### (12) the energy performance of buildings should be calculated on the basis of a methodology , which may be differentiated at national and regional level. that includes , in addition to thermal characteristics , other factors that play an increasingly important role such as heating and air-conditioning installations , application of energy from renewable sources , building automation and control systems , smart solutions , passive heating and cooling elements , shading , indoor air-quality , adequate natural light and design of the building. the methodology for calculating energy performance should be based not only on the season in which heating or air-conditioning is required , but should cover the annual energy performance of a building. that methodology should take into account existing european standards. the methodology should ensure the representation of actual operating conditions and enable the use of metered energy to verify correctness and for comparability , and the methodology should be based on hourly or sub-hourly time-steps. in order to encourage the use of renewable energy on-site , and in addition to the common general framework , member states should take the necessary measures so that the benefits of maximising the use of renewable energy on-site , including for other-uses (such as electric vehicle charging points) , are recognised and accounted for in the calculation methodology. ### (12) the energy performance of buildings should be calculated on the basis of a methodology , which may be differentiated at national and regional level. that includes , in addition to thermal characteristics , other factors that play an increasingly important role such as heating and air-conditioning installations , application of energy from renewable sources , building automation and control systems , smart solutions , passive heating and cooling elements , shading , indoor air-quality , adequate natural light and design of the building. the methodology for calculating energy performance should be based not only on the season in which heating or air-conditioning is required , but should cover the annual energy performance of a building. that methodology should take into account existing european standards. the methodology should ensure the representation of actual operating conditions and enable the use of metered energy to verify correctness and for comparability , and the methodology should be based on hourly or sub-hourly time-steps. in order to encourage the use of renewable energy on-site , and in addition to the common general framework , member states should take the necessary measures so that the benefits of maximising the use of renewable energy on-site , including for other-uses (such as electric vehicle charging points) , are recognised and accounted for in the calculation methodology. efforts to improve the energy performance of buildings should respect their architectural quality , including the contribution this makes to people's quality of life. for these reasons , european citizens should be given access to the solution or product that is consistent with the urban regulations designed to protect the aesthetics of buildings or high-quality architecture , provided they are included in the ecodesign schemes provided for by regulation no 206/2012 of 6 march 2012 and directive 2009/125/ec , and be allowed to assess the energy efficiency of the different solutions that meet the requirements set in these regulations.


### (35) member states should support energy performance upgrades of existing buildings that contribute to achieving a healthy indoor environment , including through the removal of asbestos and other harmful substances , preventing the illegal removal of harmful substances , and facilitating compliance with existing legislative acts such as directives 2009/148/eu37 and (eu) 2016/228438 of the european parliament and of the council. ### (35) member states should support energy performance upgrades of existing buildings that contribute to achieving a healthy indoor environment , including through the removal of asbestos , following acoustic safety and other harmful substances , preventing the illegal removal of harmful substances , and facilitating compliance with existing legislative acts such as directives 2009/148/eu37 and (eu) 2016/228438 of the european parliament and of the council.


### (37) combined with an increased share of renewable electricity production , electric vehicles produce fewer greenhouse gas emissions. electric vehicles constitute an important component of a clean energy transition based on energy efficiency measures , alternative fuels , renewable energy and innovative solutions for the management of energy flexibility. building codes can be effectively used to introduce targeted requirements to support the deployment of recharging infrastructure in car parks of residential and non-residential buildings. member states should remove barriers such as split incentives and administrative complications which individual owners encounter when trying to install a recharging point on their parking space. ### (37) combined with an increased share of renewable electricity production , electric vehicles produce fewer greenhouse gas emissions. electric vehicles constitute an important component of a clean energy transition based on energy efficiency measures , alternative fuels , renewable energy and innovative solutions for the management of energy flexibility. building codes can be effectively used to introduce targeted requirements to support the deployment of recharging infrastructure in car parks of residential and non-residential buildings as well as in truck depots and logistic hubs. member states should remove barriers such as split incentives and administrative complications which individual owners encounter when trying to install a recharging point on their parking space.


### 13. ‘energy from renewable sources’ means energy from renewable non-fossil sources , namely wind , solar (solar thermal and solar photovoltaic) , and geothermal energy , ambient energy , tide , wave and other ocean energy , hydropower , biomass , landfill gas , sewage treatment plant gas , and biogas; ### 13. ‘energy from renewable sources’ means energy from renewable non-fossil sources , namely wind , solar (solar thermal and solar photovoltaic) ,and geothermal energy , ambient energy , tide , wave and other ocean energy , hydropower , biomass , landfill gas , energy recovered from waste incineration plants , non-avoidable waste heat from e.g. industrial processes , ptx and datacenters , sewage treatment plant gas , renewable fuels (biofuels , bioliquids , biomass fuels and renewable fuels of non-biological origin) and biogas;


### after 1 january 2027 , at least energy performance class f; and ### after 1 january 2030 , at least energy performance class f; and


### (ii) after 1 january 2030 , at least energy performance class e; ### (ii) after 1 january 2033 , at least energy performance class e;


### residential buildings and building units achieve at the latest ### residential apartment buildings and building units achieve at the latest


### after 1 january 2030 , at least energy performance class f; and ### after 1 january 2033 , at least energy performance class f; and


### (ii) after 1 january 2033 , at least energy performance class e; ### (ii) after 1 january 2036 , at least energy performance class e;


### 1. with regard to new non-residential buildings and non-residential buildings undergoing major renovation , with more than five parking spaces , member states shall ensure: ### 1. with regard to new non-residential buildings and non-residential buildings undergoing renovation , irrespective the number of parking spaces , member states shall ensure by end 2025:


### 1. with regard to new non-residential buildings and non-residential buildings undergoing major renovation , with more than five parking spaces , member states shall ensure: ### 1. with regard to new non-residential buildings and non-residential buildings undergoing major renovation , with more than ten parking spaces , member states shall ensure:


### the installation of at least one recharging point; ### the installation of recharging points serving at least one recharging point 10% of parking spaces by 2025 , at least 20% of parking spaces by 2030 , and at least 40% of parking spaces by 2035 , whilst ensuring the installation of a minimum of one recharging point by 2025.


### at least one bicycle parking space for every car parking space; ### at least one bicycle parking space for every car parking space; subject to local characteristics , including demographical , geographical , population and climate conditions;


### where the car park is physically adjacent to the building , and , for major renovations , renovation measures include the car park or the electrical infrastructure of the car park. ### deleted


### member states shall ensure that the pre-cabling is dimensioned so as to enable the simultaneous use of the expected number of recharging points. ### member states shall ensure that the pre-cabling is dimensioned so as to enable the simultaneous use of the expected number of recharging points including an installation of a dynamic load management system at a minimum capacity and without any need for smart charging to prevent local power shortage.


### by way of derogation from the first subparagraph , point (a) , for new office buildings and office buildings undergoing major renovation , with more than five parking spaces , member states shall ensure the installation of at least one recharging point for every two parking spaces. ### by way of derogation from the first subparagraph , point (a) , for new office buildings and office buildings undergoing major renovation , with more than five parking spaces , member states shall ensure the installation of at least one recharging point for every two parking spaces.


### 2. with regard to all non-residential buildings with more than twenty parking spaces , member states shall ensure the installation of at least one recharging point for every ten parking spaces , and at least one bicycle parking space for every car parking space , by 1 january 2027. in case of buildings owned or occupied by public authorities , member states shall ensure pre-cabling for at least one in two parking spaces by 1 january 2033. ### 2. with regard to all non-residential buildings with more than twenty parking spaces , member states shall ensure the installation of at least one recharging point for every ten parking spaces , and at least one bicycle parking space for every car parking space if necessary , by 1 january 2027 , subject to local characteristics , including demographical , geographical , population and climate conditions. in case of buildings owned or occupied by public authorities , member states shall ensure pre-cabling for at least one in two parking spaces by 1 january 2033.


### 2. with regard to all non-residential buildings with more than twenty parking spaces , member states shall ensure the installation of at least one recharging point for every ten parking spaces , and at least one bicycle parking space for every car parking space , by 1 january 2027. in case of buildings owned or occupied by public authorities , member states shall ensure pre-cabling for at least one in two parking spaces by 1 january 2033. ### 2. with regard to all non-residential buildings with more than five parking spaces , member states shall ensure the installation of at least five recharging point for every ten parking spaces , and at least one bicycle parking space for every car parking space , by 1 january 2027. in case of buildings owned or occupied by public authorities , member states shall ensure pre-cabling for all parking spaces by 1 january 2027.


### 3. member states may adjust requirements for the number of bicycle parking spaces in accordance with paragraphs 1 and 2 for specific categories of non-residential buildings where bicycles are typically less used as a means of transport. ### 3. member states may adjust requirements for the number of bicycle parking spaces in accordance with paragraphs 1 and 2 for specific categories of non-residential buildings where bicycles are typically less used as a means of transport and where ensuring at least one bicycle parking space for every car parking space is not feasible due to local characteristics such as sparse population.


### at least two bicycle parking spaces for every dwelling. ### at least one bicycle parking space for every dwelling , if necessary


### the car park is physically adjacent to the building , and , for major renovations , renovation measures include the car park or the electrical infrastructure of the car park. ### deleted


### member states shall ensure that the pre-cabling is dimensioned to enable the simultaneous use of recharging points on all parking spaces. where , in the case of major renovation , ensuring two bicycle parking spaces for every dwelling is not feasible , member states shall ensure as many bicycle parking spaces as appropriate. ### member states shall ensure that the pre-cabling is dimensioned to enable the simultaneous use of recharging points on all parking spaces , including an installation of a dynamic load management. where , in the case of major renovation , ensuring two bicycle parking spaces for every dwelling is not feasible , member states shall ensure as many bicycle parking spaces as appropriate.


### 6. member states shall ensure that the recharging points referred to in paragraphs 1 , 2 and 4 are capable of smart charging and , where appropriate , bidirectional charging , and that they are operated based on non-proprietary and non-discriminatory communication protocols and standards , in an interoperable manner , and in compliance with any legal standards and protocols in the delegated acts adopted pursuant to article 19(6) and article 19(7) of regulation (eu) …/… [afir]. ### 6. member states shall ensure that the recharging points referred to in paragraphs 1 , 2 and 4 are capable of smart charging and , where economically appropriate and technically feasible , bidirectional charging.


### 6. member states shall ensure that the recharging points referred to in paragraphs 1 , 2 and 4 are capable of smart charging and , where appropriate , bidirectional charging , and that they are operated based on non-proprietary and non-discriminatory communication protocols and standards , in an interoperable manner , and in compliance with any legal standards and protocols in the delegated acts adopted pursuant to article 19(6) and article 19(7) of regulation (eu) …/… [afir]. ### 6. member states shall ensure that the recharging points referred to in paragraphs 1 , 2 and 4 are capable of smart charging and , where appropriate , and functionally and technically feasible bidirectional charging , and that they are operated based on non-proprietary and non-discriminatory communication protocols and standards , in an interoperable manner , and in compliance with any legal standards and protocols in the delegated acts adopted pursuant to article 19(6) and article 19(7) of regulation (eu) …/… [afir].


### 7. member states shall encourage that operators of non-publicly accessible recharging points operate them in accordance with article 5(4) of regulation (eu) .../….[afir] , where applicable. ### 7. member states shall ensure that operators of non-publicly accessible recharging points operate them in accordance with article 5(4) of regulation (eu) .../….[afir] , where applicable.


### 8. member states shall provide for measures in order to simplify the deployment of recharging points in new and existing residential and non-residential buildings and remove regulatory barriers , including permitting and approval procedures , without prejudice to the property and tenancy law of the member states. member states shall remove barriers to the installation of recharging points in residential buildings with parking spaces , in particular the need to obtain consent from the landlord or co-owners for a private recharging point for own use. ### 8. member states shall provide for measures in order to encourage , simplify , harmonise and accelerate the procedure for the installation of recharging points via accredited installers in new and existing residential and non-residential buildings and remove regulatory barriers , including permitting and approval procedures from public authorities or grid operators , without prejudice to the property and tenancy law of the member states. member states shall remove barriers to the installation of recharging points in residential buildings with parking spaces , in particular the need to obtain consent from the landlord or co-owners for a private recharging point for own use.


### 8. member states shall provide for measures in order to simplify the deployment of recharging points in new and existing residential and non-residential buildings and remove regulatory barriers , including permitting and approval procedures , without prejudice to the property and tenancy law of the member states. member states shall remove barriers to the installation of recharging points in residential buildings with parking spaces , in particular the need to obtain consent from the landlord or co-owners for a private recharging point for own use. ### 8. member states shall provide for measures in order to simplify the deployment of recharging points in new and existing residential and non-residential buildings and remove regulatory barriers , including permitting and approval procedures , without prejudice to the property and tenancy law of the member states. member states shall remove barriers to the installation of recharging points in residential buildings with parking spaces.


### 2. by 31 december 2025 at the latest , the energy performance certificate shall comply with the template in annex v. it shall specify the energy performance class of the building , on a closed scale using only letters from a to g. the letter a shall correspond to zero-emission buildings as defined in article 2 , point (2) and the letter g shall correspond to the 15% worst-performing buildings in the national building stock at the time of the introduction of the scale. member states shall ensure that the remaining classes (b to f) have an even bandwidth distribution of energy performance indicators among the energy performance classes. member states shall ensure a common visual identity for energy performance certificates on their territory. ### 2. by 31 december 2025 at the latest , the energy performance certificate shall comply with the template in annex v. it shall specify the energy performance class of the building , on a closed scale using only letters from a to g. the letter a shall cover the buildings which has lower consumption than production. the letter b shall correspond to zero-emission buildings as defined in article 2 , point (2). the remaining letters correspond to nzeb standard multiples in conformity with member states methodology. letter g covers buildings with no energy efficiency measures implemented so far. member states shall ensure a common visual identity for energy performance certificates on their territory


### a. whereas the union transport sector is essential for the union’s economic , social and environmental development and its sustainability , and it ensures the territorial accessibility and connectivity of all regions of the union; ### a. whereas the union transport sector is essential for the union’s economic , social and environmental development and its sustainability , and it ensures the territorial accessibility and connectivity of all regions of the union , with particular attention for peripheral , rural , insular and outermost regions and other disadvantaged areas;


### a. whereas the growing instability and the rise of unprecedented challenges in the international environment increases the demands on the union to act and with a budget fit for purpose; ### a. whereas the growing instability and the rise of unprecedented challenges in the international environment , not forgetting the environmental challenges but also the future and the security of the artic , increases the demands on the union to act and with a budget fit for purpose;


### b. whereas transport is key to achieving climate neutrality by 2050; whereas more investment is needed to accelerate the shift to sustainable and smart mobility in line with the green deal; ### b. whereas transport is key to achieving climate neutrality by 2050; whereas more investment is needed to accelerate the shift to sustainable and smart mobility in line with the green deal , including the initiatives under the ‘fit-for-55’ package and the repowereu plan;


### b. whereas parliament has repeatedly urged the commission to promote and implement the use of gender mainstreaming , gender budgeting and gender impact assessments in all the union policy areas; ### b. whereas parliament has repeatedly urged the commission to promote and implement the use of gender mainstreaming , gender budgeting and gender impact assessments in all the union policy areas; whereas it strongly requested to implement gender mainstreaming and gender budgeting throughout the budgetary procedure; whereas the recommendations of the court of auditors report of 2021 on gender mainstreaming in the eu budget found that gender has not been adequately mainstreamed thus far;


### b. whereas we must both continue to strengthen our support to ukraine and respond to other urgent global needs as they evolve; ### b. whereas we must both continue to strengthen our support to ukraine and respond to other urgent global needs as they evolve; whereas , in particular , the provision of aid to ukraine should not result in the diversion of eu funds earmarked to address humanitarian situations that are growing ever worse in the rest of our neighbourhood;


### 1. calls on the commission and member states to use the available financial tools in a comprehensive way to maximise their effect on recovery while ensuring adequate long-term funding of union transport projects; ### 1. highlights that appropriate funding for transport projects will be instrumental in boosting eu recovery and advancing towards the green and digital transition; calls on the commission and member states to use the available financial tools - cef , rrf , cohesion fund , investeu , erdf - in an articulate and complementary way to maximise their effect on recovery while ensuring adequate long-term funding of union transport projects;


### 1. stresses that the social consequences of the russian invasion of ukraine and the covid-19 pandemic , and more generally the uncertain economic outlook require a strong response for people , families , workers and businesses; highlights in that regard the crucial role of union funds and financial instruments , including the next generation eu with the recovery and resilience facility (rrf) , which complement the action by the european social fund plus (esf+) as the key driver for strengthening the social dimension of the union and ensuring a socially sustainable , just , inclusive and non-discriminatory recovery in line with the principles of the european pillar of social rights , as well as the european globalisation adjustment fund for displaced workers (egf) and the just transition fund (jtf); welcomes the triggering of the temporary protection directive with regard to persons fleeing the war in ukraine and seeking refuge on the territory of the union , and calls for continuing funding for its implementation; ### 1. stresses that the economic and social consequences of the russian invasion of ukraine and the covid-19 pandemic , and more generally the uncertain economic outlook require a strong response for people , particularly for the young generation , families , workers and businesses , especially smes; highlights in that regard the crucial role of union funds and financial instruments , including the next generation eu with the recovery and resilience facility (rrf) , as well as the european globalisation adjustment fund for displaced workers (egf) and the just transition fund (jtf) which complement the action by the european social fund plus (esf+) as the key driver for strengthening the social dimension of the union and ensuring an economically and socially sustainable , just , inclusive and non-discriminatory recovery in line with the principles of the european pillar of social rights , welcomes the triggering of the temporary protection directive with regard to persons fleeing the war in ukraine and seeking refuge on the territory of the union , and calls for continuing funding for its implementation; considers that the eu should first use existing financial resources to mitigate the consequences of the war within the eu; asks the commission , therefore , to make it possible for member states to use financial resources from unrequested recovery and resilience facility (rrf) loans to cover the negative economic and social costs resulting from the war;


### 1. underlines its undivided solidarity with the people of ukraine; welcomes therefore the mobilisation of the eur 4.2 billion already proposed and asks for additional funds , also for reconstruction; ### 1. underlines its undivided solidarity with the people of ukraine; welcomes therefore the mobilisation of the eur 4.2 billion already proposed and asks for additional funds , also for reconstruction; stresses the need to continue the support for moldova;


### 1. underlines its undivided solidarity with the people of ukraine; welcomes therefore the mobilisation of the eur 4.2 billion already proposed and asks for additional funds , also for reconstruction; ### 1. underlines its undivided solidarity with the people of ukraine; welcomes therefore the mobilisation of the eur 4.2 billion already proposed and asks for additional funds , also for reconstruction and support in the form of military equipment;


### 2. highlights that the budget should help create quality employment , reduce poverty and increase upward social convergence in a time of unprecedented and cumulated crises so that no one is left behind; stresses that factors such as supply chain disruption , high energy prices , rising inflation and continued pressure on essential services have exacerbated social and economic inequalities and worsened the living and working conditions , as well as the mental health , of many workers and their families; insists on the need to tackle territorial and regional disparities; takes note of the commission’s intention to come up with an amending letter this autumn with regards to the budgetary consequences of the war in ukraine and the repowereu initiative; stresses in that regard the importance of taking into account the socio-economic implications of the war and recommends that the potential of supplementing esf+ funding be analysed; ### 2. highlights that the budget should help create quality employment , reduce poverty as well as inequalities , especially affecting children and increase upward socio-economic convergence in a time of unprecedented and cumulated crises so that no one is left behind; stresses that factors such as supply chain disruption , high energy prices , rising inflation and continued pressure on essential services have exacerbated social and economic inequalities and worsened the living and working conditions , as well as the mental health , of many workers and their families; insists on the need to tackle territorial and regional disparities; takes note of the commission’s intention to come up with an amending letter this autumn with regards to the budgetary consequences of the war in ukraine and the repowereu initiative; stresses in that regard the importance of taking into account the socio-economic implications of the war; welcomes in that respect the creation of the care and care + initiatives and underlines the need to fully use the flexibility provisions to disburse available eu funds as soon as possible with the objective to mitigate the consequences of the war and address the immediate needs of ukrainian displaced persons and calls on both the european commission and the member states to ensure that repowereu is deployed as quickly as possible and targeted to people , businesses and industries who are disproportionately affected by growing energy prices , especially low-income households , self-employed people , micro and small businesses;


### 2. stresses that with the citizens , equality , rights and values programme (cerv)1 being the only programme with gender-related spending targets , including on preventing and combating gender-based violence (gbv) , it is imperative to increase its budget to combat inequalities that have been exacerbated by the crises; ### 2. stresses that with the citizens , equality , rights and values programme (cerv)1 being the only programme with gender-related spending targets , including on preventing and combating gender-based violence (gbv) , it is imperative to increase its budget to combat inequalities that have been exacerbated by the crises of the covid-19 pandemic , the war in ukraine , and the backlash against women’s rights , specifically srhr , in several member states;


### 2. welcomes the commission repowereu plan to accelerate the green transition and to increase the union’s energy independence; highlights that accelerating the implementation of the european green deal will reduce the union dependency from third countries; ### 2. welcomes the commission repowereu plan to accelerate the green transition and to increase the union’s energy independence; highlights that accelerating the implementation of the european green deal will reduce the union dependency from third countries; stresses , in this context , that article 191 of the treaty on the functioning of the european union commits the union to pursue a high level of protection of the environment and to improve the quality thereof , inter alia by application of the precautionary principle and of principles stipulating that preventive action should be taken , that environmental damage should as a priority be rectified at source and that the polluter should pay; believes , furthermore , that access to justice must be ensured at all times by the commission and member states during the implementation of the plan;


### 2. notes that the purpose of european cooperation in defence matters is to make europe and its citizens safer and reduce costs by creating synergies; highlights that the common security and defence policy (csdp) has been deeply impacted by russia’s war; notes that the european peace facility (epf) has enabled an unprecedented support from eu member states , including weapons , amounting to eur 2 billion by the end of may 2022 , but regrets that this is off-budget which does not allow for parliamentary scrutiny; ### 2. notes that the purpose of european cooperation in defence matters is to make europe and its citizens safer , to contribute to conflict prevention and resolution , and to the security and stability of the eu’s priority regions , to boost our strategic autonomy , to consolidate the ‘european defence technological and industrial base’ (edtib) in order to meet our capability requirements and foster synergies; highlights that the common security and defence policy (csdp) has been deeply impacted by russia’s war; notes that the european peace facility (epf) has enabled an unprecedented support from eu member states , including weapons , amounting to eur 2 billion by the end of may 2022 , but regrets that this is off-budget which does not allow for parliamentary scrutiny; takes the view that the epf’s financial ceiling , set at eur 5.692 billion for 2021-2027 , has largely been reached and that therefore the member states must consider reviewing that ceiling to take into account the significant expenditure connected with the conflict in ukraine; notes that the efforts the member states have agreed to with regard to providing support to ukraine have highlighted the need for stocks of military equipment to be replenished quickly , and supports the introduction of a scheme to encourage the joint purchasing of equipment; stresses the heightened importance of promoting and providing sufficient resources for military mobility;


### 2. notes that the purpose of european cooperation in defence matters is to make europe and its citizens safer and reduce costs by creating synergies; highlights that the common security and defence policy (csdp) has been deeply impacted by russia’s war; notes that the european peace facility (epf) has enabled an unprecedented support from eu member states , including weapons , amounting to eur 2 billion by the end of may 2022 , but regrets that this is off-budget which does not allow for parliamentary scrutiny; ### 2. notes that the purpose of european cooperation in security and defence matters is to make europe and its citizens safer and reduce costs by creating synergies; highlights that the common security and defence policy (csdp) has been deeply impacted by russia’s war; notes that the european peace facility (epf) has enabled an unprecedented support from eu member states , including weapons , amounting to eur 2 billion by the end of may 2022 , but regrets that this is off-budget which does not allow for parliamentary scrutiny;


### 3. stresses the importance of policies and measures to support labour market transition , as well as to further develop resilient social systems around the union; insists on the need for up- and reskilling policies to address the demographic challenge and the green and digital transition; insists on the importance of investing in social inclusion and support measures for children and young people; recalls that the integration into the labour market of the most vulnerable groups , such as people in poverty , people with disabilities , young and elderly people , the unemployed , and people displaced as a result of the war in ukraine , is paramount; ### 3. stresses the importance of policies and measures to support labour market transition , as well as to further develop resilient social systems across the union; insists on the need for investment in education and training in particular lifelong learning entrepreneurial skills and up- and reskilling policies to address the demographic challenge and the green and digital transition; insists on the importance of investing in social inclusion and in the sustainability and resilience of social protection systems and of supporting measures for children and young people; recalls that the integration into the labour market of the most vulnerable groups , such as people in poverty , people with disabilities , young and elderly people , roma people , the long-term unemployed , and people displaced as a result of the war in ukraine , is paramount; highlights that investing in employment and quality services in rural areas is key to combatting territorial inequalities and addressing demographic trends in those areas;


### 3. reminds the importance of achieving climate and biodiversity mainstreaming targets in the union budget and the european union recovery instrument expenditures; in this regard insists on the need to track climate and biodiversity-related expenditure and welcomes the biodiversity tracking methodology upgraded by the commission in view of the union budget 2023; calls on the commission to address the conclusions of the european court of auditors regarding overstated climate spending1 ; calls on member states to ensure the integration of biodiversity in partnership agreements and operational programmes; ### 3. reminds the importance of achieving climate and biodiversity mainstreaming targets in the union budget and the european union recovery instrument expenditures; in this regard insists on the need to track climate and biodiversity-related expenditure and welcomes the biodiversity tracking methodology upgraded by the commission in view of the union budget 2023; calls on the commission to address the conclusions of the european court of auditors regarding overstated climate spending1 and biodiversity spending1a; calls on member states to ensure the integration of biodiversity in partnership agreements and operational programmes and to increase their efforts to reach the multiannual financial framework biodiversity spending target of at least 10% as soon as possible; welcomes the final report biodiversity financing and tracking1b and calls on the commission and member states to implement its recommendations swiftly;


### 4. welcomes the commission proposal to allocate eur 16 ,7129 billion in 2023 to esf+; insists that esf+ must play a key role in supporting member states to achieve high employment levels , adequate social protection and a skilled and resilient workforce ready for the transition to a green and digital economy; ### 4. welcomes the commission proposal to allocate eur 16 ,7129 billion in 2023 to esf+ to support member state policies to ensure equal opportunities , equal access to the labour market , fair and quality working conditions , social protection and inclusion , in particular focussing on quality and inclusive education and training , lifelong learning , investment in children and young people and access to basic services; insists that esf+ must play a key role in supporting member states and regions to achieve high employment levels , fair social protection and a skilled and resilient workforce ready for the future world of work , as well as inclusive and cohesive societies aiming to eradicating poverty and delivering on the principles set out in the european pillar of social rights;


### 4. continues to see the western balkans integration as a geopolitical priority , especially in the context of russia’s unprovoked aggression against ukraine , which resonated strongly across the region , but insists on the conditionality requirements regarding rule of law for every euro committed in the 2023 budget; ### 4. continues to see the western balkans integration as a geopolitical priority , especially in the context of russia’s unprovoked aggression against ukraine , which resonated strongly across the region , but insists on the conditionality requirements regarding rule of law , and the fight against corruption , for every euro committed in the 2023 budget; calls for enhanced coherence among the eu’s various financing instruments to ensure that a genuinely integrated approach can be taken;


### 4. calls for the full use of article 15(3) of the financial regulation to allocate all available decommitments from 2020 and 2021 to the heu; firmly rejects the misuse of that article to provide additional funding for the digital europe programme under the european chips act; ### 4. calls for the full use of article 15(3) of the financial regulation to allocate all available decommitments from 2020 and 2021 to the heu; firmly rejects the misuse of that article and insists on alternative solutions to provide additional funding for the digital europe programme under the european chips act;


### 5. recalls the obligation by member states with rate of young people who are not in employment , education or training that is higher than the union average to allocate at least 12 ,5 % of their esf+ resources to implement the youth guarantee; calls on member states to make the best use of the employment and social innovation strand (easi) of esf+ for investment in social innovation and for stimulating labour mobility; takes note of the late start of easi in 2021 and the reduced budget for 2023 as a result of the covid-19 pandemic and other issues , and expects that it will reach its full working regime in 2024; stresses the importance of following up the european year of youth 2022 with concrete actions and policies for social inclusion and employment measures for young people; recalls that the commission should report on a regular basis on the implementation of the council recommendations establishing a european child guarantee and reinforcing a youth guarantee; ### 5. recalls the obligation for all member states to implement the reinforced youth guarantee and to allocate an appropriate amount of their esf + resources to targeted actions and for member states with a rate of young people who are not in employment , education or training that is higher than the union average to allocate at least 12 ,5 % of their esf+ resources to implement the youth guarantee; calls on member states to make the best use of the employment and social innovation strand (easi) of esf+ for investment in social innovation and microfinancing for microenterprises as well as for stimulating labour mobility; takes note of the late start of easi in 2021 and the reduced budget for 2023 as a result of the covid-19 pandemic and other issues , and highlights the need to catch up and reach its full working regime in 2024 , not least to fully and effectively implement the measures foreseen in the eu action plan for social economy; stresses the importance of following up the european year of youth 2022 with concrete actions and policies for social inclusion , employment and entrepreneurship measures for young people; recalls that the commission should report on a regular basis on the implementation of the council recommendations establishing a european child guarantee and reinforcing a youth guarantee;


### 5. recalls the need to assign sufficient resources for the implementation of the 2030 biodiversity strategy , of the farm to fork strategy , of the circular economy action plan , chemical strategy for sustainability and of a zero-pollution action plan in the 2023 union budget; in this line , calls to increase the budgetary support for the new life programme and the just transition fund and all other programmes that support and protect nature conservation; ### 5. recalls the need to assign sufficient human and financial resources for the implementation of the 2030 biodiversity strategy , the farm to fork strategy , the soil strategy , the eu pollinators initiative , the forest strategy , the circular economy action plan , chemical strategy for sustainability and of a zero-pollution action plan in the 2023 union budget; strongly deplores that the commission systematically fails to address the lasting problem of understaffing in dg environment and has not ensured any meaningful increase in human resources; in this line , calls on the commission to promptly secure an adequate level of staff for the directorates which need to ensure full implementation of these strategies; remains concerned about the fact that the staffing level of the commission’s dg environment has been significantly reduced during last few years and that despite the workload stemming from the eu green deal agenda , it represents only 1.4% of all commission staff; believes that by the absence of commitment to address this problem the commission puts at risk the implementation and enforcement of eu policies and harms the health of officials in dg environment; calls , furthermore , to increase the budgetary support for the new life programme and the just transition fund and all other programmes that support and protect nature conservation;


### 5. rejects the use of the heu budget to fund new initiatives like the eu chips act and the secure connectivity initiative; supports the principle that new initiatives should come with a fresh budget. ### 5. rejects the use of the heu budget to fund new initiatives and strongly supports the principle that new initiatives should come with a fresh budget.


### 6. recalls that member states with a level of child poverty above the union average should use at least 5 % of their esf+ resources to address that issue , whereas all other member states must allocate an appropriate amount of their esf+ resources to targeted actions to combat child poverty and support the implementation of the child guarantee; ### 6. recalls that member states with a level of child poverty above the union average should use at least 5 % of their esf+ resources to address that issue , whereas all other member states must allocate an appropriate amount of their esf+ resources to targeted actions to combat child poverty and support the implementation of the child guarantee calls on the commission and member states in view of the influx of ukrainian children and the energy and inflation crisis to urgently increase the funding of the european child guarantee with a dedicated budget of at least eur 20 billion and ensure support particularly in countries most affected by the russian invasion of ukraine;


### 6. considers that the union budget , on account of its size , structure and rules , has a very limited capacity to respond appropriately in 2023 to the challenges facing the union or to adequately finance new shared union policy ambitions or initiatives announced in the commission’s president’s 2022 state of the union address; recalls in particular that the heads of state or government have described the russian war of aggression against ukraine as a ‘tectonic shift in european history’ and that the commission has stated that the ‘unforeseen needs created by war in europe are well beyond the means available in the current multiannual financial framework’ , necessitating new financing sources; is of the view that this is a further demonstration of the urgent need to revise the mff , including to make it more flexible , raise the ceilings where necessary to reflect emerging needs and new priorities and to address the problems generated by including the european union recovery instrument (euri) financing costs in heading 2b; ### 6. considers that the union budget , on account of its size , structure and rules , has a very limited capacity to respond appropriately in 2023 to the challenges facing the union or to adequately finance and execute new shared union policy ambitions or initiatives announced in the commission’s president’s 2022 state of the union address , including measures related to climate and biodiversity crises; recalls in particular that the heads of state or government have described the russian war of aggression against ukraine as a ‘tectonic shift in european history’ and that the commission has stated that the ‘unforeseen needs created by war in europe are well beyond the means available in the current multiannual financial framework’ , necessitating new financing sources; is of the view that this is a further demonstration of the urgent need to revise the mff , including to make it more flexible , raise the ceilings where necessary to reflect emerging needs and new priorities and to address the problems generated by including the european union recovery instrument (euri) financing costs in heading 2b;


### 6. insists that the new european bauhaus initiative should not be funded at the expense of the creative europe programme; in this regard , recalls the parliament position for an indispensable and swift mid-term revision of the multiannual financial framework to respond to the long-term consequences of the current crisis , to additionally explore the possibilities to establish a long-term dedicated funding for the new european bauhaus initiative and for the european education area , as well as a permanent union news media fund to empower independent news coverage , safeguard the independence of european journalists and journalism , and guarantee the freedom of the press; ### 6. insists that the new european bauhaus initiative should not be funded at the expense of the creative europe programme; in this regard , recalls the parliament position for an indispensable and swift mid-term revision of the multiannual financial framework to respond to the long-term consequences of the current crisis , to additionally explore the possibilities to establish a long-term dedicated funding for the new european bauhaus initiative and for the european education area , as well as a permanent union editorial media fund to empower independent editorial coverage , safeguard the independence of european journalists and journalism , and guarantee the freedom of the press;


### 6. stresses the crucial work of eige , which has been reflected in an increase of tasks allocated; therefore requests the allocation for 8 contract agents to enable eige to effectively fulfil its mandate; ### 6. stresses the crucial work of eige , which has been reflected in an increase of tasks allocated , and is particularly important in the light of ongoing crises facing europe such as the covid-19 pandemic , russia’s invasion of ukraine and the backlash against women’s rights , and specifically access to srhr , in europe and globally; therefore requests the allocation for 8 contract agents to enable eige to effectively fulfil its mandate;


### 6. calls to urgently launch a discussion on heading 6 , with a view to propose further measures; notes that the funding for external action has been lagging behind the geopolitical necessities; ### 6. calls to urgently launch a discussion on heading 6 , with a view to propose further measures; notes that the funding for external action has been lagging behind the geopolitical necessities; stresses the need to increase the humanitarian aid budget line (huma) meaningfully to address the unprecedented level of humanitarian needs worldwide , aggravated by the russian aggression in ukraine and its global economics repercussions , notably in terms of food insecurity worldwide; highlights that funds from the solidarity and emergency aid reserve (sear) can be mobilised for humanitarian crises outside the eu throughout the whole financial year;


### 6. is alarmed that there is no margin under heading 6 in draft budget 2023 , which underscores that the multiannual financial framework does not provide sufficient means for union’s external action and needs to be revised. ### 6. is alarmed that there is no margin under heading 6 in draft budget 2023 , which underscores that the multiannual financial framework does not provide sufficient means for union’s external action and needs to be revised; calls for an urgent revision of the mff to increase overall ceilings under heading 6 and improve the functioning of the solidarity and emergency aid reserve (sear);


### 7. recalls the importance of egf for its one-off assistance to dismissed workers so that they can find another job as rapidly as possible in major restructuring events , in particular those caused by important changes in trade relations of the union or the composition of the internal market , the transition to a low-carbon economy or as a consequence of digitisation or automation; takes note that the level of egf commitment appropriations in reserve for 2023 is set at eur 205 ,3 million (approximately +1 % compared to 2022 and corresponding to the maximum mff amount); ### 7. recalls the importance of egf to demonstrate solidarity with and provide reactive assistance to displaced workers so that they can find another job as rapidly as possible following major restructuring events , in particular those caused by challenges related to globalisation , such as changes in world trade patterns , trade disputes , significant changes in the trade relations of the union or the composition of the internal market and financial or economic crises , as well as the transition to a low-carbon economy , or as a consequence of digitisation or automation; takes note that the level of egf commitment appropriations in reserve for 2023 is set at eur 205 ,3 million (approximately +1 % compared to 2022 and corresponding to the maximum mff amount);


### 7. calls on the commission and the council to increase budget allocations to civil society organisations that promote women’s rights , including those working on promotion of sexual and reproductive health rights (srhr) and lgbti+ rights in the context of the backlash against women’s rights , especially in terms of srhr. ### 7. calls on the commission and the council to increase budget allocations to civil society organisations that promote women’s rights , especially those working on promotion of sexual and reproductive health rights (srhr) , such as the global initiative shedecides , and lgbti+ rights in the context of the backlash against women’s rights , especially in terms of srhr and to ensure that union funds cannot be accessed by anti-gender and anti-choice organisations;


### 8. recalls that in order to properly comply with their tasks the union agencies under the remit of the committee on the environment , public health and food safety (eea2 , echa3 , ema4 , ecdc5 and efsa6 ) must be adequately funded and staffed; deplores the budgetary reduction for ecdc and ema; stresses that the deterioration of the staff levels of the agencies could jeopardise , among others , the achievement of the european green deal or the successful management of public health risks; ### 8. recalls that in order to properly comply with their tasks the union agencies under the remit of the committee on the environment , public health and food safety (eea2 , echa3 , ema4 , ecdc5 and efsa6 ) must be adequately funded and staffed; deplores the budgetary reduction for ecdc and ema; stresses that the deterioration of the staff levels of the agencies could jeopardise , among others , the achievement of the european green deal or the successful prevention and management of environmental and public health risks; stresses that the agencies should not be in a situation that forces them to establish negative priorities; underlines that assignment of new tasks to the agencies should be accompanied by additional and adequate resources;


### 11. recalls that the connecting europe facility (cef) is key to spurring investment in the development of high performance and sustainable trans-european networks; stresses that cef plays a crucial role in decarbonising the union economy by supporting alternative fuel infrastructure and renewable energy , thereby accelerating the green transition and increasing the union’s energy independence , and promotes interconnectivity across the union territory , including with the iberian peninsula; underlines that russia's unprecedented and unprovoked military attack against ukraine calls for urgent support to transport infrastructure in and towards ukraine (“solidarity lanes”) , to enable the transport of critical goods in both directions; proposes , therefore , to increase the funding of the transport and energy strands of cef by a total amount of eur 90 million in commitment appropriations above the level of the db; ### 11. recalls that the connecting europe facility (cef) is key to spurring investment in the development of high performance and sustainable trans-european networks; stresses that cef must play a crucial role in decarbonising the union economy by supporting alternative fuel infrastructure and renewable energy , thereby accelerating the green transition and increasing the union’s energy independence , and promotes interconnectivity across the union territory , including with the iberian peninsula; underlines that russia's unprecedented and unprovoked military attack against ukraine calls for urgent support to transport infrastructure in and towards ukraine (“solidarity lanes”) , to enable the transport of critical goods in both directions; proposes , therefore , to increase the funding of the transport and energy strands of cef by a total amount of eur 90 million in commitment appropriations above the level of the db;


### 28. reiterates the importance of the life programme in supporting climate action and environmental protection; calls for the level of budgetary support for life to be increased across the various programme strands; highlights that any annual reinforcement for the life programme will imply progress towards the mainstreaming targets and ambitions in the areas of climate and biodiversity; considers the present circumstances to justify a particular emphasis on the article covering the clean energy transition; ### 28. reiterates the importance of the life programme in supporting climate action and environmental protection and necessity of general coherence of union´s annual spending with the ipcc and ipbes findings; calls for the level of budgetary support for life to be increased across the various programme strands; highlights that any annual reinforcement for the life programme will imply progress towards the mainstreaming targets and ambitions in the areas of climate and biodiversity; considers the present circumstances to justify a particular emphasis on the article covering the clean energy transition;


### 29. stresses the need to significantly increase the budget of the european environment agency to provide sufficient financial and staff resources to enable full implementation of the european green deal and its related policies; ### 29. stresses the need to significantly increase the budget of the european environment agency to provide sufficient financial and staff resources to enable full implementation of the european green deal and its related policies; remains highly concerned about the implementation of specifically the eu biodiversity strategy , eu pollinators initiative , eu soil strategy and eu forest strategy and enforcement of green deal related legislation due to existing insufficient capacities of the commission; believes that the commission should at all costs avoid putting at risk the implementation and enforcement of environmental policies and legislation , which are clearly demanded by union´s citizens;


### 52. emphasises the importance of ensuring that the commission has sufficient staff to fulfil its tasks , including those relating to new initiatives; highlights in that context the impact of the legislative proposals under the eu green deal , the digital market act and the digital services act , and increased union spending owing to ngeu and the recovery and resilience facility , on staff needs in certain services , in particular the commission’s directorate-general for environment (dg env) , the directorate-general for communications networks , content and technology (dg cnect) and the european anti-fraud office (olaf); expresses concern that the commission does not have the staff necessary for the work required; asks the commission to take account of those staff needs , without undermining staff levels in other parts of the institution; ### 52. emphasises the importance of ensuring that the commission has sufficient staff to fulfil its tasks , including those relating to new initiatives; highlights in that context the impact of the legislative proposals under the eu green deal , the digital market act and the digital services act , and increased union spending owing to ngeu and the recovery and resilience facility , on staff needs in certain services , in particular the commission’s directorate-general for environment (dg env) , the directorate-general for communications networks , content and technology (dg cnect) and the european anti-fraud office (olaf); expresses concern that the commission does not have the staff necessary for the work required; underlines that the resources of dg env have been significantly reduced in the past and that despite the workload stemming from the eu green deal agenda , it represents only 1.4% of all commission staff; asks the commission to also consider health of own officials and take account of those staff needs , without undermining staff levels in other parts of the institution;


### (1) maritime transport accounts for around 75% of eu external trade and 31% of eu internal trade in terms of volume. at the same time , ship traffic to or from ports in the european economic area accounts for some 11% of all eu co2 emissions from transport and 3-4% of total eu co2 emissions. 400 million passengers embark or disembark annually in ports of member states , including around 14 million on cruise ships. maritime transport is therefore an essential component of europe’s transport system and plays a critical role for the european economy. the maritime transport market is subject to strong competition between economic actors in the union and beyond for which a level playing field is indispensable. the stability and prosperity of the maritime transport market and its economic actors rely on a clear and harmonised policy framework where maritime transport operators , ports and other actors in the sector can operate on the basis of equal opportunities. where market distortions occur , they risk putting ship operators or ports at a disadvantage compared to competitors within the maritime transport sector or in other transport sectors. in turn , this can result in a loss of competitiveness of the maritime transport industry , and a loss of connectivity for citizens and businesses ### (1) maritime transport accounts for around 75% of eu external trade and 31% of eu internal trade in terms of volume. at the same time , ship traffic to or from ports in the european economic area accounts for some 11% of all eu co2 emissions from transport and 3-4% of total eu co2 emissions. 400 million passengers embark or disembark annually in ports of member states , including around 14 million on cruise ships. maritime transport is therefore an essential component of europe’s transport system and plays a critical role for the european economy. the maritime transport market is subject to strong competition between economic actors in the union and beyond for which a level playing field is indispensable. the stability and prosperity of the maritime transport market and its economic actors rely on a clear and harmonised policy framework where maritime transport operators , ports and other actors in the sector can operate on the basis of equal opportunities. where market distortions occur , they risk putting ship operators or ports at a disadvantage compared to competitors within the maritime transport sector or in other transport sectors. in turn , this can result in a loss of competitiveness of the maritime transport industry , and a loss of connectivity for citizens and businesses. therefore , to avoid market distortion and to ensure a fair and level playing field for member states , measures should be taken to address specific circumstances , such as those related to climate , weather and natural conditions.


### (1) maritime transport accounts for around 75% of eu external trade and 31% of eu internal trade in terms of volume. at the same time , ship traffic to or from ports in the european economic area accounts for some 11% of all eu co2 emissions from transport and 3-4% of total eu co2 emissions. 400 million passengers embark or disembark annually in ports of member states , including around 14 million on cruise ships. maritime transport is therefore an essential component of europe’s transport system and plays a critical role for the european economy. the maritime transport market is subject to strong competition between economic actors in the union and beyond for which a level playing field is indispensable. the stability and prosperity of the maritime transport market and its economic actors rely on a clear and harmonised policy framework where maritime transport operators , ports and other actors in the sector can operate on the basis of equal opportunities. where market distortions occur , they risk putting ship operators or ports at a disadvantage compared to competitors within the maritime transport sector or in other transport sectors. in turn , this can result in a loss of competitiveness of the maritime transport industry , and a loss of connectivity for citizens and businesses ### (1) maritime transport accounts for around 75% of eu external trade and 31% of eu internal trade in terms of volume. at the same time , ship traffic to or from ports in the european economic area accounts for some 11% of all eu co2 emissions from transport and 3-4% of total eu co2 emissions. 400 million passengers embark or disembark annually in ports of member states , including around 14 million on cruise ships. maritime transport is therefore an essential component of europe’s transport system and plays a critical role for the european economy. the maritime transport market is subject to strong competition between economic actors in the union and beyond for which a level playing field is indispensable. the stability and prosperity of the maritime transport market and its economic actors rely on a clear and harmonised policy framework where maritime transport operators , ports and other actors in the sector can operate on the basis of equal opportunities. where market distortions occur , they risk putting ship operators or ports at a disadvantage compared to competitors within the maritime transport sector or in other transport sectors. in turn , this can result in a loss of competitiveness of the maritime transport industry , and a loss of connectivity for citizens and businesses. to avoid market distortion and to ensure a fair and level playing field for member states , measures should be taken in fueleu maritime to address specific circumstances , such as those related to climate and weather.


### (1) maritime transport accounts for around 75% of eu external trade and 31% of eu internal trade in terms of volume. at the same time , ship traffic to or from ports in the european economic area accounts for some 11% of all eu co2 emissions from transport and 3-4% of total eu co2 emissions. 400 million passengers embark or disembark annually in ports of member states , including around 14 million on cruise ships. maritime transport is therefore an essential component of europe’s transport system and plays a critical role for the european economy. the maritime transport market is subject to strong competition between economic actors in the union and beyond for which a level playing field is indispensable. the stability and prosperity of the maritime transport market and its economic actors rely on a clear and harmonised policy framework where maritime transport operators , ports and other actors in the sector can operate on the basis of equal opportunities. where market distortions occur , they risk putting ship operators or ports at a disadvantage compared to competitors within the maritime transport sector or in other transport sectors. in turn , this can result in a loss of competitiveness of the maritime transport industry , and a loss of connectivity for citizens and businesses ### (1) maritime transport accounts for around 75% of eu external trade and 31% of eu internal trade in terms of volume , and is an integral part of global warming , with pollution directly resulting from greenhouse gas emissions having a particular impact on marine and coastal ecosystems , marine biodiversity and human health. at the same time , ship traffic to or from ports in the european economic area accounts for some 11% of all eu co2 emissions from transport and 3-4% of total eu co2 emissions. 400 million passengers embark or disembark annually in ports of member states , including around 14 million on cruise ships. maritime transport is therefore an essential component of europe’s transport system and plays a critical role for the european economy. the maritime transport market is subject to strong competition between economic actors in the union and beyond for which a level playing field is indispensable. the stability and prosperity of the maritime transport market and its economic actors rely on a clear and harmonised policy framework where maritime transport operators , ports and other actors in the sector can operate on the basis of equal opportunities. where market distortions occur , they risk putting ship operators or ports at a disadvantage compared to competitors within the maritime transport sector or in other transport sectors. in turn , this can result in a loss of competitiveness of the maritime transport industry , and a loss of connectivity for citizens and businesses


### (2) to enhance the union’s climate commitment under the paris agreement and set out the steps to be taken to achieve climate neutrality by 2050 , and to translate the political commitment into a legal obligation , the commission adopted the (amended) proposal for a regulation of the european parliament and of the council on establishing the framework for achieving climate neutrality and amending regulation (eu) 2018/1999 (european climate law)19 as well as the communication ‘stepping up europe’s 2030 climate ambition’20 . this also integrates the target of reducing greenhouse gas (ghg) emissions by at least 55% compared to 1990 levels by 2030. accordingly , various complementary policy instruments are needed to motivate the use of sustainably produced renewable and low-carbon fuels , included in the maritime transport sector. the necessary technology development and deployment has to happen by 2030 to prepare for much more rapid change thereafter. ### (2) to enhance the union’s climate commitment under the paris agreement and set out the steps to be taken to achieve climate neutrality by 2050 , and to translate the political commitment into a legal obligation , the commission adopted the (amended) proposal for a regulation of the european parliament and of the council on establishing the framework for achieving climate neutrality and amending regulation (eu) 2018/1999 (european climate law)19 as well as the communication ‘stepping up europe’s 2030 climate ambition’20 . this also integrates the target of reducing greenhouse gas (ghg) emissions by at least 55% compared to 1990 levels by 2030. accordingly , various complementary policy instruments are needed , whilst respecting the principle of technological neutrality. it is essential to foster innovation and to support research for emerging and future innovation such as emerging alternative fuels , eco-design , bio based materials , wind propulsion and wind-assisted propulsion while motivating the use of sustainably produced renewable and low-carbon fuels , included in the maritime transport sector. the necessary technology development and deployment has to happen by 2030 and could be subsidised through the eu mission restore our oceans and waters and through the ocean fund to prepare for much more rapid change thereafter.


### (2) to enhance the union’s climate commitment under the paris agreement and set out the steps to be taken to achieve climate neutrality by 2050 , and to translate the political commitment into a legal obligation , the commission adopted the (amended) proposal for a regulation of the european parliament and of the council on establishing the framework for achieving climate neutrality and amending regulation (eu) 2018/1999 (european climate law)19 as well as the communication ‘stepping up europe’s 2030 climate ambition’20 . this also integrates the target of reducing greenhouse gas (ghg) emissions by at least 55% compared to 1990 levels by 2030. accordingly , various complementary policy instruments are needed to motivate the use of sustainably produced renewable and low-carbon fuels , included in the maritime transport sector. the necessary technology development and deployment has to happen by 2030 to prepare for much more rapid change thereafter. ### (2) to enhance the union’s climate commitment under the paris agreement and set out the steps to be taken to achieve climate neutrality by 2050 , and to translate the political commitment into a legal obligation , the commission adopted the (amended) proposal for a regulation of the european parliament and of the council on establishing the framework for achieving climate neutrality and amending regulation (eu) 2018/1999 (european climate law)19 as well as the communication ‘stepping up europe’s 2030 climate ambition’20 . this also integrates the target of reducing greenhouse gas (ghg) emissions by at least 55% compared to 1990 levels by 2030. accordingly , various complementary policy instruments are needed , whilst respecting the principle of technological neutrality. it is essential to foster innovation such as emerging alternative fuels , eco-design , bio based materials , and wind propulsion via the construction of thick and rigid wings for sailboats while motivating the use of sustainably produced renewable and low-carbon fuels , included in the maritime transport sector. the necessary technology development and deployment has to happen by 2030 and could be subsidised by through the starfish 2030 mission restore our oceans and waters to prepare for much more rapid change thereafter.


### (2) to enhance the union’s climate commitment under the paris agreement and set out the steps to be taken to achieve climate neutrality by 2050 , and to translate the political commitment into a legal obligation , the commission adopted the (amended) proposal for a regulation of the european parliament and of the council on establishing the framework for achieving climate neutrality and amending regulation (eu) 2018/1999 (european climate law)19 as well as the communication ‘stepping up europe’s 2030 climate ambition’20 . this also integrates the target of reducing greenhouse gas (ghg) emissions by at least 55% compared to 1990 levels by 2030. accordingly , various complementary policy instruments are needed to motivate the use of sustainably produced renewable and low-carbon fuels , included in the maritime transport sector. the necessary technology development and deployment has to happen by 2030 to prepare for much more rapid change thereafter. ### (2) to enhance the union’s climate commitment under the paris agreement and set out the steps to be taken to achieve climate neutrality by 2050 , and to translate the political commitment into a legal obligation , the commission adopted the (amended) proposal for a regulation of the european parliament and of the council on establishing the framework for achieving climate neutrality and amending regulation (eu) 2018/1999 (european climate law)19 as well as the communication ‘stepping up europe’s 2030 climate ambition’20. this also integrates the target of reducing greenhouse gas (ghg) emissions by at least 55% compared to 1990 levels by 2030. accordingly , various complementary policy instruments are needed , whilst respecting the principle of technological neutrality. it is essential to foster innovation and to support research for emerging and future innovation such as emerging alternative fuels , eco-design , bio based materials , and wind propulsion via the construction of thick and rigid wings for sailboats while motivating the use of sustainably produced renewable and low-carbon fuels , included in the maritime transport sector. the necessary technology development and deployment has to happen by 2030 and could be subsidised through the starfish 2030 mission restore our oceans and waters to prepare for much more rapid change thereafter.


### (7) in order to limit the administrative burden , in particular that of smaller operators , this regulation should not apply to wooden ships of a primitive build and ships not propelled by mechanical means and focus on ships with a gross tonnage above 5 000. even though these latter ships represent only approximately 55% of all ships calling at ports under the regulation (eu) 2015/757 of the european parliament and of the council , they are responsible for 90% of the carbon dioxide (co2) emissions from the maritime sector. ### (7) in order to limit the administrative burden , in particular that of smaller operators , this regulation should not apply to wooden ships of a primitive build and ships not propelled by mechanical means and focus on ships with a gross tonnage above 400 , as ships above 5 000 gross tonnage represent only approximately 55% of all ships calling at ports under the regulation (eu) 2015/757 of the european parliament and of the council , they are responsible for 90% of the carbon dioxide (co2) emissions from the maritime sector. the extension of this scope should also foster the development and application of the technological innovations for medium-sized ships.


### (9) while instruments such as carbon pricing or targets on the carbon intensity of activity promote improvements in energy efficiency , they are not suited to bring about a significant shift towards renewable and low-carbon fuels in the short and medium term. a specific regulatory approach dedicated to the deployment of renewable and low-carbon marine fuels and substitute sources of energy , such as wind or electricity , is therefore necessary. ### (9) while instruments such as carbon pricing or targets on the carbon intensity of activity promote improvements in energy efficiency , they may not be sufficient to bring about a significant shift towards renewable and low-carbon fuels in the short and medium term. a specific regulatory approach dedicated to the deployment of renewable and low-carbon marine fuels and substitute sources of energy , such as wind or electricity , is therefore necessary.


### (11) development and deployment of renewable and low carbon fuels with a high potential for sustainability , commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. this will support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable maritime fuels in the short and long term to contribute to union transport decarbonisation ambitions , while strengthening union’s efforts towards a high level of environmental protection. for this purpose , sustainable maritime fuels produced from feedstock listed in parts a and b of annex ix of directive (eu) 2018/2001 , as well as synthetic maritime fuels should be eligible. in particular , sustainable maritime fuels produced from feedstock listed in part b of annex ix of directive (eu) 2018/2001 are essential , as currently the most commercially mature technology to decarbonise martime transport already in the short term. ### (11) development and deployment of renewable and low carbon fuels with a high potential for sustainability , commercial maturity and a high potential for innovation and growth to meet future needs should be promoted. this will support creating innovative and competitive fuels markets and ensure sufficient supply of sustainable maritime fuels in the short and long term to contribute to union transport decarbonisation ambitions , while strengthening union’s efforts towards a high level of environmental protection. for this purpose , lng and sustainable maritime fuels produced from feedstock listed in parts a and b of annex ix of directive (eu) 2018/2001 , as well as synthetic maritime fuels should be eligible. in particular , lng and sustainable maritime fuels produced from feedstock listed in part b of annex ix of directive (eu) 2018/2001 are essential , as currently the most commercially mature technology to begin the decarbonisation of maritime transport already in the short term.


### (12) indirect land-use change occurs when the cultivation of crops for biofuels , bioliquids and biomass fuels displaces traditional production of crops for food and feed purposes. such additional demand increases the pressure on land and can lead to the extension of agricultural land into areas with high-carbon stock , such as forests , wetlands and peatland , causing additional greenhouse gas emissions and loss of biodiversity. research has shown that the scale of the effect depends on a variety of factors , including the type of feedstock used for fuel production , the level of additional demand for feedstock triggered by the use of biofuels , bioliquids and biomass fuels , and the extent to which land with high-carbon stock is protected worldwide. the level of greenhouse gas emissions caused by indirect land-use change cannot be unequivocally determined with the level of precision required for the establishment of emission factors required by the application of this regulation. however , there is evidence that all fuels produced from feedstock cause indirect land-use change to various degrees. in addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels , bioliquids or biomass fuels – indirect land-use change poses risks to biodiversity. this risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. accordingly , no feed and food crop-based fuels should be promoted. directive (eu) 2018/2001 already limits and sets a cap on the contribution of such biofuels , bioliquids and biomass to the ghg emissions savings targets in the road and rail transport sector considering their lower environmental benefits , lower performance in terms of greenhouse reduction potential and broader sustainability concerns. ### (12) indirect land-use change occurs when the cultivation of crops for biofuels , bioliquids and biomass fuels displaces traditional production of crops for food and feed purposes. such additional demand increases the pressure on land and can lead to the extension of agricultural land into areas with high-carbon stock , such as forests , wetlands and peatland , causing additional greenhouse gas emissions and loss of biodiversity. research has shown that the scale of the effect depends on a variety of factors , including the type of feedstock used for fuel production , the level of additional demand for feedstock triggered by the use of biofuels , bioliquids and biomass fuels , and the extent to which land with high-carbon stock is protected worldwide. the level of greenhouse gas emissions caused by indirect land-use change cannot be unequivocally determined with the level of precision required for the establishment of emission factors required by the application of this regulation. however , there is evidence that all fuels produced from feedstock cause indirect land-use change to various degrees. in addition to the greenhouse gas emissions linked to indirect land-use change – which is capable of negating some or all greenhouse gas emissions savings of individual biofuels , bioliquids or biomass fuels – indirect land-use change poses risks to biodiversity. this risk is particularly serious in connection with a potentially large expansion of production determined by a significant increase in demand. directive (eu) 2018/2001 already limits and sets a cap on the contribution of biofuels , bioliquids and biomass to the ghg emissions savings targets in the road and rail transport sector considering their lower environmental benefits , lower performance in terms of greenhouse reduction potential and broader sustainability concerns.


### (13) however , this approach must be stricter in the maritime sector. the maritime sector has currently insignificant levels of demand for food and feed crops-based biofuels , bioliquids and biomass fuels , since over 99% of currently used marine fuels are of fossil origin. therefore , the non-eligibility of food and feed crop-based fuels under this regulation also minimises any risk to slow down the decarbonisation of the transport sector , which could otherwise result from a shift of crop-based biofuels from the road to the maritime sector. it is essential to minimise such a shift , as road transport currently remains by far the most polluting transport sector and the maritime transport currently uses predominanatly fuels of fossil origin. it is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels , bioliquids and biomass fuels by promoting their use under this regulation. accordingly , the additional greenhouse gas emissions and loss of biodiversity caused by all types of feed and food crop-based fuels require that these fuels be considered to have the same emission factors as the least favourable pathway. ### (13) the maritime sector has currently insignificant levels of demand for biofuels , bioliquids and biomass fuels , since over 99% of currently used marine fuels are of fossil origin. therefore , the use of biofuels , bioliquids and biomass fuels under this regulation must minimise any risk to slow down the decarbonisation of the transport sector , which could result from a shift of biofuels from the road to the maritime sector. it is essential to minimise such a shift , as road transport currently remains by far the most polluting transport sector and the maritime transport currently uses predominanatly fuels of fossil origin. it is therefore appropriate to avoid the creation of a potentially large demand of unsustainable biofuels , bioliquids and biomass fuels by promoting their use under this regulation , and ensure that only biofuels , bioliquids and biomass fuels that comply with the sustainability criteria set out in article 29 of directive (eu) 2018/2001 and do not have a high indirect land-use change-risk are used. accordingly , the additional greenhouse gas emissions and loss of biodiversity caused by all types of biofuels , bioliquids and biomass fuels require that the greenhouse gas emission factors of these fuels shall be determined according to the methodologies set out in directive (eu) 2018/2001.


### (13) however , this approach must be stricter in the maritime sector. the maritime sector has currently insignificant levels of demand for food and feed crops-based biofuels , bioliquids and biomass fuels , since over 99% of currently used marine fuels are of fossil origin. therefore , the non-eligibility of food and feed crop-based fuels under this regulation also minimises any risk to slow down the decarbonisation of the transport sector , which could otherwise result from a shift of crop-based biofuels from the road to the maritime sector. it is essential to minimise such a shift , as road transport currently remains by far the most polluting transport sector and the maritime transport currently uses predominanetly fuels of fossil origin. it is therefore appropriate to avoid the creation of a potentially large demand of food and feed crops-based biofuels , bioliquids and biomass fuels by promoting their use under this regulation. accordingly , the additional greenhouse gas emissions and loss of biodiversity caused by all types of feed and food crop-based fuels require that these fuels be considered to have the same emission factors as the least favourable pathway. ### (13) the maritime sector has currently insignificant levels of demand for biofuels , bioliquids and biomass fuels , since over 99% of currently used marine fuels are of fossil origin. therefore , the use of biofuels , bioliquids and biomass fuels under this regulation must minimise any risk to slow down the decarbonisation of the transport sector , which could result from a shift of biofuels from the road to the maritime sector. it is essential to minimise such a shift , as road transport currently remains by far the most polluting transport sector and the maritime transport currently uses predominantly fuels of fossil origin. it is therefore appropriate to avoid the creation of a potentially large demand of unsustainable biofuels , bioliquids and biomass fuels by promoting their use under this regulation , and ensure that only biofuels , bioliquids and biomass fuels that comply with the sustainability criteria and greenhouse gas saving criteria set out in article 29 of directive (eu) 2018/2001 and do not have high indirect land-use change-risk are used. accordingly , the additional greenhouse gas emissions and loss of biodiversity caused by all types of biofuels , bioliquids and biomass fuels require that the greenhouse gas emission factors of these fuels should be determined according to the methodologies set out in directive (eu) 2018/2001.


### (15) this regulation should establish the methodology and the formula that should apply to calculate the yearly average greenhouse gas intensity of the energy used on-board by a ship. this formula should be based on the fuel consumption reported by ships and consider the relevant emission factors of these fuels. the use of substitute sources of energy , such as wind or electricity , should also be reflected in the methodology. ### (15) this regulation should establish the methodology and the formula that should apply to calculate the yearly average greenhouse gas intensity of the energy used on-board by a ship. this formula should be based on the fuel consumption reported by ships and consider the relevant emission factors of these fuels. the use of substitute sources of energy , such as wind or electricity , should also be reflected in the methodology. to ensure a level playing field , a specific method should be applied to take into account the additional emissions resulting from sailing in ice conditions and the additional emissions caused by the ship's ice strengthened design when sailing in open water. such a method should not be used to justify not decarbonising the operations of an ice class vessel , but should work to remove market distorting impacts otherwise unavoidable through this regulation.


### (15) this regulation should establish the methodology and the formula that should apply to calculate the yearly average greenhouse gas intensity of the energy used on-board by a ship. this formula should be based on the fuel consumption reported by ships and consider the relevant emission factors of these fuels. the use of substitute sources of energy , such as wind or electricity , should also be reflected in the methodology. ### (15) this regulation should establish the methodology and the formula that should apply to calculate the yearly average greenhouse gas intensity of the energy used on-board by a ship. this formula should be based on the fuel consumption reported by ships and consider the relevant emission factors of these fuels. the use of substitute sources of energy , such as wind or electricity , should also be reflected in the methodology. to ensure a level playing field , a specific method should be applied to take into account the additional emissions resulting from sailing in ice conditions and the additional emissions caused by the ship’s ice-strengthened design when sailing in open water.


### (17) the well-to-wake performance of renewable and low-carbon maritime fuels should be established using default or actual and certified emission factors covering the well-to-tank and tank-to-wake emissions. the performance of fossil fuels should however only be assessed through the use of default emission factors as provided for by this regulation. ### (17) the well-to-wake performance of renewable and low-carbon maritime fuels should be established using default or actual and certified emission factors covering the well-to-tank and tank-to-wake emissions. the performance of fossil fuels should be assessed through the use of default emission factors for well-to-tank emissions , which should be regularly updated based on the most recent technological and scientific developments , as provided for by this regulation. the tank-to-wake emissions of fossil fuels should be established using default or actual and certified emission factors.


### (19) the use of renewable energy sources and alternative propulsion , such as wind and solar energy , greatly reduces the greenhouse gas intensity of the overall ship energy use. the difficulty to accurately measure and quantify these energy sources (intermittence of the energy use , direct transfer as propulsion , etc.) should not impede their recognition in the overall ship energy use through means of approximations of their contribution to the ship’s energy balance. ### (19) the use of renewable energy sources and alternative propulsion , such as wind and solar energy , greatly reduces the greenhouse gas intensity of the overall ship energy use. the difficulty to accurately measure and quantify these energy sources (intermittence of the energy use , direct transfer as propulsion , etc.) should not impede their recognition in the overall ship energy use through means of approximations of their contribution to the ship’s energy balance. furthermore , given that significant efforts to ensure accurate measurements are on-going , the commission should continue to monitor standardisation efforts with a view to updating its measurement approach in line with scientific and technical developments.


### (24) exceptions in case of unavailability or incompatibility of ops should be limited after ship and port operators have had sufficient time to make the necessary investments , in order to provide the necessary incentives for those investments and avoid unfair competition. as of 2035 , ship operators should plan carefully their port calls to make sure that they can carry out their activities without emitting air pollutants and ghg at berth and compromise the environment in coastal areas and port cities. a limited number of exceptions in case of unavailability or incompatibility of ops shoud be maintained in order to provide the possibility for occasional last-minute changes in port call schedules and calls in ports with incompatible equipment. ### (24) exceptions in case of unavailability or incompatibility of ops should be limited after ship and port operators have had sufficient time to make the necessary investments , in order to provide the necessary incentives for those investments and avoid unfair competition. in order to avoid incompatibility between shore power installations on-board and in ports , the commission should provide the necessary support to ensure that vessels and ports apply all existing and future standardisation requirements , notably with regards to electrical frequency conversion where required. as of 2035 , ship operators should plan carefully their port calls to make sure that they can carry out their activities without emitting air pollutants and ghg at berth and compromise the environment in coastal areas and port cities. a limited number of exceptions in case of unavailability or incompatibility of ops shoud be maintained in order to provide the possibility for occasional last-minute changes in port call schedules and calls in ports with incompatible equipment.


### (24) exceptions in case of unavailability or incompatibility of ops should be limited after ship and port operators have had sufficient time to make the necessary investments , in order to provide the necessary incentives for those investments and avoid unfair competition. as of 2035 , ship operators should plan carefully their port calls to make sure that they can carry out their activities without emitting air pollutants and ghg at berth and compromise the environment in coastal areas and port cities. a limited number of exceptions in case of unavailability or incompatibility of ops shoud be maintained in order to provide the possibility for occasional last-minute changes in port call schedules and calls in ports with incompatible equipment. ### (24) exceptions in case of unavailability or incompatibility of ops should be limited after ship and port operators have had sufficient time to make the necessary investments , in order to provide the necessary incentives for those investments and avoid unfair competition. as of 2035 , ship operators should plan carefully their port calls to make sure that they can carry out their activities without emitting air pollutants and ghg at berth and compromise the environment in coastal areas and port cities. a limited number of exceptions in case of unavailability or incompatibility of ops should be maintained only if vessels cannot be reasonably expected to know that their equipment would be incompatible or that connection points would not be available.


### (26) companies should be responsible for monitoring and reporting the amount and type of energy used on-board by ships in navigation and at berth , as well as other relevant information , such as information on the type of engine on board or presence of wind assisting technologies , with a view to showing compliance with the limit on the greenhouse gas intensity of the energy used on-board by a ship set out by this regulation. to facilitate the fulfilment of these monitoring and reporting obligations and the verification process by the verifiers , similarly to regulation (eu) 2015/757 , companies should document the envisaged monitoring method and provide further details on the application of the rules of this regulation in a monitoring plan. the monitoring plan , as well as its subsequent modifications , if applicable , should be submitted to the verifier. ### (26) companies should be responsible for monitoring and reporting the amount and type of energy used on-board by ships in navigation and at berth , as well as other relevant information , such as information on the type of engine on board or presence of wind assisting technologies , with a view to showing compliance with the limit on the greenhouse gas intensity of the energy used on-board by a ship set out by this regulation. to facilitate the fulfilment of these monitoring and reporting obligations and the verification process by the verifiers , similarly to regulation (eu) 2015/757 , companies should document the envisaged monitoring method and provide further details on the application of the rules of this regulation in a monitoring plan. the monitoring plan , as well as its subsequent modifications , if applicable , should be submitted to the verifier. information regarding ice-navigation and other relevant information on ice-classed vessels must be reported in order to apply the specific method laid out in annex x.