### 39. underlines the importance of enhancing european cooperation in defence matters taking into account the russian war of aggression in ukraine and the highly unstable international environment; considers that such cooperation not only makes europe and its citizens safer but also leads to greater efficiency and potential savings; calls in that connection for increased funding for the capability development strand of the european defence fund in order to foster an innovative and competitive defence industrial base that will contribute to the strategic autonomy of the union; ### 39. underlines the importance of enhancing european cooperation in defence matters taking into account the russian war of aggression in ukraine and the highly unstable international environment; considers that such cooperation not only makes europe and its citizens safer but also leads to greater efficiency and potential savings; calls in that connection for increased funding for the capability development strand of the european defence fund in order to foster an innovative and competitive defence industrial base that will contribute to the strategic autonomy of the union; underlines the central role and added value generated by small and medium-sized enterprises (smes) in strengthening the european defence technological and industrial base;


### 39. underlines the importance of enhancing european cooperation in defence matters taking into account the russian war of aggression in ukraine and the highly unstable international environment; considers that such cooperation not only makes europe and its citizens safer but also leads to greater efficiency and potential savings; calls in that connection for increased funding for the capability development strand of the european defence fund in order to foster an innovative and competitive defence industrial base that will contribute to the strategic autonomy of the union; ### 39. underlines the importance of enhancing european cooperation in defence matters taking into account the russian war of aggression in ukraine and the highly unstable international environment while fully respecting the stance of neutrality adopted by certain member states of the union as established in their constitutions; considers that such cooperation not only makes europe and its citizens safer but also leads to greater efficiency and potential savings; calls in that connection for increased funding for the capability development strand of the european defence fund in order to foster an innovative and competitive defence industrial base that will contribute to the strategic autonomy of the union;


### 39. underlines the importance of enhancing european cooperation in defence matters taking into account the russian war of aggression in ukraine and the highly unstable international environment; considers that such cooperation not only makes europe and its citizens safer but also leads to greater efficiency and potential savings; calls in that connection for increased funding for the capability development strand of the european defence fund in order to foster an innovative and competitive defence industrial base that will contribute to the strategic autonomy of the union; ### 39. underlines the importance of enhancing european cooperation in defence matters taking into account the russian war of aggression against ukraine and the highly unstable international environment; considers that such cooperation not only makes europe and its citizens safer but also leads to greater efficiency and potential savings; calls in that connection for increased funding for the capability development strand of the european defence fund in order to foster an innovative and competitive defence industrial base that will contribute to the strategic autonomy of the union;


### 40. proposes also to increase funding for military mobility with the aim of helping member states act faster and more effectively; notes that sufficient funding is needed to support missions and operations under the common security and defence policy , including by measures such as funding dual-use transport infrastructure and simplifying diplomatic clearances and customs rules; notes that military mobility could also be boosted by the urgent accession to the schengen area of romania , bulgaria and croatia; recalls that the failure to resolve that matter has a detrimental economic and geostrategic impact; ### 40. proposes also to increase funding for military mobility with the aim of helping member states act faster and more effectively; notes , in this regard , the central role played by the connecting europe facility (cef) in supporting military mobility , while simultaneously improving european civilian infrastructure; notes that sufficient funding is needed to support missions and operations under the common security and defence policy , including by measures such as funding dual-use transport infrastructure and simplifying diplomatic clearances and customs rules; notes that military mobility could also be boosted by the urgent accession to the schengen area of romania , bulgaria and croatia; recalls that the failure to resolve that matter has a detrimental economic and geostrategic impact;


### 42. notes with deep concern that the russian aggression against ukraine and its worldwide effects have dramatically increased humanitarian assistance needs , which were already under pressure because of funding gaps and the multiplication of crises in the world; asks to significantly increase humanitarian aid to address the unprecedented gap between needs and available resources; deplores the fact that heading 6 has no margin and is therefore not fit for the current situation; regrets that the db is not able to at least sustain the current level of response while humanitarian needs and emergencies are steeply increasing around the globe , notably worsening food insecurity on account of the impact of the russian war of aggression against ukraine , increasingly severe climate-induced disasters and newly emerging conflicts; recalls that , even with the increases proposed by parliament , there would be insufficient resources to address the humanitarian aid needs in 2023; ### 42. notes with deep concern that the russian aggression against ukraine and its worldwide effects have dramatically increased humanitarian assistance needs , which were already under pressure because of funding gaps and the multiplication of crises in the world; asks to significantly increase humanitarian aid to address the unprecedented gap between needs and available resources; deplores the fact that heading 6 has no margin left and is therefore not fit for the current situation and would urgently require an upward revision of its mff ceiling; regrets that the db is not able to at least sustain the current level of response while humanitarian needs and emergencies are steeply increasing around the globe , notably worsening food insecurity on account of the impact of the russian war of aggression against ukraine , increasingly severe climate-induced disasters and newly emerging conflicts; recalls that , even with the increases proposed by parliament , there would be insufficient resources to address the humanitarian aid needs in 2023;


### 42. notes with deep concern that the russian aggression against ukraine and its worldwide effects have dramatically increased humanitarian assistance needs , which were already under pressure because of funding gaps and the multiplication of crises in the world; asks to significantly increase humanitarian aid to address the unprecedented gap between needs and available resources; deplores the fact that heading 6 has no margin and is therefore not fit for the current situation; regrets that the db is not able to at least sustain the current level of response while humanitarian needs and emergencies are steeply increasing around the globe , notably worsening food insecurity on account of the impact of the russian war of aggression against ukraine , increasingly severe climate-induced disasters and newly emerging conflicts; recalls that , even with the increases proposed by parliament , there would be insufficient resources to address the humanitarian aid needs in 2023; ### 42. notes with deep concern that the russian aggression against ukraine and its worldwide effects have dramatically increased humanitarian assistance needs , which were already under pressure because of funding gaps and the multiplication of crises in the world including ongoing conflicts on the eu’s southern neighbourhood; asks to significantly increase humanitarian aid to address the unprecedented gap between needs and available resources; deplores the fact that heading 6 has no margin and is therefore not fit for the current situation; regrets that the db is not able to at least sustain the current level of response while humanitarian needs and emergencies are steeply increasing around the globe , notably worsening food insecurity on account of the impact of the russian war of aggression against ukraine , increasingly severe climate-induced disasters and newly emerging conflicts; recalls that , even with the increases proposed by parliament , there would be insufficient resources to address the humanitarian aid needs in 2023;


### 43. calls for continued and substantial support for the eastern neighbourhood , especially for countries helping refugees that are fleeing ukraine and facing inflation and high energy prices; considers it necessary to support political , economic and social reforms and civil society actors , in particular human rights and democracy activists , civil society organisations defending women’s rights and the rights of the lgbtiq+ community or providing assistance to persecuted persons and political prisoners , together with ukrainian and moldovan organisations which have been forced to restructure their activities as a result of russia’s war of aggression , organisations contributing to the fight against corruption , and independent media which help expose disinformation and propaganda; ### 43. calls for continued and substantial support for the eastern neighbourhood , especially for countries helping refugees that are fleeing ukraine and facing inflation and high energy prices; considers it necessary to support political , economic and social reforms and civil society actors , in particular human rights and democracy activists , civil society organisations defending women’s rights and the rights of the lgbtiq+ community and providing assistance to persecuted persons and political prisoners , together with ukrainian and moldovan organisations which have been forced to restructure their activities as a result of russia’s war of aggression , organisations contributing to the fight against corruption , and independent media which help expose disinformation and propaganda;


### 44. asks for additional resources to be allocated to the southern neighbourhood in order to support political , economic and social reforms; welcomes the recent announcement of the union’s continued commitment to multiannual funding to unrwa; underlines that the increase in appropriations for the southern neighbourhood is notably intended to provide predictable funding for unrwa , in the light of the crucial role it plays in protecting and ensuring the essential needs of palestinian refugees as well as contributing to their human development; ### 44. asks for additional resources to be allocated to the southern neighbourhood in order to support political , economic and social reforms; welcomes the recent announcement of the union’s continued commitment to multiannual funding to unrwa; underlines that the increase in appropriations for the southern neighbourhood is mainly intended to provide additional and predictable funding for unrwa , in the light of the crucial role it plays in protecting and ensuring the essential needs of palestinian refugees as well as contributing to their human development;


### 46. emphasises the need to increase funding for western balkan countries in the framework of the instrument for pre-accession assistance to support economic growth and employment and also as a geopolitical priority , especially in the context of russia’s unprovoked war of 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; ### 46. emphasises the need to increase funding for western balkan countries in the framework of the instrument for pre-accession assistance to support economic growth and employment and also as a geopolitical priority , especially in the context of russia’s unprovoked war of 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; in this context , calls on the commission to use a share of the additional funding for the erasmus+ programming for increased funding to institutions of higher education such as the college of europe for the purpose of a new scholarship program for students of western balkan countries; believes that such a scholarship program would allow a new generation of students from this region to be trained in european studies and bring the union and the western balkan closer together;


### 47. calls for ukraine and the republic of moldova to be included as soon as possible within the scope of the instrument for pre-accession; considers that it is necessary to provide support to ukraine and moldova , as new eu candidate countries , and to georgia , as an aspiring applicant , on their path to eu membership; ### 47. calls for ukraine and the republic of moldova to be included as soon as possible within the scope of the instrument for pre-accession and for the related upward revision of the financial envelope of this programme; considers that it is necessary to provide support to ukraine and moldova , as new eu candidate countries , and to georgia , as an aspiring applicant , on their path to eu membership;


### 51. considers that the council’s cuts in this heading - which are designed to obviate recourse to the flexibility instrument , as proposed in the db - are unjustified and would not allow the commission to fulfil its tasks; restores therefore the db for the commission administrative expenditure , including with respect to its offices; ### 51. considers that the council’s cuts in this heading - which are designed to obviate recourse to the flexibility instrument , as proposed in the db - are unjustified and would not allow the commission to fulfil its tasks; restores therefore the db for the commission administrative expenditure , including with respect to its offices; ensuring adequate and stable funding for important inter-institutional communication services informing about the eu engaging with citizens at local level even more urgent facing war in ukraine , countering disinformation and facilitate citizen participation in democratic life;


### 53. recalls the importance of pilot projects and preparatory actions (pp-pas) as tools for the formulation of political priorities and the introduction of new initiatives that have the potential to turn into standing union activities and programmes; adopts , following a careful analysis of all the proposals submitted and taking fully into account the commission's assessment of their respect of legal requirements and implementability , a balanced package of pp-pas that reflects parliament’s political priorities; calls on the commission to swiftly implement pp-pas and provide feedback on their performance and results delivered on the ground; ### 53. recalls the importance of pilot projects and preparatory actions (pp-pas) as tools for the formulation of political priorities and the introduction of new initiatives that have the potential to turn into standing union activities and programmes; adopts , following a careful analysis of all the proposals submitted and taking fully into account the commission's assessment of their respect of legal requirements and implementability , a balanced package of pp-pas; calls on the commission to swiftly implement pp-pas and provide precise feedback on their performance and results delivered on the ground;


### 57. asks for sufficient needs to be provided to the article 3 2 3 — support for democracy and capacity-building for the parliaments of third countries in order for the european parliament to contribute efficiently to the organisation of the third edition of the high-level conference of the global campus of human rights; ### 57. asks for sufficient means to be provided to the article 3 2 3 — support for democracy and capacity-building for the parliaments of third countries in order for the european parliament to contribute efficiently to the organisation of the third edition of the high-level conference of the global campus of human rights , if needed and possible including by way of a transfer request from the ep administration during the budget execution year;


### notes the support given to the democracy support and coordination group and its lead members in carrying out democracy support activities; welcomes the enhanced activities and calls for continuing support on communication with the citizens and fighting disinformation with special emphasis on the new priority countries; ### notes the support given to the democracy support and coordination group and its lead members in carrying out democracy support activities; welcomes the enhanced activities and calls for continuing support on communication with the citizens by providing information also in the languages of linguistic minorities , regions and communities where appropriate and fighting disinformation with special emphasis on the new priority countries;


### asks the bureau to make known its decision on the future of the spaak building in brussels; ### recalls the bureau that proper information and consultation with budg committee before adopting any major decision on building related issues is needed due to their important budgetary implications; asks the bureau to explore savings opportunities and to totally reconsider the project on the future of the spaak building in brussels and to oppose the acquisition of osmose building in strasbourg;


### (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 to increase the use of sustainably produced renewable and speed up the large-scale development and usage of zero-emission 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.


### (3) in the context of fuel transition to renewable and low carbon fuels and substitute sources of energy , it is essential to ensure the proper functioning of and fair competition in the eu maritime transport market regarding marine fuels , which account for a substantial share of ship operators’ costs. differences in fuel requirements across member states of the union can significantly affect ship operators’ economic performance and negatively impact competition in the market. due to the international nature of shipping , ship operators may easily bunker in third countries and carry large amounts of fuel. this may lead to carbon leakage and detrimental effects on the competitiveness of the sector if the availability of renewable and low carbon fuels in maritime ports under the jurisdiction of a member state is not accompanied by requirements for their use that apply to all ship operators arriving at and departing from ports under the jurisdiction of member states. this regulation should lay down measures to ensure that the penetration of renewable low-carbon fuels in the marine fuels market takes place under the conditions of fair competition on the eu maritime transport market. ### (3) in the context of fuel transition to renewable and low carbon fuels and substitute sources of energy , it is essential to ensure the proper functioning of and fair competition in the eu maritime transport market regarding marine fuels , which account for a substantial share of ship operators’ costs. differences in fuel requirements across member states of the union can significantly affect ship operators’ economic performance and negatively impact competition in the market. due to the international nature of shipping , ship operators may easily bunker in third countries and carry large amounts of fuel something that could also contribute to a risk of loss of competitiveness of union ports vis-à-vis non-union ports. this may lead to carbon leakage and detrimental effects on the competitiveness of the sector if the availability of renewable and low carbon fuels in maritime ports under the jurisdiction of a member state is not accompanied by requirements for their use that apply to all ship operators arriving at and departing from ports under the jurisdiction of member states. this regulation should lay down measures to ensure that the penetration of renewable low-carbon fuels in the marine fuels market takes place under the conditions of fair competition on the eu maritime transport market.


### (5) the rules laid down in this regulation should apply in a non-discriminatory manner to all ships regardless of their flag. for reasons of coherence with union and international rules in the area of maritime transport , this regulation should not apply to warships , naval auxiliaries , fish-catching or fish-processing ships , or government ships used for non-commercial purposes. ### (5) the rules laid down in this regulation should apply in a non-discriminatory manner to all ships regardless of their flag. for reasons of coherence with union and international rules in the area of maritime transport , this regulation should not apply to warships , naval auxiliaries , fish-catching or fish-processing ships , or government ships used for non-commercial purposes. ships not covered by this regulation should be encouraged to comply with the obligations of this regulation on a voluntary basis.


### (6) the person or organisation responsible for the compliance with this regulation should be the shipping company , defined as the shipowner or any other organisation or person , such as the manager or the bareboat charterer , that has assumed the responsibility for the operation of the ship from the shipowner and that , on assuming such responsibility , has agreed to take over all the duties and responsibilities imposed by the international management code for the safe operation of ships and for pollution prevention. this definition is based on the definition of ‘company’ in article 3 , point (d) of regulation (eu) 2015/757 of the european parliament and of the council21 , and in line with the global data collection system established in 2016 by the international maritime organization (imo). in line with the polluter pays principle , the shipping company could , by means of a contractual arrangement , hold the entity that is directly responsible for the decisions affecting the greenhouse gas intensity of the energy used by the ship accountable for the compliance costs under this regulation. this entity would normally be the entity that is responsible for the choice of fuel , route and speed of the ship. ### (6) the person or organisation responsible for the compliance with this regulation should be the shipping company , defined as the shipowner or any other organisation or person , such as the manager or the bareboat charterer , that has assumed the responsibility for the operation of the ship from the shipowner and that , on assuming such responsibility , has agreed to take over all the duties and responsibilities imposed by the international management code for the safe operation of ships and for pollution prevention. this definition is based on the definition of ‘company’ in article 3 , point (d) of regulation (eu) 2015/757 of the european parliament and of the council21 , and in line with the global data collection system established in 2016 by the international maritime organization (imo). however , the shipping company is not always responsible for purchasing the fuel and/or taking operational decisions that affect the greenhouse gas intensity of the energy used by the ship. these responsibilities may be assumed by an entity other than the shipping company under a contractual agreement. in that case , in order to properly implement the ‘polluter pays’ principle and to encourage the uptake of cleaner fuels , a binding clause should be included in these agreements for the purpose of passing on to that entity the costs under this regulation , namely the penalties related to the under-performance of the ship. this clause should provide that the entity responsible for the operation of the ship should reimburse the shipping company with respect to the penalties imposed for each non-compliant port call and failing to meet the limits on the greenhouse gas intensity of the energy used on-board the ship. in this regard operation of the ship includes determining the cargo carried , the itinerary (including the port of calls) , the routeing and/or the speed of the ship.


### (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 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 is therefore necessary to be implemented in a goal-based , technology neutral and cost effective manner.


### (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 on the basis of the information provided by the eu maritime fuel suppliers. the use of substitute sources of energy , such as wind or electricity , should also be reflected in the methodology.


### (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 however be assessed through the use of default emission factors as provided for by this regulation. it should be also taken into account that allowing the use of verified actual emission factors is necessary for incentivizing the research and development of cleaner fuels and propulsion systems.


### (37) the revenues generated from the payment of penalties should be used to promote the distribution and use of renewable and low-carbon fuels in the maritime sector and help maritime operators to meet their climate and environmental goals. for this purpose these revenues should be allocated to the the innovation fund referred to in article 10a(8) of directive 2003/87/ec. ### (37) the revenues generated from the payment of penalties should be used to promote the distribution and use of renewable and low-carbon fuels in the maritime sector , help maritime operators to meet their climate and environmental goals , finance/co-finance infrastructure and if necessary superstructure investments in the eu ports as well as to support redeployment , re-skilling and up-skilling of workers , in quality social dialogue with social partners. for this purpose these revenues should be allocated to the innovation fund referred to in article 10a(8) of directive 2003/87/ec.


### (39) given the importance of consequences that the measures taken by the verifiers under this regulation may have for the companies concerned , in particular regarding the determination of non-compliant port calls , calculation of the amounts of penalties and refusal to issue a fueleu certificate of compliance , those companies should be entitled to apply for a review of such measures to the competent authority in the member state where the verifier was accredited. in the light of the fundamental right to an effective remedy , enshrined in article 47 of the charter of fundamental rights of the european union , decisions taken by the competent authorities and the managing bodies of the port under this regulation should be subject to judicial review , carried out in accordance with the national law of the member state concerned. ### (39) given the importance of consequences that the measures taken by the verifiers under this regulation may have for the companies concerned , in particular regarding the determination of non-compliant port calls , calculation of the amounts of penalties or in case of repeated violations refusal to issue a fueleu certificate of compliance , those companies should be entitled to apply for a review of such measures to the competent authority in the member state where the verifier was accredited. in the light of the fundamental right to an effective remedy , enshrined in article 47 of the charter of fundamental rights of the european union , decisions taken by the competent authorities and the managing bodies of the port under this regulation should be subject to judicial review , carried out in accordance with the national law of the member state concerned.


### (42) given the international dimension of the maritime sector , a global approach to limiting the greenhouse gas intensity of the energy used by ships is preferable as it could be regarded as more effective due to its broader scope. in this context , and with a view to facilitating the development of international rules within the international maritime organisation (imo) , the commission should share relevant information on the implementation of this regulation with the imo and other relevant international bodies and relevant submissions should be made to the imo. where an agreement on a global aproach is reached on matters of relevance to this regulation , the commission should review the present regulation with a view to aligning it , where appropriate , with the international rules. ### (42) given the international dimension of the maritime sector , a global approach to limiting the greenhouse gas intensity of the energy used by ships is preferable as it could be regarded as more effective due to its broader scope. in this context , and with a view to facilitating the development of international rules within the international maritime organisation (imo) , the commission should share relevant information on the implementation of this regulation with the imo and other relevant international bodies and relevant submissions should be made to the imo. the eu must continue its efforts to promote more ambitious maritime decarbonization targets within the imo. where an agreement on a global aproach is reached on matters of relevance to this regulation , the commission should review the present regulation with a view to aligning it , where appropriate , with the international rules.


### the limit on the greenhouse gas (‘ghg’) intensity of energy used on-board by a ship arriving at , staying within or departing from ports under the jurisdiction of a member state and ### the limit on the greenhouse gas (‘ghg’) intensity of energy supplied by maritime fuel suppliers and used on-board by a ship arriving at , staying within or departing from ports under the jurisdiction of a member state and


### this regulation applies to all ships above a gross tonnage of 5000 , regardless of their flag in respect to: ### this regulation applies to marine fuel suppliers and to all ships above a gross tonnage of 5000 and from year 2035 to all ships above a gross tonnage of 400 , regardless of their flag in respect to:


### the energy used during their stay within a port of call under the jurisdiction of a member state , ### the energy supplied and used during their stay within a port of call under the jurisdiction of a member state ,


### a half of the energy used on voyages departing from or arriving to a port of call under the jurisdiction of a member state , where the last or the next port of call is under the jurisdiction of a third country. ### a half of the energy used on voyages departing from or arriving to a port of call under the jurisdiction of a member state , where the last or the next port of call is under the jurisdiction of a third country , provided that a thorough ex ante impact assessment regarding the risks of cargo diversion establishes that no major negative impacts on eu ports are expected. the commission shall then propose an amendment to this regulation aiming at adjusting it taking into account the data from the impact assessment.


### ‘food and feed crops’ means food and feed crops as defined in article 2 , point (40) , of directive (eu) 2018/2001; ### ‘food and feed crops’ means food and feed crops as defined in article 2 , point (40) , of directive (eu) 2018/2001; including intermediate crops and other crops grown primarily for energy purposes on agricultural land.


### ‘energy use on-board’ means the amount of energy , expressed in mega joules (mj) , used by a ship for propulsion and for the operation of any on-board equipment , at sea or at berth; ### ‘energy use on-board’ means the amount of energy , expressed in mega joules (mj) , used by a ship for propulsion and for the operation of any on-board equipment , at sea or at berth; without the additional energy used due to technical characteristics of a ship having the ice class ia or ia super or an equivalent ice class and the additional energy used by a ship having the ice class ic , ib , ia or ia super or an equivalent ice class due to sailing in ice conditions 27a ;


### 1. the yearly average greenhouse gas intensity of the energy used on-board by a ship during a reporting period shall not exceed the limit set out in paragraph 2. ### 1. the yearly average greenhouse gas intensity of the energy supplied and used on-board by a ship during a reporting period shall not exceed the limit set out in paragraph 2.


### — -13% from 1 january 2035; ### — -25% from 1 january 2035;


### — -26% from 1 january 2040; ### — -50% from 1 january 2040;


### — -59% from 1 january 2045; ### — -75% from 1 january 2045;


### — -75% from 1 january 2050. ### — -100% from 1 january 2050.


### [asterix: the reference value , which calculation will be carried out at a later stage of the legislative procedure , corresponds to the fleet average greenhouse gas intensity of the energy used on-board by ships in 2020 determined on the basis data monitored and reported in the framework of regulation (eu) 2015/757 and using the methodology and default values laid down in annex i to that regulation.] ### [asterix: the reference value , which calculation will be carried out at a later stage of the legislative procedure , corresponds to the fleet average greenhouse gas intensity of the energy supplied to ships and used on-board by ships in 2020 as determined on the basis data monitored and reported in the framework of regulation (eu) 2015/757 and using the methodology and default values laid down in annex i to that regulation.]


### that are unable to connect to on-shore power supply due to unavailable connection points in a port; ### that are unable to connect to on-shore power supply , e.g. due to unavailable connection points at the visited berth in a port;


### biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel; ### biofuels and biogas that do not comply with point (a) or that are produced from food and feed crops including intermediate crops and other crops grown primarily for energy purposes on agricultural land shall be considered to have the same emission factors as the least favourable fossil fuel pathway for this type of fuel;


### 3. the commission is empowered to adopt delegated acts in accordance with article 26 , in order to supplement this regulation by establishing further methods and criteria of accreditation of verifiers. the methods specified in those delegated acts shall be based on the principles for verification provided for in articles 10 and 11 and on relevant internationally accepted standards. ### 3. the commission is empowered to adopt delegated acts in accordance with article 26 , in order to supplement this regulation by establishing further methods and criteria of accreditation of verifiers and mandatory re-accreditation of verifiers to address the new complexities of the data to be verified and the new specificities of the new alternative fuels. the methods specified in those delegated acts shall be based on the principles for verification provided for in articles 10 and 11 and on relevant internationally accepted standards.


### 1. where on 1 may of the year following the reporting period the ship has a compliance deficit , the company shall pay a penalty. the verifier shall calculate the amount of the penalty on the basis of the formula specified annex v. ### 1. where on 1 may of the year following the reporting period the ship has a compliance deficit , the company shall pay a penalty. the verifier shall calculate the amount of the penalty on the basis of the formula specified annex v. the verifier shall also allocate the proportion of the compliance deficit to the entity that is ultimately responsible for the purchase of the fuel and/or the operation of the ship , calculate the proportionate penalty and notify the shipping company and that other entity for the sake of payment or reimbursement.


### 1. where on 1 may of the year following the reporting period the ship has a compliance deficit , the company shall pay a penalty. the verifier shall calculate the amount of the penalty on the basis of the formula specified annex v. ### 1. where on 1 may of the year following the reporting period the ship has a compliance deficit , the company shall pay an appealable penalty which is imposed by a national authority. the verifier shall calculate the amount of the penalty on the basis of the formula specified annex v.


### 1. the penalties referred to in article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector , facilitate the construction of appropriate bunkering facilities or electric connection ports in ports , and support the development , testing and deployment of the most innovative european technologies in the fleet to achieve significant emission reductions. ### 1. the penalties referred to in article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector , facilitate the construction of appropriate bunkering facilities or electric connection ports in ports , and support the deployment of the most innovative european technologies in the fleet as well as stimulating fleet renewal , across the european unionmaritime technology industry to achieve significant emission reductions.


### 1. the penalties referred to in article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector. projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector , facilitate the construction of appropriate bunkering facilities or electric connection ports in ports , and support the development , testing and deployment of the most innovative european technologies in the fleet to achieve significant emission reductions. ### 1. the penalties referred to in article 20(1) and 20(2) shall be allocated to support common projects aimed at the rapid deployment of renewable and low carbon fuels in the maritime sector including safety , training and protecting measures for workers using new maritime fuels. projects financed by the funds collected from the penalties shall stimulate the production of greater quantities of renewable and low carbon fuels for the maritime sector , facilitate the construction of appropriate bunkering facilities or electric connection ports in ports , and support the development , testing and deployment of the most innovative european technologies in the fleet to achieve significant emission reductions.


### the [mi] mass of fuel shall be determined using the amount reported in accordance with the framework of the reporting under regulation (eu) 2015/757 for voyages falling within the scope of this regulation based on the chosen monitoring methodology by the company. ### the [mi] mass of fuel [mi] shall be determined using the amount reported in accordance with the framework of the reporting under regulation (eu) 2015/757 for voyages falling within the scope of this regulation based on the chosen monitoring methodology by the company. the adjusted mass of fuel [mi a] may be used instead of the mass of fuel [mi] for a ship having the ice-class ic , ib , ia or ia super or an equivalent ice class.28a the adjusted mass [mi a] is defined in annex x.


### in order to increase consistent use of renewable and low-carbon fuels and substitute sources of energy across the union , while ensuring the smooth operation of maritime traffic and avoiding distortions in the internal market. ### in order to increase consistent supply and use of renewable and low-carbon fuels and substitute sources of energy in maritime transport across the union in line with the union’s objective of climate neutrality in the union at the latest by 2050 and the goals of the paris agreement , while ensuring its smooth operation and avoiding distortions in the internal market.


### the emissions factors for fossils fuels contained in this annex shall be used for the determination of the greenhouse gas intensity index referred to in annex i of this regulation. ### the emissions factors for fossils fuels contained in this annex shall be used for the determination of the greenhouse gas intensity index referred to in annex i of this regulation. and if necessary for incentifizing the research and development of cleaner fuels and propulsion systems use of verified actual emission factor should be allowed.


### 6. welcomes the commission’s proposal to speed up the roll-out of the ertms in the revision of the ten-t regulation; ### 6. welcomes the commission’s proposal to speed up the union-wide deployment of the ertms in the revision of the ten-t regulation;


### 7. stresses the importance of ensuring the synchronised deployment of the trackside system and on-board units and the need for improved ertms governance to ensure such a synchronised deployment at both national and eu level; ### 7. stresses the importance of ensuring the synchronised deployment of the trackside system and on-board units and the need for improved ertms governance to ensure a binding and synchronised deployment at both national and eu level;


### 8. emphasises the need to ensure quick and efficient financing to support the investments; ### 8. emphasises the need to ensure quick , sufficient and efficient financing and funding to support investments;


### 9. considers that the timely completion of the multimodal , seamless ten-t core network corridors by 2030 is imperative and must involve the elimination of bottlenecks and missing links and the completion of cross-border sections; supports the planned high-speed rail connections in the extended core network , to be realised by 2040; ### 9. considers that the timely completion of the multimodal , seamless ten-t core network corridors by 2030 is imperative and must involve the elimination of bottlenecks and missing links and the completion of cross-border sections; supports the planned high-speed rail connections in the extended core network , to be realised by 2040; stresses the need for an eu masterplan for high speed , in the context of the revision of the ten-t guidelines , which connects the eu capitals with high speed train services and improves the quality of infrastructure , the efficiency and the affordability of the services;


### 13. emphasises the need for clear interoperable standards and further investments in rolling stock; ### 13. emphasises the need for clear interoperable standards and further investments in rolling stock; reminds the council's conclusions of 3 june 20211a stating that major investment by the sector in international long-distance rolling stock is required , particularly from private sector and reminding member states of the existence of international agreements and treaties which facilitate private investment , such as the luxembourg rail protocol to the cape town convention;


### 14. stresses that the lack of harmonisation of the certification of train drivers may hamper their mobility between member states and the development of long-distance passenger services; ### 14. stresses the need for harmonisation of the certification of train drivers to improve their mobility between member states and the development of long-distance passenger services , particularly in cross-border sections;


### 17. highlights the role of digitalisation and better coordination , in particular for cross-border rail traffic; ### 17. highlights the role of digitalisation and better coordination , in particular for cross-border rail traffic; asks the commission to consider the creation of a union-level entity that oversees the optimisation of cross-border rail traffic and coordination mechanisms for its better integration to the national traffic and consequently , for more efficient management of rail capacity for both passenger and freight trains;


### 17. highlights the role of digitalisation and better coordination , in particular for cross-border rail traffic; ### 17. highlights the role of digitalisation , the need for cybersecurity and better coordination , in particular for cross-border rail traffic;


### 20. acknowledges that making long-distance rail passenger services more attractive requires more accessible smart ticketing and appropriate protection for passengers in the event of delays or missed connections for single options and through tickets , ensuring , as a minimum , journey continuation; ### 20. acknowledges that making long-distance rail passenger services more attractive requires more accessible smart ticketing and appropriate protection for passengers in the event of delays or missed connections for single options and through tickets , ensuring , as a minimum , journey continuation; further highlights the needed cooperation between railway undertakings and ticket vendors to develop a sector standard for ticket distribution , exchanging data under frand conditions based on commercial agreements and preventing the establishment of gatekeepers;


### 21. takes note of the commission’s upcoming proposal for a regulation on multimodal digital mobility services to enhance data exchange and facilitate the conclusion of fair commercial agreements; ### 21. takes note of the commission’s upcoming proposal for a regulation on multimodal digital mobility services to enhance data exchange and facilitate the conclusion of fair commercial agreements , with both principles being binding for all market participants;


### 22. stresses the importance of ensuring fair and advantageous ticket prices for all categories of passengers , including the most vulnerable; ### 22. stresses the importance of ensuring fair , affordable and advantageous ticket prices for all categories of passengers , including the most vulnerable , as well as the accessibility to the platforms and tickets providers , in particular for senior passengers as well as for people with reduced mobility;


### a. whereas the commission proposal on amending the trans-european transport network (ten-t) aims at building an eu-wide sustainable , effective and multimodal transport network , including the development of sustainable urban mobility plans for cities; ### a. whereas the commission proposal on amending the trans-european transport network (ten-t) aims at building an eu-wide sustainable , effective , accessible and multimodal transport network , including the development of sustainable urban mobility plans for cities;


### b. whereas the horizon europe framework programme will provide eur 359.3 million over the period 2021-2023 for its mission on climate-neutral and smart cities , aiming to reach a total of 100 climate neutral cities in the eu by 203011 ; ### b. whereas the horizon europe framework programme will provide eur 359.3 million over the period 2021-2023 for its mission on climate-neutral and smart cities , aiming to reach a total of 100 climate neutral cities in the eu by 203011 ; whereas the research and innovation actions proposed by the ec to achieve this objective will address , inter alia , green urban planning;


### c. whereas congestion costs the eu around eur 270 billion a year12 ; ### c. whereas congestion costs the eu around eur 270 billion a year12 and other effects such as air pollution , noise pollution and urban heat island effects result in a reduced quality of life in cities;


### d. whereas city freight transport and logistics are essential to the functioning of urban economies; ### d. whereas city freight transport and logistics are essential to the functioning of urban economies and innovative solutions and best practices are being observed across eu cities;


### e. whereas covid-19 has exacerbated the challenges being faced by urban mobility systems , but has also served as a catalyst to make them more resilient , smarter , safer , more sustainable and accessible; ### e. whereas covid-19 has exacerbated the challenges being faced by urban mobility systems , but has also served as a catalyst to make them more resilient , smarter , safer , more sustainable and accessible; especially with numerous cities across europe accelerating the implementation of their mobility plans during the pandemic , leading to a high increase in walking and cycling and implementation of new kilometres of cycling infrastructure;


### g. whereas the rules and requirements regarding active mobility , new forms of mobility and micro-mobility are still underdeveloped or vary between member states; ### g. whereas the level of ambition , policy choices , rules and requirements regarding active mobility , new forms of mobility and micro-mobility are still underdeveloped or vary between member states;


### i. whereas consumer e-commerce deliveries grew by 25 % in 2020 as a consequence of the pandemic , and the increase in ‘last-mile’ deliveries is likely to persist13 ; ### i. whereas consumer e-commerce deliveries grew by 25 % in 2020 as a consequence of the pandemic , and the increase in ‘last-mile’ deliveries and its impact in urban areas is likely to persist13;


### 1. points out that in order to meet its ambitious economic , environmental , digital , health and societal objectives , urban mobility in the eu needs to be guided by smart , competitive , more sustainable and multimodal transport solutions; ### 1. points out that in order to meet its ambitious economic , environmental , digital , health and societal objectives , urban mobility in the eu needs to be guided by smart , inclusive , healthy , affordable , competitive , more sustainable and multimodal transport solutions that improve liveability and result in cities with higher levels of happiness;


### 1. points out that in order to meet its ambitious economic , environmental , digital , health and societal objectives , urban mobility in the eu needs to be guided by smart , competitive , more sustainable and multimodal transport solutions; ### 1. points out that in order to meet its ambitious economic , environmental , digital , health and societal objectives , urban mobility in the eu needs to be guided by smart , competitive , more sustainable , seamless and multimodal transport solutions;


### 2. stresses that all modes of transport have their role to play and that the modal shift cannot simply be imposed upon people but must be supported by people; ### 2. underlines that modal shift is necessary if the eu wants to reach its target of climate neutrality by 2050 and that this also needs the support of citizens;


### 2. stresses that all modes of transport have their role to play and that the modal shift cannot simply be imposed upon people but must be supported by people; ### 2. stresses that a sustainable mobility plan must take into account all modes of transport , including sustainable active modes such as walking and cycling and public transportation , that have a proven capability to improve mobility in urban areas and contribute to the achievement of eu climate goals;


### 2. stresses that all modes of transport have their role to play and that the modal shift cannot simply be imposed upon people but must be supported by people; ### 2. stresses that all modes of transport have their role to play to attain a widely supported modal shift , in particular more effort is needed to raise awareness and encourage city dwellers to use public transport as well as active transport modes such as walking and cycling;


### 2. stresses that all modes of transport have their role to play and that the modal shift cannot simply be imposed upon people but must be supported by people; ### 2. stresses that all modes of transport have a role to play and that modal shift cannot simply be imposed on people , but must be supported by people; underlines that the eu must raise awareness of the importance of modal shift through campaigns , car-free days and discounted fares on specific occasions in order to gain people's support;


### 3. calls for support for the use of zero- and low-carbon private mobility , complemented by efficient and affordable collective transport services and other modes of transport that bring various options to the market , in order to boost competition and thereby provide better and more valuable solutions for citizens; ### 3. calls for the development of an efficient urban mobility system in europe , that is coordinated by local public transport authorities , based on efficient , accessible and affordable collective transport services and complemented by active modes of transport and new mobility services;


### 3. calls for support for the use of zero- and low-carbon private mobility , complemented by efficient and affordable collective transport services and other modes of transport that bring various options to the market , in order to boost competition and thereby provide better and more valuable solutions for citizens; ### 3. calls for support for the eu and member states to strongly support the use of zero- and low-carbon sustainable mobility modes , particularly efficient and affordable collective public transport services , as well as active forms of mobility , to provide better and more valuable and sustainable solutions for citizens;


### 3. calls for support for the use of zero- and low-carbon private mobility , complemented by efficient and affordable collective transport services and other modes of transport that bring various options to the market , in order to boost competition and thereby provide better and more valuable solutions for citizens; ### 3. calls for support for the use of zero-emission public and private mobility , characterised by efficient , reliable , inclusive and affordable collective transport services that serve as a backbone , active transport modes and other modes of transport that bring various options to the market , in order to boost competition and result in more liveable cities , while providing better , healthier and more valuable solutions for citizens and city dwellers;


### 4. calls for better accessibility and connectivity between urban , peri-urban and rural areas and further calls for unhindered access to smart , sustainable and affordable transport to be guaranteed for all; ### 4. calls for better accessibility and connectivity between urban , peri-urban and rural areas , as well as multimodal passenger hubs , and further calls for unhindered access to smart , sustainable and affordable transport to be guaranteed for all;


### 4. calls for better accessibility and connectivity between urban , peri-urban and rural areas and further calls for unhindered access to smart , sustainable and affordable transport to be guaranteed for all; ### 4. calls for better accessibility , reliability and connectivity between urban , peri-urban and rural areas and further calls for unhindered access to smart , sustainable , inclusive , healthy and affordable transport to be guaranteed for all;


### 5. calls on all the parties involved to adopt measures that could better ensure road safety , such as deploying means to detect safety-related events or conditions , and also by taking into account users from groups with special needs; ### 5. calls on the european commission , member states and on all the parties involved to adopt measures that could better ensure road safety , such as implementing 30 km/h in urban and built-up areas , improving walking and cycling infrastructure , deploying means to detect safety-related events or conditions , and also by taking into account users from groups with special needs;


### 5. calls on all the parties involved to adopt measures that could better ensure road safety , such as deploying means to detect safety-related events or conditions , and also by taking into account users from groups with special needs; ### 5. points out that ensuring road safety for the most vulnerable road users significantly influences transport behaviours; stresses in this regard that the future eu urban mobility framework must encompass systemic road-safety-related measures to allow urban dwellers to walk or cycle safely; calls on all the parties involved to adopt measures that could better ensure road safety , such as deploying means to detect safety-related events or conditions , and also by taking into account users from groups with special needs;


### 6. affirms that urban transport should be more accessible; encourages the commission , in this context , to propose guidelines regarding accessibility , safety and security for transport users and particularly for those from groups with special needs; highlights the key role artificial intelligence (ai) and digital solutions can play in this regard; ### 6. affirms that urban transport should be more accessible , reliable , affordable , healthy , safe and inclusive to serve as a backbone of the transport system; encourages the commission , in this context , to propose guidelines regarding accessibility , inclusiveness , affordability , sustainability , safety and security for transport users and non-users and particularly for those from groups with other needs; highlights that digitalisation can play a role in this regard in addition to policy measures and choices to incentivise better transport behaviour by all its users;


### 6. affirms that urban transport should be more accessible; encourages the commission , in this context , to propose guidelines regarding accessibility , safety and security for transport users and particularly for those from groups with special needs; highlights the key role artificial intelligence (ai) and digital solutions can play in this regard; ### 6. affirms that urban transport should be more accessible; encourages the commission , in this context , to propose guidelines regarding accessibility , safety and security for all transport users and particularly for those from groups with special needs; highlights the key role artificial intelligence (ai) and digital solutions can play in this regard;


### 7. stresses its concern at the shortcomings in the regulation of micro-mobility in many member states , as it does not facilitate this type of transportation and poses risks for people’s safety; invites the commission , in this context , to collaborate with the member states to draw up common road-safety guidelines and recommendations for micro-mobility such as speed limits , helmet requirements , or training; encourages the member states to proceed with the adaptation of their national legislation and to launch information campaigns; ### 7. stresses its concern at the shortcomings in the regulation of micro-mobility in many member states and scattered landscape of measures taken in european cities; invites the commission , in this context , to collaborate with the member states and european cities to draw up common road-safety guidelines , best practices and recommendations for micromobility such as parking approaches (free floating vs. designated parking zones) , speed limits , age requirements , helmet requirements , or training; encourages the member states in cooperation with cities to proceed with the adaptation of their national legislation and to launch information campaigns;


### 9. highlights that urban infrastructure planning should contribute to a smart and sustainable transport transition , allowing for multimodality and ensuring quality of life in cities; recommends , in this regard , incorporating active mobility and micro-mobility , as well as underdeveloped sustainable transport modes , into sustainable urban mobility plans; ### 9. highlights that urban infrastructure planning should contribute to a smart and sustainable transport transition , allowing for multimodality and ensuring quality of life in cities; recommends , in this regard , incorporating active mobility and micro-mobility , as well as underdeveloped sustainable transport modes , into sustainable urban mobility plans and to facilitate the creation of multi-modal hubs at the urban node level;


### 9. highlights that urban infrastructure planning should contribute to a smart and sustainable transport transition , allowing for multimodality and ensuring quality of life in cities; recommends , in this regard , incorporating active mobility and micro-mobility , as well as underdeveloped sustainable transport modes , into sustainable urban mobility plans; ### 9. highlights that urban infrastructure planning should contribute to a smart and sustainable transport transition , allowing for multimodality and ensuring quality of life in cities; recommends , in this regard , incorporating public transport , active mobility and micro-mobility , as well as underdeveloped sustainable transport modes , into sustainable urban mobility plans;


### 10. encourages member states and local authorities to join forces to promote and implement sustainable urban mobility plans , respecting the principle of subsidiarity; ### 10. encourages member states , local authorities and city networks to join forces to promote and implement sustainable urban mobility plans to improve the quality of life in all european cities;


### 11. stresses that the ten-t relies on intermodal urban mobility in order to facilitate the ‘first and last mile’ for both passengers and freight; ### 11. stresses that the ten-t relies on intermodal urban mobility in order to facilitate the ‘first and last mile’ for both passengers and freight , in which the modal share of active transport modes should increase;


### 12. welcomes the commission’s proposal for a reinforced approach to ten-t urban nodes as being necessary to address missing links and poor connections that remain a major challenge; highlights , in particular , the need to reinforce seamless connectivity between rural , peri-urban and urban areas , with an interoperable infrastructure backbone of sustainable modes of transport , such as rail and inland waterways; ### 12. welcomes the commission’s proposal for a reinforced approach to ten-t urban nodes as being necessary to address missing links and poor connections that remain a major challenge; highlights , in particular , the need to reinforce seamless connectivity between rural , peri-urban and urban areas , with an interoperable infrastructure backbone of sustainable modes of transport , such as rail and inland waterways; considers also that connectivity with the outermost regions should be ensured in such a way as to promote the development of urban centres in these regions;


### 12. welcomes the commission’s proposal for a reinforced approach to ten-t urban nodes as being necessary to address missing links and poor connections that remain a major challenge; highlights , in particular , the need to reinforce seamless connectivity between rural , peri-urban and urban areas , with an interoperable infrastructure backbone of sustainable modes of transport , such as rail and inland waterways; ### 12. welcomes the commission’s proposal for a reinforced approach to ten-t urban nodes as being necessary to address missing links and poor connections that remain a major challenge; highlights , in particular , the need to reinforce seamless connectivity between rural , peri-urban and urban areas , with an interoperable infrastructure backbone of sustainable modes of transport , such as rail and inland waterways , as well as high-quality public transport;


### 15. supports the integration of the freight dimension into sustainable urban mobility plans in order to accelerate sustainable urban logistics plans and low-emissions solutions to city freight transport , including rail and inland waterways , with the use of new distribution models , dynamic routing and multimodal connections; ### 15. supports the integration of zero-emission freight logistics into sustainable urban mobility plans in order to accelerate sustainable urban logistics plans and zero-emission solutions to city freight transport , including rail and inland waterways , with the use of new distribution models , dynamic routing , zero-emission fleets and multimodal connections;


### 15. supports the integration of the freight dimension into sustainable urban mobility plans in order to accelerate sustainable urban logistics plans and low-emissions solutions to city freight transport , including rail and inland waterways , with the use of new distribution models , dynamic routing and multimodal connections; ### 15. supports the integration of the freight dimension into sustainable urban mobility plans in order to accelerate sustainable urban logistics plans and low-emissions solutions to city freight transport , including rail and inland waterways , with the use of new distribution models , dynamic routing , cycle logistics and multimodal connections;


### 16. calls on the member states to ensure the availability of recharging and alternative fuels refuelling infrastructure , pursuant to the alternative fuels infrastructure regulation; invites the member states to collaborate with the commission to create incentives for individuals and businesses to take up zero- and low-carbon modes of transport; ### 16. calls on the member states to ensure the public availability of recharging and alternative fuels refuelling infrastructure , pursuant to the alternative fuels infrastructure regulation; invites the member states to collaborate with the commission to create incentives for individuals and businesses to take up zero-emission modes of transport;


### 16. calls on the member states to ensure the availability of recharging and alternative fuels refuelling infrastructure , pursuant to the alternative fuels infrastructure regulation; invites the member states to collaborate with the commission to create incentives for individuals and businesses to take up zero- and low-carbon modes of transport; ### 16. calls on the member states to ensure , in cooperation with local and regional authorities , the availability of recharging and alternative fuels refuelling infrastructure , pursuant to the alternative fuels infrastructure regulation; invites the member states to collaborate with the commission to create incentives for individuals and businesses to take up zero- and low-carbon modes of transport;


### 17. highlights that ai and digitalisation improve efficiency , safety and affordability , and decrease greenhouse gas emissions; ### 17. highlights that ai and digitalisation can play a key role in improving efficiency , safety and affordability , and decrease greenhouse gas emissions;;


### 17. highlights that ai and digitalisation improve efficiency , safety and affordability , and decrease greenhouse gas emissions; ### 17. highlights that ai and digitalisation can be an additional tool to improve efficiency , safety and affordability , and potentially decrease greenhouse gas emissions;


### 18. calls for the further development and implementation of ‘mobility as a service’ (maas) across europe; ### 18. calls for the further development and implementation of ‘mobility as a service’ (maas) across europe putting public transport at the core of this ecosystem;


### 18. calls for the further development and implementation of ‘mobility as a service’ (maas) across europe; ### 18. calls for the further development and implementation of ‘mobility as a service’ (maas) and integration with public transport across europe;


### 20. notes with concern that urban vehicle access regulations (uvars) are leading to further fragmentation of the single european transport area , while also going against the principles of the single market; highlights in this regard the importance of smart solutions better informing drivers about their compliance with certain rules; ### deleted


### 20. notes with concern that urban vehicle access regulations (uvars) are leading to further fragmentation of the single european transport area , while also going against the principles of the single market; highlights in this regard the importance of smart solutions better informing drivers about their compliance with certain rules; ### 20. notes that uvars are increasingly being used in european cities to reduce the negative externalities caused by road traffic , such as noise , congestion and air pollution; stresses , however , that cities must nevertheless remain accessible to all , as restricting access to an urban area for specific vehicles or users can lead to discrimination among citizens; stresses that the court of justice has recognized that uvars do not constitute barriers to the internal market; in this context , underlines the importance of smart solutions to better inform drivers about compliance and cross-border enforcement;


### 22. urges the development of an appropriate legal and policy framework for the use of ai in smart mobility and transport; ### 22. urges the development of an appropriate legal and policy framework for the use of ai in smart mobility and transport , whereby the ultimate responsibility must always lie within human control and not with the machine;


### 22. urges the development of an appropriate legal and policy framework for the use of ai in smart mobility and transport; ### 22. urges the development of an appropriate legal , ethical and policy framework for the use of ai in smart mobility and transport and user-data;


### (3) the european green deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the eu by 2050 , and sets out a new growth strategy that aims to transform the union into a fair and prosperous society , with a modern , resource-efficient and competitive economy , where economic growth is decoupled from resource use. it also aims to protect , conserve and enhance the union's natural capital , and protect the health and well-being of citizens from environment-related risks and impacts. at the same time , this transition affects women and men differently and has a particular impact on some disadvantaged groups , such as older people , persons with disabilities and persons with a minority racial or ethnic background. it must therefore be ensured that the transition is just and inclusive , leaving no one behind. ### (3) the european green deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the eu by 2050 , and sets out a new growth strategy that aims to transform the union into a fair and prosperous society , with a modern , resource-efficient and competitive economy , where economic growth is decoupled from resource use. it also aims to protect , conserve and enhance the union's natural capital , and protect the health and well-being of citizens from environment-related risks and impacts. at the same time , this transition affects women and men differently and has a particular impact on some disadvantaged groups , such as older people , persons with disabilities and persons with a minority racial or ethnic background. in addition , the transition will affect regions of the union differently , especially outermost regions , which , because of their periphery , are more vulnerable to the negative impacts of the transition. it must therefore be ensured that the transition is just and inclusive , leaving no one behind.


### (3) the european green deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the eu by 2050 , and sets out a new growth strategy that aims to transform the union into a fair and prosperous society , with a modern , resource-efficient and competitive economy , where economic growth is decoupled from resource use. it also aims to protect , conserve and enhance the union's natural capital , and protect the health and well-being of citizens from environment-related risks and impacts. at the same time , this transition affects women and men differently and has a particular impact on some disadvantaged groups , such as older people , persons with disabilities and persons with a minority racial or ethnic background. it must therefore be ensured that the transition is just and inclusive , leaving no one behind. ### (3) the european green deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the eu by 2050 , and sets out a new growth strategy that aims to transform the union into a fair and prosperous society , with a modern , resource-efficient and competitive economy , where economic growth is decoupled from resource use. it also aims to protect , conserve and enhance the union's natural capital , and protect the health and well-being of citizens from environment-related risks and impacts , while taking into account national and regional specificities and various social consequences. at the same time , this transition affects women and men differently and has a particular impact on some disadvantaged groups , such as older people , persons with disabilities and persons with a minority racial or ethnic background. it must therefore be ensured that the transition is just and inclusive , leaving no one behind.


### (6) all sectors of the economy are expected to contribute to achieving those emission reductions , including the road transport sector. ### (6) all sectors of the economy are expected to contribute to achieving those emission reductions , including the road transport sector , which accounts over 70 % of overall ghg emissions from the transport sector and has not been presenting a trend of decreasing emissions.


### (6) all sectors of the economy are expected to contribute to achieving those emission reductions , including the road transport sector. ### (6) all sectors of the economy are expected to contribute to achieving those emission reductions , including the road transport sector as mobility is a major contributor to air pollution and has an important ecological footprint responsible for more than 27% of all greenhouse gas emissions in the union.


### (8) in order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 , it is necessary to strengthen the reduction requirements set out in regulation (eu) 2019/631 of the european parliament and of the council25 for both passenger cars and light commercial vehicles. a clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. without ambitious action on greenhouse gas emission reductions in road transport , higher emission reductions would be needed in other sectors , including sectors where decarbonisation is more challenging. ### (8) the european green deal has set the goal of achieving a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990. regarding the transport sector , the european green deal has set the target of a 90% reduction in transport emissions. therefore , it is necessary to strengthen the reduction requirements set out in regulation (eu) 2019/631 of the european parliament and of the council25 for both passenger cars and light commercial vehicles. a clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. this pathway should include targeted measures , including financing , to mitigate the socioeconomic impact of the transition , in order to support employment and job creation in the automotive sector , as well as to ensure the accessibility and affordability to sustainable mobility;


### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway. ### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a significant role in the transition pathway. therefore the european commission should further develop the possibility that low-emission vehicles include a digital solution to be able to detect zero emission zones and initiate the electric driving mode.


### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway. ### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway. the transition pathway should promote the currently available lowering co2 emission technologies in the new passenger cars and new light commercial vehicles and prioritise and simplify the legal access of the innovative solutions to the union market , such as less energy consuming lights as to make this transition being promoted as soon as it possible.


### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway. ### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target such as hydrogen , biofuels and other renewable fuels that could also contribute in the short and medium term to the reduction of co2 emissions from the transport sector , while ensuring affordability , accessibility , safety and inclusiveness. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway.


### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are and remain available to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway. ### (9) the strengthened co2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings , as well as ensuring that innovation in the automotive value chain can be maintained. within the global context , also the eu automotive chain must be a leading actor in the on-going transition towards zero-emission mobility. the strengthened co2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. different technologies are available and should be used to reach the zero-emission fleet wide target. zero-emission vehicles currently include battery electric vehicles , fuel-cell and other hydrogen powered vehicles , and technological innovations are continuing. zero and low-emission vehicles , which also include well performing plug-in hybrid electric vehicles , can continue to play a role in the transition pathway.


### (10) against that background , new strengthened co2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the union market and to stimulate innovation in zero-emission technologies in a cost-efficient way. ### (10) against that background , new strengthened co2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2025 onwards. those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the union market and to stimulate innovation in zero-emission technologies in a cost-efficient way , taking advantage of the momentum represented by the record-high sales of zero-emission vehicles in 2021.


### (10) against that background , new strengthened co2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the union market and to stimulate innovation in zero-emission technologies in a cost-efficient way. ### (10) against that background , new strengthened co2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2025 onwards. those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission vehicles and increase its competitiveness on the union market in order to make them affordable and accessible for all , as well as to stimulate innovation in zero-emission technologies in a cost-efficient way.


### (11) the targets in the revised co2 performance standards should be accompanied by a european strategy to address the challenges posed by the scale-up of the manufacturing of zero-emission vehicles and associated technologies , as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. where appropriate , financial support should be considered at the level of the eu and member states to crowd in private investment , including via the european social fund plus , the just transition fund , the innovation fund , the recovery and resilience facility and other instruments of the multiannual financial framework and the next generation eu , in line with state aid rules. the revised environmental and energy state aid rules will enable member states to support business to decarbonize their production processes and adopt greener technologies in the context of the new industrial strategy. ### (11) the targets in the revised co2 performance standards should be accompanied by a european strategy to address the challenges posed by the scale-up of the manufacturing of zero-emission vehicles and associated technologies , as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. financial support should be considered at the level of the eu and member states to crowd in private investment , including via the european social fund plus , the just transition fund , the innovation fund , the recovery and resilience facility , the social climate fund , the support fund for the automotive sector and other instruments of the multiannual financial framework and the next generation eu , in line with state aid rules. the revised environmental and energy state aid rules will enable member states to support business to decarbonize their production processes and adopt greener technologies in the context of the new industrial strategy.


### (11) the targets in the revised co2 performance standards should be accompanied by a european strategy to address the challenges posed by the scale-up of the manufacturing of zero-emission vehicles and associated technologies , as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. where appropriate , financial support should be considered at the level of the eu and member states to crowd in private investment , including via the european social fund plus , the just transition fund , the innovation fund , the recovery and resilience facility and other instruments of the multiannual financial framework and the next generation eu , in line with state aid rules. the revised environmental and energy state aid rules will enable member states to support business to decarbonize their production processes and adopt greener technologies in the context of the new industrial strategy. ### (11) the targets in the revised co2 performance standards should be accompanied by european mechanism for the just transition of the automotive and supply industry to address the challenges posed by the scale-up of the manufacturing of zero-emission vehicles and associated technologies , as well as the need for up-skilling , re-skilling and out-skilling of workers in the sector and the economic diversification and reconversion of activities. financial support should be also considered at the level of the eu and member states to crowd in private investment , including via the european social fund plus , the just transition fund , the innovation fund , the recovery and resilience facility and other instruments of the multiannual financial framework , the next generation eu and the social climate fund , in line with state aid rules. the revised environmental and energy state aid rules will enable member states to support business to decarbonize their production processes and adopt greener technologies in the context of the new industrial strategy.