procedures against 20 member states remained pending; urges the commission to review the current enforcement procedure for the aaq directives;


### 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 as of october 2019 , 32 infringement procedures against 20 member states remained pending; considers that persistent and systemic1a 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;


### 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 accessible , objective information on air quality is being provided to the public in near-real time by the eea based on member states’ reporting of validated , up-to-date data1a; calls for further harmonisation of air quality information presentation at all geographical scales across member states and regions of the eu , including on progress-made and on possible health effects , where adequate;


### 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 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;


### 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. points out that in october 2020 the commission has presented a proposal for a revision of the aarhus regulation; stresses that all matters related to the aarhus convention should be dealt with in the aarhus regulation directly;


### 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. 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 and calls on the council to facilitate its implementation which is of particular relevance where the council is acting in its legislative capacity;


### 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 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 , canals and lakes;


### 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 , canals and lakes , which would make urban mobility more sustainable and effective;


### 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 more investment in updating physical and digital waterway infrastructure (for example , locks , bridges and interoperable deployment of digital technologies across borders) is key in order to maintain the reliability of inland waterway transport and boost the competitiveness of the sector , while respecting the applicable environmental law;


### 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 low water levels which could worsen due to climate change effects; deplores , however , that the problems of the inland waterway sector , caused by the low water levels , have not been taken duly into account while solutions are available; therefore stresses that coherent action needs to be taken , such as fleet adaptation (type of ships , quantity of fleet , spare capacity) , optimisation of ship design , taking into account the inland waterway vessel’s versatility , better infrastructure management and development , improved water level information and forecasting as well as cooperation with rail during low water periods , time-charter contracts for vessels which are able to operate during low water tide periods , implementation of digital tools and increasing storage capacity in ports;


### 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 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 and other air pollutants 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;


### 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 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; considers furthermore that member states should have the opportunity to set a decreasing or zero tax rate for the use of shore-side electricity and zero-emission fuels;


### 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 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; points out that digitalisation could bring significant benefits for the collection and analysis of data related to the inland waterway transport sector , for the safety and for energy efficiency reasons , contributing to further emission reduction; stresses in this regard the need to further harmonise river information services (ris) , aiming to 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;


### 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 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; considers that a dedicated governance structure is needed to continuously and regularly monitor , evaluate and improve in order to use the most updated technologies and innovation;


### 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 transport data are available through a single point of access in order to achieve efficiency gains in waterborne freight transport and to ensure interoperability of data with other modes of 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;


### 9. highlights that increased automation brings the reality of synchromodal transport in europe closer; insists therefore on the need for a european roadmap for smart and autonomous inland waterway transport systems that supports research , the development and successful implementation of smart ships and ports , and digital interoperability; ### 9. highlights that increased automation brings the reality of synchromodal transport in europe closer; calls on the commission , based on an impact assessment and a broad consultation with all relevant stakeholders , to consider the necessary revisions of all related legislation in order to facilitate the uptake of autonomous shipping , particularly concerning the responsibilities of crew in emergencies or system failure , clarification of liability issues in case of damages , and more in general on the safety aspects of autonomous vessels , in order to achieve a certain level of harmonisation at eu level1d; stresses that this would help to ensure the safety of autonomous vessels and thereby increase the uptake of the technology across europe; insists therefore on the need for a european roadmap for smart and autonomous inland waterway transport systems that supports research , the development and successful implementation of autonomous ships , smart ports , and digital interoperability , as well as ensures the deployment of remote vessel control and remote lock management; in this regard , stresses the need for smart infrastructure as well as the necessary training , up-skilling and re-skilling of crew , which could be supported under the social investments and skills window in the investeu programme;


### 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 , in particular with rail infrastructures , 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 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 rail infrastructure , with a focus on connecting to the ten-t core and comprehensive networks 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 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; moreover stresses the potential of a flexible infrastructure system , e.g. including mobile generators;


### 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. highlights the possibility 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 the development and roll-out of alternative propulsion systems for vessels and the necessary infrastructure; stresses , however , that these funding instruments are not suitable for smes , family businesses and other micro-sized enterprises , carrying the risk that these smaller projects are not eligible;


### 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 complete the ten-t core and comprehensive networks , to finance investments in alternative fuels and propulsion systems , adequate ships and climate-resilient infrastructure;


### 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 should be significantly reduced and access to funding improved;


### 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. therefore , 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 contributions , and should provide for the possibility of blending with the cef and the structural and cohesion funds and national funds where possible;


### passenger transport and urban mobility ### passenger transport , urban mobility and tourism


### 2. notes that the agency executed eur 79 ,15 million in current year commitment appropriations representing 98 ,9 % of the total budget of the year and eur 77 ,98 million in current year payment appropriations (96 ,1 % of the total budget); notes that 1 ,78 % of payment appropriations were cancelled , thereby complying with the target of less than 5 % cancellation set by the commission; ### 2. notes that the agency executed eur 79 ,15 million in current year commitment appropriations representing 98 ,9 % of the total budget of the year and eur 77 ,98 million in current year payment appropriations (96 ,1 % of the total budget); notes that 1 ,78 % of payment appropriations were cancelled , thereby complying with the target of less than 5 % cancellation set by the commission; welcomes furthermore the improvement concerning the number of payments done out of the prescribed timeframes , which has declined1a


### 5. welcomes the fact that in 2020 the internal audit service of the commission and the european court of auditors did not issue any critical recommendations or observations that could lead to a reservation in the annual declaration of assurance; ### 5. welcomes the fact that in 2020 the internal audit service of the commission and the european court of auditors did not issue any critical recommendations or observations that could lead to a reservation in the annual declaration of assurance; however , stresses the need to minimise risks for internal budgetary control weaknesses as much as possible1a but welcomes the agency’s measures of june 2021 as a response to that;


### 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; 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 facilitate market-driven investments in offshore renewable energy and to seize , in particular , the opportunity provided by the recovery and resilience facility (rrf) in this regard;


### 1. underlines that renewable energy is key for decarbonisation , and welcomes the commission’s ambition to reach 340 gw offshore renewable energy capacity by 2050; ### 1. recalls the eu’s objective of achieving climate neutrality by 2050 at the latest; underlines that renewable energy is key for decarbonisation , and that it must be deployed in a coordinated manner taking into account all three pillars of sustainability; welcomes the commission’s ambition in its strategy to reach 340 gw offshore renewable energy capacity by 2050;


### 2. recalls that offshore renewable energy has an impact on fisheries and aquaculture; calls for the establishment of dialogue and cooperation with fishers at an early stage; emphasises the need to take into account local ecosystems and specificities , with an integrated management approach via marine spatial planning; welcomes the commission’s further analysis on the interactions between offshore renewable energy and other sea activities; ### 2. recalls that offshore renewable energy has an impact on fisheries and aquaculture , as well as on ecosystems and biodiversity; for example , due to relocation of fishing areas , underwater noise pollution , and risks of collisions; calls , therefore for the establishment of networks , dialogue and cooperation with fishers and their organisations , at an early stage , to ensure fair and proper coexistence of activities through public participation , especially on areas for installations and grid infrastructure , and security zones , with feedback from experience and best practices exchange , in order to guarantee acceptance; emphasises the need to take into account local ecosystems and specificities , before the implementation of a project , with an integrated management approach via marine spatial planning; welcomes in this regard the commission’s further analysis on the interactions between offshore renewable energy and other sea activities;


### 3. underlines the opportunities that offshore renewable energy can offer to coastal tourism regions , both by increasing the energy-related sustainability of tourist stays , and by balancing seasonal economic effects , providing stable and predictable jobs and growth in local renewable offshore industries and small and medium-sized enterprises (smes) all year round; ### 3. underlines the opportunities that offshore renewable energy can offer to coastal tourism regions , both by increasing the energy-related sustainability of tourist stays , enhancing the appeal of the coastline , and by balancing seasonal economic effects , providing stable and predictable jobs and growth in local renewable offshore industries and small and medium-sized enterprises (smes) all year round;


### 3. emphasises that the deployment of offshore renewable energy should also be an opportunity for other activities , through an environmental , social and economic co-benefits approach , thus benefiting fishers and local communities; ### 3. emphasises that the deployment of offshore renewable energy should also be an opportunity for other activities , through an environmental , social and economic co-benefits approach , thus benefiting fishers and local communities , according to which each activity benefits from the other , for example , for marine biodiversity and fish stocks preservation through reef effect and reserve effect , for marine knowledge through data collection with sensors installed on infrastructures , for local job creation , including ports development and modernisation , especially fishing ports , thus benefiting the whole community from citizens , fishers and local communities , industries , to scientists; in this respect , positive impact infrastructures should be promoted; highlights the importance of continuously improving the involvement all stakeholders including fishers in developing , revising and implementing the maritime spatial plans of member states;


### 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 , with management committees , if in line with conservation objectives , 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 the funding of research and development into 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; considers that the european union must do everything in its power to retain its position as leader in wind energy;


### 5. recalls that offshore wind energy is one of the most advanced technologies , but that other technologies are also very promising , and are sometimes already available and more appropriate in some territories where fishing takes place; calls for additional support for research and development; ### 5. recalls that offshore wind energy is one of the most advanced technologies , however other technologies having less impact on fisheries and aquaculture are also very promising and are sometimes already available , such as thermal energy , wave energy , tidal energy , renewable hydrogen , biofuels from algae etc. , and can be more appropriate in some territories where fishing takes place; calls for additional support for research and development in order to accelerate the deployment of different offshore renewable energy;


### 6. underlines that outermost regions and islands are highly dependent on fossil fuel imports despite having opportunities for renewables; calls on the commission and member states to pay special attention to the development of offshore renewable energy in these territories; ### 6. underlines that outermost regions and islands energy mixes are highly dependent on fossil fuel imports despite having opportunities for renewables; calls on the commission and member states to pay special attention and dedicate specific funding for developing offshore renewable energy in these territories in order to minimize dependency on fossil energy;


### 7. emphasises that a long-term vision is necessary to assess the impact of offshore renewable energy on other activities , such as fishing , local communities and ecosystems; calls for a circular economy and life cycle approach for these projects. ### 7. emphasises that a long-term vision is necessary to assess the impact of offshore renewable energy on other activities , such as fishing , local communities and ecosystems; calls for a circular economy and life cycle approach for these projects , and for assessments to this end to be carried out on infrastructures prior to the execution of projects , in order to foster eco-conception through specific materials and designs of the infrastructures which can enhance the development of local biodiversity , and to have plans for the end of the project , such as through using recycling methods or maintaining infrastructure as artificial reef.


### 3. notes that , due to the unprecedented situation caused by the covid-19 pandemic , the agency revised its annual work programme in march 2020 complementing the existing priorities and objectives by actively supporting its stakeholders and addressing the new challenges; notes from the agency’s replies to the standard questionnaire that despite around 35 to 40 % of objectives/kpis being impacted by the pandemic the agency was able to achieve 90 % of its annual work programme targets; ### 3. notes that the agency , as an aviation sector regulator , has been widely affected by the covid-19 pandemic; welcomes the fact that the agency has refocused its business continuity plan (bcp) and responded on the specific covid-19 health and safety aspects for the agency's staff members , aviation personnel , passengers and other stakeholders in the aviation sector in general; notes that the agency revised its annual work programme in march 2020 complementing the existing priorities and objectives by actively supporting its stakeholders and addressing the new challenges; notes from the agency’s replies to the standard questionnaire that despite around 35 to 40 % of objectives/kpis being impacted by the pandemic the agency was able to achieve 90 % of its annual work programme targets;


### 8. notes the gender balance within the agency’s senior management members , with 20 out of 25 (80 %) being men; notes the gender balance in the agency’s management board , with 60 out of 80 (75 %) being men; notes the gender balance within the agency’s overall staff , with 508 out of 744 (68 ,28 %) being men; ### 8. is concerned by the lack of gender balance at the senior management within the agency’s senior management members , with 20 out of 25 (80 %) being men; notes the gender balance in the agency’s management board , with 60 out of 80 (75 %) being men; notes the gender balance within the agency’s overall staff , with 508 out of 744 (68 ,28 %) being men;


### (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 a swift european energy transition , including rapid electrification , scaling up of renewable electricity generation , the increased use of green gases , energy system integration and a higher uptake of innovative and digital 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 , 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 generation , the increased use of renewable and low-carbon gases , energy system integration and a higher uptake of innovative and digital solutions.


### (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 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 carbon-free 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 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. this fact combined with fossil fuel infrastructure not being compatible with the union climate neutrality goal causes gas infrastructure to no longer qualify as projects of common interests. 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 can support the decarbonisation of the transport sector.


### (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 as soon as possible and by 2050 at the latest and higher levels of greenhouse gas emission reductions by 2030 , the european parliament has called for 60% reductions , europe will need a more integrated energy system , relying on higher levels of electrification based on carbon-free sources. 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. ### (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 and decentralized energy system , relying on higher levels of electrification based on renewable sources. 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. ### (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 , putting security of supply , energy affordability and environmental sustainability in line with the energy efficiency first principle.


### (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 , 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. further enhancing the decarbonisation of the transport sector should become one of the criteria for the selection of projects of common interest;


### (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 current ten-e framework does not 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. it should therefore allow for and directly contribute to deploy the potential of the european regions , including the geothermal potential of the european basins. besides the new political context and objectives , technological development has been rapid in the past decade , and more knowledge is available allowing to better reconcile renewable energy and other environmental and climate objectives. these developments 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 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. 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 could be supported through the ten-e policy only insofar as there are no cost-competitive alternatives as a transitional solution to reduce greenhouse gas emissions. 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. 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 infrastructure support through the ten-e policy should be technology neutral and based on life cycle emissions assessments to avoid future lock-in effects. 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. 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 , infrastructure support through the ten-e policy should be technology neutral and based on life cycle emissions assessments to avoid future lock-in effects. 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. 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 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. 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 , green and pink 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.


### (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 renewable electricity , which is the cleanest solution and is most compatible with the eu climate neutrality objective. in addition , fossil free and low carbon hydrogen solutions 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 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. green and pink hydrogen is the only solution which is compatible with the eu climate neutrality objective as well as being economically efficient.


### (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 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 , as a solution 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 production pathways , 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 realize a cost-competitive eu hydrogen economy based on economies of scale , innovation and learning effects.


### (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 in policy and 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.


### (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. in addition , new opportunities for cooperation on hydrogen deployment with neighbouring countries and regions and a special attention to the countries in the process of accession to the european union should be actively promoted. 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 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. only green and pink hydrogen is compatible with the eu climate neutrality objective and economically efficient , thus only green and pink hydrogen production and transmission should be considered in the ten-e policy. 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 green and pink 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 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. 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 focus on electrolyser facilities , new and repurposed hydrogen transmission infrastructure and storage linked to renewable energy production. 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.


### (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 at cost-efficient scale , 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.


### (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


### (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. ### (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 and digital technologies.


### (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 , alternatives e.g. in form of autonomous energy production , the reduction of greenhouse gas emissions , zero pollution , nature conservation , as relevant , should be assessed in order to ensure that ten-e policy is coherent with green deal 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 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 , to allow for cost-effective decarbonisation .


### (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 carbon-free 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.


### (18) furthermore , to achieve the union’s 2030 and 2050 climate and energy targets and climate neutrality objective , europe needs to significantly scale up renewable electricity generation. the existing infrastructure categories for electricity transmission and storage are crucial for the integration of the significant increase in renewable electricity generation in the power grid. in addition , that requires stepping up investment in offshore renewable energy30 . coordinating long-term planning and development of offshore and onshore electricity grids should also be addressed. in particular , offshore infrastructure planning should move away from the project-by-project approach towards a coordinated comprehensive approach ensuring the sustainable development of integrated offshore grids in line with the offshore renewable potential of each sea basin , environmental protection and other uses of the sea. ### (18) furthermore , to achieve the union’s 2030 and 2050 climate and energy targets and climate neutrality objective , europe needs to significantly scale up renewable electricity generation. the existing infrastructure categories for electricity transmission and storage are crucial for the integration of the significant increase in renewable electricity generation in the power grid. in addition , that requires stepping up investment in offshore renewable energy30 . coordinating long-term planning and development of offshore and onshore electricity grids should also be addressed. in particular , offshore infrastructure planning should move away from the project-by-project approach towards a coordinated comprehensive approach ensuring the sustainable development of integrated offshore grids in line with the offshore renewable potential of each sea basin , environmental protection and other uses of the sea. it should be taken into account , that the possibilities of producing offshore wind power differ in different regions of the union. commitments and other solutions concerning offshore wind power should be made in connection to other decisions relating to the production of renewable energy.


### (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 gas grids , smart electricity grids , and carbon dioxide transport and storage.


### (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 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 , heating and cooling systems , 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 , distribution and storage , offshore grids for renewable energy , hydrogen transmission , distribution and storage , electrolysers , smart electricity grids , and carbon dioxide transport , collection and storage.