### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned; ### whether the programme represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises , vulnerable smes and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned;


### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned; ### whether the plan represents a response to the social impact on and challenges faced by vulnerable households , vulnerable micro-enterprises , vulnerables smes and vulnerable transport users in the member state concerned from establishing the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , especially households in energy poverty , duly taking into account the challenges identified in the assessments of the commission of the update of the concerned member state’s integrated national energy and climate plan and of its progress pursuant to article 9(3) , and articles 13 and 29 of regulation (eu) 2018/1999 , as well as in the commission recommendations to member states issued pursuant to article 34 of regulation (eu) 2018/1999 in view of the long-term objective of climate neutrality in the union by 2050. this shall take into account the specific challenges and the financial allocation of the member state concerned;


### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned; ### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , self employed , vulnerable micro-enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned , and whether the plan duly take into consideration regional specificities and vulnerable territories;


### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned; ### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises and smes and vulnerable transport users , especially households in energy poverty , in the member state concerned;


### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned; ### whether the programme is expected to have a lasting impact on the challenges addressed by that programme and in particular on vulnerable households , vulnerable micro-enterprises , vulnerable smes and vulnerable transport users , especially households in energy poverty , in the member state concerned;


### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned; ### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable self-employed persons and vulnerable transport users , especially households in energy poverty , in the member state concerned;


### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises and vulnerable transport users , especially households in energy poverty , in the member state concerned; ### whether the plan is expected to have a lasting impact on the challenges addressed by that plan and in particular on vulnerable households , vulnerable micro-enterprises , vulnerable smes and vulnerable transport users , especially households in energy poverty , in the member state concerned;


### whether the justification provided by the member state for the amount of the estimated total costs of the plan is reasonable , plausible , in line with the principle of cost efficiency and commensurate to the expected national environmental and social impact; ### whether the justification provided by the member state for the amount of the estimated total costs of the plan is reasonable , plausible , in line with the principle of cost efficiency and commensurate to the expected national environmental and socio-economic impact;


### whether the justification provided by the member state for the amount of the estimated total costs of the plan is reasonable , plausible , in line with the principle of cost efficiency and commensurate to the expected national environmental and social impact; ### whether the justification provided by the member state for the amount of the estimated total costs of the plan is reasonable , plausible , in line with the principle of cost efficiency and commensurate to the expected national environmental and socioeconomic impact;


### 1. where a social climate plan , including relevant milestones and targets , is no longer achievable , either in whole or in part , by the member state concerned because of objective circumstances , in particular because of the actual direct effects of the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , the member state concerned may submit to the commission an amendment of its plan to include the necessary and duly justified changes. member states may request technical support for the preparation of such request. ### 1. where a social climate plan , including relevant milestones and targets , is no longer achievable , either in whole or in part , by the member state concerned because of objective circumstances , in particular because of the actual direct effects of the emission trading system for buildings and road transport established pursuant to chapter iv a of directive 2003/87/ec , the member state concerned may , following the consultation of social partners and regional and local authorities submit to the commission an amendment of its plan to include the necessary and duly justified changes. member states may request technical support for the preparation of such request.


### 1. where a social climate plan , including relevant milestones and targets , is no longer achievable , either in whole or in part , by the member state concerned because of objective circumstances , in particular because of the actual direct effects of the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , the member state concerned may submit to the commission an amendment of its plan to include the necessary and duly justified changes. member states may request technical support for the preparation of such request. ### 1. where a social climate plan , including relevant milestones and targets , is no longer achievable , either in whole or in part , by the member state concerned because of objective circumstances , the member state concerned may , following a meaningful consultation with regional and local authorities , social partners and relevant civil society organisations , submit to the commission an amendment of its plan to include the necessary and duly justified changes. member states may request technical support for the preparation of such request.


### 1. where a social climate plan , including relevant milestones and targets , is no longer achievable , either in whole or in part , by the member state concerned because of objective circumstances , in particular because of the actual direct effects of the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , the member state concerned may submit to the commission an amendment of its plan to include the necessary and duly justified changes. member states may request technical support for the preparation of such request. ### 1. where a social climate programme , including relevant milestones and targets , is no longer achievable , either in whole or in part , by the member state concerned because of objective circumstances , in particular because of the actual direct effects of the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/87/ec , or where the member state decides to propose a modification of its social climate programme to better achieve the objectives set out in article 1 , the member state concerned may submit to the commission an amendment of its plan to include the necessary and duly justified changes. member states may request technical support for the preparation of such request.


### 5. by 15 march 2027 each member state concerned shall assess the appropriateness of its plans in view of the actual direct effects of the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/087/ec. those assessments shall be submitted to the commission as part of the biennial progress reporting pursuant to article 17 of regulation (eu) 2018/1999. ### 5. by 15 march 2027 each member state concerned shall assess the appropriateness of its plans in view of the actual direct effects of the transition to climate neutrality. those assessments shall be submitted to the commission as part of the biennial progress reporting pursuant to article 17 of regulation (eu)2018/1999.


### 1. after the commission has adopted a decision as referred to in article 16 , it shall in due time conclude an agreement with the member state concerned constituting an individual legal commitment within the meaning of regulation (eu , euratom) 2018/1046 covering the period 2025-2027. that agreement may be concluded at the earliest one year before the year of the start of the auctions under chapter iva of directive 2003/87/ec. ### 1. after the commission has adopted a decision as referred to in article 16 , it shall in due time conclude an agreement with the member state concerned constituting an individual legal commitment within the meaning of regulation (eu , euratom) 2018/1046 covering the period 2023-2027.


### 1. after the commission has adopted a decision as referred to in article 16 , it shall in due time conclude an agreement with the member state concerned constituting an individual legal commitment within the meaning of regulation (eu , euratom) 2018/1046 covering the period 2025-2027. that agreement may be concluded at the earliest one year before the year of the start of the auctions under chapter iva of directive 2003/87/ec. ### 1. after the commission has adopted a decision as referred to in article 16 , it shall in due time conclude an agreement with the member state concerned constituting an individual legal commitment within the meaning of regulation (eu , euratom) 2018/1046 covering the period 2023-2027. that agreement may be concluded at the earliest one year before the year of the start of the auctions under chapter iva of directive 2003/87/ec.


### 1. after the commission has adopted a decision as referred to in article 16 , it shall in due time conclude an agreement with the member state concerned constituting an individual legal commitment within the meaning of regulation (eu , euratom) 2018/1046 covering the period 2025-2027. that agreement may be concluded at the earliest one year before the year of the start of the auctions under chapter iva of directive 2003/87/ec. ### 1. after the commission has adopted a decision as referred to in article 16 , it shall in due time conclude an agreement with the member state concerned constituting an individual legal commitment within the meaning of regulation (eu , euratom) 2018/1046 covering the period 2024-2027. that agreement may be concluded at the earliest one year before the year of the start of the auctions under chapter iva of directive 2003/87/ec.


### 3. where the commission makes a positive assessment , it shall adopt without undue delay a decision authorising the disbursement of the financial allocation in accordance with regulation (eu , euratom) 2018/1046. ### 3. where the commission makes a positive assessment , it shall adopt within a maximum period of one month a decision authorising the disbursement of the financial allocation in accordance with regulation (eu , euratom) 2018/1046.


### 1. in implementing the fund , the member states , as beneficiaries of funds under the fund , shall take all the appropriate measures to protect the financial interests of the union and to ensure that the use of funds in relation to measures and investments supported by the fund complies with the applicable union and national law , in particular regarding the prevention , detection and correction of fraud , corruption and conflicts of interests. to this effect , the member states shall provide an effective and efficient internal control system as further detailed in annex iii and the recovery of amounts wrongly paid or incorrectly used. member states may rely on their regular national budget management systems. ### 1. in implementing the fund , the member states , as beneficiaries of funds under the fund , shall take all the appropriate measures to protect the financial interests of the union and to ensure that the use of funds in relation to measures and investments supported by the fund complies with the applicable union and national law , in particular regarding the prevention , detection and correction of fraud , corruption and conflicts of interests and respect for the rule of law. to this effect , the member states shall provide an effective and efficient internal control system as further detailed in annex iii and the recovery of amounts wrongly paid or incorrectly used. member states may rely on their regular national budget management systems.


### in 2027 , an assessment of the plan referred to in article 17(5) in view of the actual direct effects of the emission trading system for buildings and road transport established pursuant to chapter iva of directive 2003/087/ec; ### in 2027 , an assessment of the plan referred to in article 17(5) in view of the actual direct effects of the transition to climate neutrality;


### 1. by 1 july 2028 , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an evaluation report on the implementation and functioning of the fund. ### 1. no later than two years after the entry into force of the present regulation , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an evaluation report on the implementation and functioning of the fund.


### 1. by 1 july 2028 , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an evaluation report on the implementation and functioning of the fund. ### 1. by 1 july 2026 , the commission shall provide the european parliament , the council , the european economic and social committee and the committee of the regions with an early evaluation report on the implementation and functioning of the fund.


### 3. the evaluation report shall , in particular , assess to which extent the objectives of the fund laid down in article 1 have been achieved , the efficiency of the use of the resources and the union added value. it shall consider the continued relevance of all objectives and actions set out in article 6 in light of the impact on greenhouse gas emissions from the emission trading system for buildings and road transport pursuant to chapter iva of directive 2003/87/ec and from the national measures taken to meet the binding annual greenhouse gas emission reductions by member states pursuant to regulation (eu) 2018/842 of the european parliament and of the council63 . it shall also consider the continued relevance of the financial envelope of the fund in relation to possible developments concerning the auctioning of allowances under the emission trading system for buildings and road transport pursuant to chapter iva of directive 2003/87/ec and other relevant considerations. ### 3. the evaluation report shall , in particular , assess to which extent the objectives of the fund laid down in article 1 have been achieved , the efficiency of the use of the resources and the union added value. it shall consider the continued relevance of all objectives and actions set out in article 6 in light of the impact of the transition to climate neutrality and from the national measures taken to meet the binding annual greenhouse gas emission reductions by member states pursuant to regulation (eu) 2018/842 of the european parliament and of the council63 . it shall also consider the continued relevance of the financial envelope of the fund in relation to possible developments concerning the auctioning of allowances under the emission trading system established by directive 2003/87/ec and other relevant considerations.


### it shall apply from the date by which the member states shall bring into force the laws , regulations and administrative provisions necessary to comply with directive (eu) [yyyy/nnn] of the european parliament and the council64 amending directive 2003/87/ec as regards chapter iva of directive 2003/87/ec. ### deleted


### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32. overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions. ### (12) this is even more relevant in view of the existing levels of energy poverty. energy and access to affordable energy services are essential and constitute basic and fundamental social rights for social inclusion. energy poverty is a situation in which households are unable to access essential energy supply needs , so as to guarantee basic levels of comfort and health , such as cooling , as temperatures rise , and heating as a result of an insufficient level of income , high-energy prices and which , as the case may be , could be aggravated if they have an energy inefficient dwelling. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32. overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. despite the growing importance of that challenge having been acknowledged at union level through various initiatives , legislation and guidelines , there is no standard union-level definition of energy poverty and only one third of member states have put in place a national definition of energy poverty. as a result , no transparent and comparable data on energy poverty in the union is available. therefore , a broad union-level definition of energy poverty should be established with a view to collecting data in an appropriate way , including gender-disaggregated data , to guide assistance and monitoring practices. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions.


### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions. ### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is the inability of a household to support an adequate level of energy supply so as to guarantee basic levels of comfort and health , due to a combination of low income , high-energy prices and low quality , poor performing housing stock. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32.overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations can provide lasting solutions.


### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions. ### (12) this is even more relevant in view of the existing levels of energy poverty. energy is essential and access to affordable energy services is a basic social right and essential for social inclusion. energy poverty is a situation in which households are unable to access essential energy supply needs , so as to guarantee basic levels of comfort and health , such as cooling , as temperatures rise , and heating as a result of an insufficient level of income , high-energy prices and which , if applicable , may be aggravated by having an energy inefficient dwelling. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. despite the increasing importance of this challenge having been acknowledged at eu-level through various initiatives , legislation and guidelines , there is no standard union level definition of energy poverty and only one third of member states have put in place a national definition of energy poverty. as a result , no transparent and comparable data on energy poverty in the union is available. therefore , a broad union level definition should be established on energy poverty in order to properly collect data , including sex-disaggregated data , to target assistance and monitoring practices. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions.


### (25) in order to ensure an efficient and coherent allocation of funds and to respect the principle of sound financial management , actions under this regulation should be consistent with and be complementary to ongoing union programmes , whilst avoiding double funding from the fund and other union programmes for the same expenditure. in particular , the commission and the member state should ensure , in all stages of the process , effective coordination in order to safeguard the consistency , coherence , complementarity and synergy among sources of funding. to that effect , member states should be required to present the relevant information on existing or planned union financing when submitting their plans to the commission. financial support under the fund should be additional to the support provided under other union programmes and instruments. measures and investment financed under the fund should be able to receive funding from other union programmes and instruments provided that such support does not cover the same costs. ### (25) in order to ensure an efficient and coherent allocation of funds and to respect the principle of sound financial management , actions under this regulation should be consistent with and be complementary to ongoing union , national and regional programmes , instruments and funds whilst avoiding double funding from the fund and other union programmes for the same expenditure. in particular , the commission and the member state should ensure , in all stages of the process , effective coordination in order to safeguard the consistency , coherence , complementarity and synergy among sources of funding. to that effect , member states should be required to present the relevant information on existing or planned union financing when submitting their plans to the commission. financial support under the fund should be additional to the support provided under other union programmes and instruments. measures and investment financed under the fund should be able to receive funding from other union programmes and instruments provided that such support does not cover the same costs.


### (9) ‘micro-enterprise’ means an enterprise that employs fewer than 10 persons and whose annual turnover or annual balance sheet does not exceed eur 2 million , calculated in accordance with articles 3 to 6 of annex i to commission regulation (eu) no 651/201453 ; ### (9) ‘self-employed persons’ mean those who work in their own business , professional practice or farm for the purpose of earning a profit , and who employ no other persons;


### (10) ‘transport users’ means households or micro-enterprises that use various transport and mobility options; ### (10) ‘transport users’ means households or self-employed persons that use various transport and mobility options;


### zero- and low-emission mobility and transport; ### zero-emission mobility and transport;


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , self employed , vulnerable micro-enterprises or vulnerable transport users and intend to:


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises and smes or vulnerable transport users and intend to:


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable self-employed persons or vulnerable transport users and intend to:


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. member states may include the costs of the following measures and investments in the estimated total costs of the programmes , provided they principally benefit vulnerable households , vulnerable micro-enterprises , vulnerable smes or vulnerable transport users and intend to:


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises , including non-profit organisations of social value and social promotion associations or vulnerable transport users and intend to:


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises , vulnerable smes or vulnerable transport users and intend to:


### support building renovations , especially for those occupying worst-performing buildings , including in the form of financial support or fiscal incentives such as deductibility of renovation costs from the rent , independently of the ownership of the buildings concerned; ### support building renovations , prioritising social housing and deprived areas , especially for those occupying worst-performing buildings , including in the form of financial support or fiscal incentives such as deductibility of renovation costs from the rent , independently of the ownership of the buildings concerned;


### support building renovations , especially for those occupying worst-performing buildings , including in the form of financial support or fiscal incentives such as deductibility of renovation costs from the rent , independently of the ownership of the buildings concerned; ### support building renovations for those occupying worst-performing buildings and especially in the areas most exposed to natural disasters or at risk of hydrogeological or seismic instability , including in the form of financial support or fiscal incentives such as deductibility of renovation costs from the rent , independently of the ownership of the buildings concerned;


### support building renovations , especially for those occupying worst-performing buildings , including in the form of financial support or fiscal incentives such as deductibility of renovation costs from the rent , independently of the ownership of the buildings concerned; ### support building renovations , especially for those occupying worst-performing buildings and in the social housing sector , including in the form of financial support , without an up-front or minimum contribution requirement , or fiscal incentives such as deductibility of renovation costs from taxation or the rent , independently of the ownership of the buildings concerned;


### support public and private entities in developing and providing affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund; ### support public and private entities , in particular public and private cooperation and local and regional governments , in developing and providing affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund;


### support public and private entities in developing and providing affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund; ### support public and private entities in developing and providing safe and affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund;


### provide access to zero- and low-emission vehicles and bikes , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided; ### provide access to zero-emission vehicles and bikes , including financial support , without an up-front or minimum contribution requirement , or fiscal incentives for their purchase; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided;


### provide access to zero- and low-emission vehicles and bikes , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided; ### provide access to zero- and low-emission vehicles and bikes , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling , including inside buildings; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided;


### pass-on of benefits to households , micro-enterprises and transport users ### pass-on of benefits to households , self-employed persons and transport users


### member states shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households , micro-enterprises and transport users. ### member states shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households , self-employed persons and transport users.


### maximum financial allocation ### minimum and maximum financial allocation


### 13 maximum financial allocation ### 13 maximum and minimum financial allocation


### 2. member states shall inter alia use revenues from the auctioning of their allowances in accordance with chapter iva of directive 2003/87/ec for their national contribution to the total estimated costs of their plans. ### 2. member states shall inter alia use revenues from the auctioning of their allowances in accordance with directive 2003/87/ec for their national contribution to the total estimated costs of their plans.


### (ii) whether the plan is expected to ensure that no measure or investment included in the plan does significant harm to environmental objectives within the meaning of article 17 of regulation (eu) 2020/852; ### (ii) whether the plan is expected to ensure that measures and investments included in the plan do not cause significant harm to environmental objectives within the meaning of article 17 of regulation (eu) 2020/852 , respect applicable social and labour law , and contribute to the implementation of the european pillar of social rights;


### the commission and the member states concerned shall , in a manner commensurate to their respective responsibilities , foster synergies and ensure effective coordination between the fund and other union programmes and instruments , including investeu programme , the technical support instrument , the recovery and resilience facility , and the funds covered by regulation (eu) 2021/1060. for that purpose , they shall: ### the commission and the member states concerned shall , in a manner commensurate to their respective responsibilities , foster synergies and ensure effective coordination between the fund and other union programmes and instruments , including investeu programme , the european globalisation adjustment fund (egf) , the technical support instrument , the recovery and resilience facility , and the funds covered by regulation (eu) 2021/1060. for that purpose , they shall:


### ensure complementarity , synergy , coherence and consistency among different instruments at union , national and , where appropriate , regional levels , both in the planning phase and during implementation; ### ensure complementarity , synergy , coherence and consistency among different instruments at union , national and , where appropriate , regional and local levels , both in the planning phase and during implementation;


### 1. each member state concerned shall , on a biennial basis , report to the commission on the implementation of its plan as part of its integrated national energy and climate progress report pursuant to article 17 of regulation (eu) 2018/1999 and in accordance with article 28 thereof. the member states concerned shall include in their progress report: ### 1. each member state concerned shall , on a biennial basis and in consultation with social partners and regional and local authorities in accordance with national law and practices , report to the commission on the implementation of its plan as part of its integrated national energy and climate progress report pursuant to article 17 of regulation (eu) 2018/1999 and in accordance with article 28 thereof. the member states concerned shall include in their progress report:


### 1. each member state concerned shall , on a biennial basis , report to the commission on the implementation of its plan as part of its integrated national energy and climate progress report pursuant to article 17 of regulation (eu) 2018/1999 and in accordance with article 28 thereof. the member states concerned shall include in their progress report: ### 1. each member state concerned shall , on a biennial basis and following a meaningful consultation with regional and local authorities , social partners and relevant civil society organisations , report to the commission on the implementation of its plan as part of its integrated national energy and climate progress report pursuant to article 17 of regulation (eu) 2018/1999 and in accordance with article 28 thereof. the member states concerned shall include in their progress report:


### detailed quantitative information on the number of households in energy poverty; ### detailed , gender-disaggregated , quantitative information on the number of households in energy poverty and at risk of energy poverty;


### when applicable , detailed information on progress towards the national indicative objective to reduce the number of households in energy poverty; ### detailed , gender-disaggregated information on progress towards the national indicative objective to reduce the number of households in energy poverty , at risk of energy poverty , the access to affordable and zero-emission transport and mobility means , on progress regarding other relevant social indicators , based on gender-disaggregated data , and , where applicable , on the number of sustainable quality jobs created;


### when applicable , detailed information on progress towards the national indicative objective to reduce the number of households in energy poverty; ### detailed information on progress towards the national indicative objective to reduce the number of households in energy poverty , the access to affordable and zero-emission transport and mobility means , on progress regarding other relevant social indicators , and , where applicable , on the number of sustainable quality jobs created;


### detailed information on the results of the measures and investments , included in its plan; ### detailed , gender-disaggregated information on the results of the measures and investments , included in its plan;


### article 11 ### deleted


### 2. each member state may submit a request up to its maximum financial allocation to implement its plan. ### 2. by 2025 , each member state may submit a request up to its maximum financial allocation to implement its programme.


### 4. where , as a result of the assessment referred to in paragraph 3 , the commission establishes that the milestones and targets set out in the commission decision referred to in article 16 have not been satisfactorily fulfilled , the payment of all or part of the financial allocation shall be suspended. the member state concerned may present its observations within one month of the communication of the commission’s assessment. ### 4. where , as a result of the assessment referred to in paragraph 3 , the commission establishes that the milestones and targets set out in the commission decision referred to in article 16 have not been satisfactorily fulfilled , the payment of all or part of the financial allocation shall be suspended. the amount suspended shall be in line with the costs of the measures for which the milestones and targets are not satisfactorily met. the member state concerned may present its observations within one month of the communication of the commission’s assessment.


### ensure close cooperation between those responsible for implementation and control at union , national and , where appropriate , regional levels to achieve the objectives of the fund. ### ensure close cooperation between those responsible for implementation and control at union , national and , where appropriate , regional and local levels to achieve the objectives of the fund.


### 4. the commission shall be empowered to adopt delegated acts in accordance with article 25 to supplement this regulation in order to set out the common indicators to be used for reporting on the progress and for the purpose of monitoring and evaluation of the fund towards the achievement of the objectives set out in article 1. ### 4. the common indicators to be used for reporting on the progress and for the purpose of monitoring and evaluation of the fund towards the achievement of the objectives set out in article 1 are stated in annex xx of this regulation.


### 4. the commission shall be empowered to adopt delegated acts in accordance with article 25 to supplement this regulation in order to set out the common indicators to be used for reporting on the progress and for the purpose of monitoring and evaluation of the fund towards the achievement of the objectives set out in article 1. ### 4. the commission shall be empowered to adopt delegated acts in accordance with article 25 to supplement this regulation in order to set out the common indicators to be used based on gender-disaggregated data for reporting on the progress and for the purpose of monitoring and evaluation of the fund towards the achievement of the objectives set out in article 1.


### article 25 ### deleted


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


### 3. the plan shall include national projects to: ### deleted


### 3. the fund shall only support measures and investments respecting the principle of ‘do no significant harm’ referred to in article 17 of regulation (eu) 2020/852. ### 3. the fund shall only support measures and investments respecting the principle of energy efficiency first as in article 3 of energy efficiency directive and the ‘do no significant harm’ referred to in article 17 of regulation (eu) 2020/852.


### 3. the fund shall only support measures and investments respecting the principle of ‘do no significant harm’ referred to in article 17 of regulation (eu) 2020/852. ### 3. the fund shall only support measures and investments respecting the principle of energy efficiency first as in article 3 of the directive (2022/xx/eu) [the eed] , the european pillar of social rights and the principle of ‘do no significant harm’ referred to in article 17 of regulation (eu) 2020/852.


### 3. the fund shall only support measures and investments respecting the principle of ‘do no significant harm’ referred to in article 17 of regulation (eu) 2020/852. ### 3. the fund shall only support measures and investments respecting the principle of energy efficiency first as in article 3 of the energy efficiency directive (eed) and the ‘do no significant harm’ referred to in article 17 of regulation (eu) 2020/852.


### article 7 ### deleted


### 3. the amounts referred to in paragraphs 1 and 2 may also cover expenses pertaining to preparatory , monitoring , control , audit and evaluation activities which are required for the management of the fund and the achievement of its objectives , in particular studies , meetings of experts , consultation of stakeholders , information and communication actions , including inclusive outreach actions , and corporate communication of the political priorities of the union , insofar as they are related to the objectives of this regulation , expenses linked to it networks focusing on information processing and exchange , corporate information technology tools , and all other technical and administrative assistance expenses incurred by the commission for the management of the fund. expenses may also cover the costs of other supporting activities such as quality control and monitoring of projects on the ground and the costs of peer counselling and experts for the assessment and implementation of the eligible actions. ### 3. the amounts referred to in paragraphs 1 and 2 may also cover expenses pertaining to preparatory , monitoring , control , audit and evaluation activities which are required for the management of the fund and the achievement of its objectives , in particular studies , meetings of experts , consultation of stakeholders , information and communication actions , including inclusive outreach actions , and corporate communication of the political priorities of the union , insofar as they are related to the objectives of this regulation , expenses linked to it networks focusing on information processing and exchange , corporate information technology tools , and all other technical and administrative assistance expenses incurred by the commission for the management of the fund. expenses may also cover the costs of other supporting activities such as quality control and monitoring of projects on the ground and the costs of peer counselling and experts for the assessment and implementation of the eligible actions. these costs shall not exceed 4 % of the financial total allocation for the plan.


### 1. member states shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. to that end , member states shall take the necessary measures to ensure that by 1 january 2030: ### 1. member states shall ensure that a minimum an adequate shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. to that end , member states shall take the necessary measures to ensure that by 1 january 2030 , in ten-t core and ten-t comprehensive maritime ports:


### 1. member states shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. to that end , member states shall take the necessary measures to ensure that by 1 january 2030: ### 1. member states shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. to that end , member states shall take the necessary measures to ensure that by 1 january 2027:


### 1. member states shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. to that end , member states shall take the necessary measures to ensure that by 1 january 2030: ### 1. member states shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. to that end , member states shall take the necessary measures to ensure that:


### – biomass fuels and biofuels as defined in article 2 , points (27) and (33) of directive (eu) 2018/2001 , ### – biomass fuels , including biogas , bio-lng and biofuels as defined in article 2 , points (27) , (28) and (33) of directive (eu) 2018/2001 ,


### – biomass fuels and biofuels as defined in article 2 , points (27) and (33) of directive (eu) 2018/2001 , ### – biomass fuels , biogas , bio-lng and biofuels as defined in article 2 , points (27) , (28) and (33) of directive (eu) 2018/2001 ,


### (3) regulation (eu) 2019/631 of the european parliament and of the council46 and regulation (eu) 2019/1242 of the european parliament and of the council47 already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure. ### (3) regulation (eu) 2019/631 of the european parliament and of the council and regulation (eu) 2019/1242 of the european parliament and of the council already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. the fit for 55 package proposes to strengthen co2 emission performance standards for cars and vans and a further revision of co2 standards for heavy-duty vehicles will take place in 2022. those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure. this proposal for regulation is instrumental in helping vehicle manufacturers to meet their ambitious co2 targets and reducing co2 emissions from road transport


### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels. ### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is possible if it is embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union and keeps pace with the industry's ability to deliver suitable renewables equipment and transport , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels.


### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels. ### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well , albeit to a lesser degree. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the union should increase its efforts to phase out fossil gaseous or liquid fuels and promote renewable alternatives , and the use of fossil fuels should only be possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels.


### (6) such biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. they can be technically used with the current vehicle technology with minor adaptations. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind. ### (6) such biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. this is important for the reduction of greenhouse gas emissions , especially in the aviation and maritime transport sectors. those fuels can be technically used with the current vehicle technology with minor adaptations. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.


### (6) such biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. they can be technically used with the current vehicle technology with minor adaptations. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind. ### (6) such biofuels , advanced biofuels , and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. they can be technically used with the current vehicle technology with minor adaptations. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.


### (7) lng is likely to play a continued role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships. contrary to maritime transport , for inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as hydrogen and electricity , should enter the markets more quickly. lng is expected to no longer play a significant role in that sector. transport fuels such as lng need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels. ### (7) lng is likely to play a continued role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships. given the transitional role of lng , the availability of lng bunkering infrastructure in ports should be demand driven , in particular as regards new public investments. therefore , current lng deployment should be sufficient to respond to market demand , and additional public funded for lng infrastructure should not be required. contrary to maritime transport , for inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as green hydrogen and electricity , should enter the markets more quickly. lng is expected to no longer play a significant role in that sector. transport fuels such as lng need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.


### (7) lng is likely to play a continued role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships. contrary to maritime transport , for inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as hydrogen and electricity , should enter the markets more quickly. lng is expected to no longer play a significant role in that sector. transport fuels such as lng need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels. ### (7) lng is likely to play a continued role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships.


### (7) lng is likely to play a continued role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships. contrary to maritime transport , for inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as hydrogen and electricity , should enter the markets more quickly. lng is expected to no longer play a significant role in that sector. transport fuels such as lng need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels. ### (7) lng is likely to play a continued role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. because of lng's transitional role and in order to avoid unnecessary investments , the development of lng bunkering infrastructure in ports shall be driven by market demand. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships. contrary to maritime transport , for inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as hydrogen and electricity , should enter the markets more quickly. lng is expected to no longer play a significant role in that sector. transport fuels such as lng need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.


### (7) lng is likely to play a continued role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships. contrary to maritime transport , for inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as hydrogen and electricity , should enter the markets more quickly. lng is expected to no longer play a significant role in that sector. transport fuels such as lng need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels. ### (7) the sustained use of liquefied natural gas (lng) is not compatible with the union's climate neutrality objective. therefore lng in maritime transport should be phased out as soon as possible and substituted by more sustainable alternatives. however , in the short term , lng is likely to play a transitional role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships. contrary to maritime transport , for inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as hydrogen and electricity , should enter the markets more quickly. lng is expected to no longer play a significant role in that sector. transport fuels such as lng need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.


### (7) lng is likely to play a continued role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships. contrary to maritime transport , for inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as hydrogen and electricity , should enter the markets more quickly. lng is expected to no longer play a significant role in that sector. transport fuels such as lng need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels. ### (7) lng is likely to play a continued role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships. given the transitional role of lng , the availability of lng bunkering infrastructure in ports should be demand driven , in particular as regards new investments. contrary to maritime transport , for inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as hydrogen and electricity , should enter the markets more quickly. lng is expected to no longer play a significant role in that sector. transport fuels such as lng need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.


### (8) in the heavy-duty road transport sector , lng trucks are fully mature. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and cng vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. ### (8) in the heavy-duty road transport sector , lng trucks are fully mature. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised "fit for 55" modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and compressed natural gas (cng) vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore it should not be necessary to further expand this network.


### (8) in the heavy-duty road transport sector , lng trucks are fully mature. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and cng vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. ### (8) in the heavy-duty road transport sector , lng trucks are fully mature and can run on a high blend of bio lng. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and cng vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks.


### (8) in the heavy-duty road transport sector , lng trucks are fully mature. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and cng vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. ### (8) in the heavy-duty road transport sector , lng trucks are fully mature. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and cng vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. in this regard , the important role of ports in supplying lng for heavy-duty transport should also be considered.


### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union. ### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union , including in and to the eu's outermost regions. the development of such a network of infrastructure would facilitate the accessibility and connectivity of all regions in the union , including the outermost regions and other remote or rural areas , strengthening social , economic and territorial cohesion between them.


### (10) national fleet based targets should be established on the basis of the total number of registered electric vehicles in that member state following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. the methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles. a methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in member states. ### (10) national fleet based targets should be established on the basis of the share of registered electric vehicles in that member state's total vehicle fleet following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. the methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles. a methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in member states.


### (10) national fleet based targets should be established on the basis of the total number of registered electric vehicles in that member state following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. the methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles. a methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in member states. ### (10) national fleet based targets should be established on the basis of the total number of registered electric vehicles in that member state following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point or the increasing market penetration of smart and bi-directional recharging capabilities in particular for publicly accessible long-parking duration. the methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles. a methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in member states in particular considering a geographical disparities across the members states.


### (17) publicly accessible recharging or refuelling points include , for example , privately owned recharging or refuelling points accessible to the public that are located on public or private properties , such as public parkings or parkings of supermarkets. a recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users , for example to clients. recharging or refuelling points for car-sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. recharging or refuelling points located on private properties , access to which is restricted to a limited , determinate circle of persons , such as parking lots in office buildings to which only employees or authorised persons have access , should not be considered as publicly accessible recharging or refuelling points. ### (17) publicly accessible recharging or refuelling points include , for example , privately owned recharging or refuelling points accessible to the public that are located on public or private properties , such as public parkings or parkings of supermarkets. a recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users , for example to clients. recharging or refuelling points for car-sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. recharging or refuelling points located on private properties , access to which is restricted to a limited , determinate circle of persons , such as parking lots in office buildings to which only employees or authorised persons have access , as well as recharging and refuelling stations dedicated to public transport fleets , should not be considered as publicly accessible recharging or refuelling points.


### (24) price transparency is crucial to ensure seamless and easy recharging and refuelling. users of alternative fuel vehicles should be given accurate price information before the start of the recharging or refuelling service. the price should be communicated in a clearly structured manner to allow end users to identify the different cost components. ### (24) price transparency is crucial to ensure seamless and easy recharging and refuelling. users of alternative fuel vehicles should be given accurate price information before the start of the recharging or refuelling service. the price should be communicated in euro per kwh to allow end users to identify the total actual cost of the recharging procedure.


### (29) a number of lng refuelling points are established in the union , already providing a backbone for the circulation of lng driven heavy-duty vehicles. the ten-t core network should remain the basis for the deployment of lng infrastructure , and progressively for bio-lng , as it covers the main traffic flows and allows cross border connectivity throughout the union. it had been recommended in directive 2014/94/eu that such refuelling points be installed every 400 km on the ten-t core network , but certain limited gaps in the network remain to reach that objective. member states should by 2025 reach that objective and fill the remaining gaps , after which the target should cease to apply. ### deleted


### (29) a number of lng refuelling points are established in the union , already providing a backbone for the circulation of lng driven heavy-duty vehicles. the ten-t core network should remain the basis for the deployment of lng infrastructure , and progressively for bio-lng , as it covers the main traffic flows and allows cross border connectivity throughout the union. it had been recommended in directive 2014/94/eu that such refuelling points be installed every 400 km on the ten-t core network , but certain limited gaps in the network remain to reach that objective. member states should by 2025 reach that objective and fill the remaining gaps , after which the target should cease to apply. ### (29) a number of lng refuelling points are established in the union , already providing a backbone for the circulation of lng driven heavy-duty vehicles. the ten-t core network should remain the basis for the deployment of lng infrastructure , and progressively for bio-lng , as it covers the main traffic flows and allows cross border connectivity throughout the union. it had been recommended in directive 2014/94/eu that such refuelling points be installed every 400 km on the ten-t core network , but certain limited gaps in the network remain to reach that objective. member states should by 2030 reach that objective and fill the remaining gaps , after which the target should cease to apply.


### (30) users of alternative fuel vehicles should be able to pay easily and conveniently at all publicly accessible recharging and refuelling points , without the need to enter into a contract with the operator of the recharging or refuelling point or a mobility service provider. therefore , for recharging or refuelling on an ad hoc basis , all publicly accessible recharging and refuelling points should accept payment instruments that are widely used in the union , and in particular electronic payments through terminals and devices used for payment services. that ad hoc payment method should always be available to consumers , even when contract-based payments are offered at the recharging or refuelling point. ### (30) users of alternative fuel vehicles should be able to pay easily and conveniently at all publicly accessible recharging and refuelling points , without the need to enter into a contract with the operator of the recharging or refuelling point or a mobility service provider. therefore , for recharging or refuelling on an ad hoc basis , all publicly accessible recharging and refuelling points should accept card payment. that ad hoc payment method should always be available to consumers , even when contract-based payments are offered at the recharging or refuelling point.


### (31) transport infrastructure should allow seamless mobility and accessibility for all users , including persons with disabilities and older persons. in principle , the location of all recharging and refuelling stations as well as the recharging and refuelling stations themselves should be designed in such a way that they can be used by as much of the public as possible , in particular by older persons , persons with reduced mobility and persons with disabilities. this should include for example providing sufficient space around the parking lot , ensuring that the recharging station is not installed on a kerbed surface , ensuring that the buttons or screen of the recharging station are at an appropriate height and the weight of the recharging and refuelling cables is such that persons with limited strength can handle them with ease. in addition the user interface of the related recharging stations should be accessible. in that sense , the accessibility requirements in annexes i and iii to directive 2019/88257 should be applicable to recharging and refuelling infrastructure. ### (31) transport infrastructure should allow seamless mobility and accessibility for all users , including persons with disabilities and older persons. the location of all recharging and refuelling stations as well as the recharging and refuelling stations themselves should be designed in such a way that they can be used by all , in particular by older persons , persons with reduced mobility and persons with disabilities. this should include for example providing sufficient space around the parking lot , ensuring that the recharging station is not installed on a kerbed surface , ensuring that the buttons or screen of the recharging station are at an appropriate height and the weight of the recharging and refuelling cables is such that persons with limited strength can handle them with ease. in addition the user interface of the related recharging stations should be accessible. in that sense , the accessibility requirements in annexes i and iii to directive 2019/88257 should be applicable to recharging and refuelling infrastructure.


### (31) transport infrastructure should allow seamless mobility and accessibility for all users , including persons with disabilities and older persons. in principle , the location of all recharging and refuelling stations as well as the recharging and refuelling stations themselves should be designed in such a way that they can be used by as much of the public as possible , in particular by older persons , persons with reduced mobility and persons with disabilities. this should include for example providing sufficient space around the parking lot , ensuring that the recharging station is not installed on a kerbed surface , ensuring that the buttons or screen of the recharging station are at an appropriate height and the weight of the recharging and refuelling cables is such that persons with limited strength can handle them with ease. in addition the user interface of the related recharging stations should be accessible. in that sense , the accessibility requirements in annexes i and iii to directive 2019/88257 should be applicable to recharging and refuelling infrastructure. ### (31) transport infrastructure should allow seamless mobility and accessibility for all users , including persons with disabilities , older persons and persons living in outermost regions or in remote or rural areas. in principle , the location of all recharging and refuelling stations as well as the recharging and refuelling stations themselves should be designed in such a way that they can be used by as much of the public as possible , in particular by older persons , persons with reduced mobility and persons with disabilities. this should include for example providing sufficient space around the parking lot , ensuring that the recharging station is not installed on a kerbed surface , ensuring that the buttons or screen of the recharging station are at an appropriate height and the weight of the recharging and refuelling cables is such that persons with limited strength can handle them with ease. in addition the user interface of the related recharging stations should be accessible. in that sense , the accessibility requirements in annexes i and iii to directive 2019/88257 should be applicable to recharging and refuelling infrastructure. as appropriate , the specific case of outermost regions should also be taken into account in the setting up of recharging and refuelling stations , ensuring that the development of an alternative fuels infrastructure does not run in different speeds throughout the union.


### (34) these targets should take into account the types of vessels served and their respective traffic volumes. maritime ports with low traffic volumes of certain ship categories , should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume , so as to avoid underused capacity being installed. similarly , the mandatory targets should not aim to target maximum demand , but a sufficiently high volume , in order to avoid underused capacity and to take account of port operational characteristics. maritime transport is an important link for the cohesion and economic development of islands in the union. energy production capacity in these islands may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. in such a case islands should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources. ### (34) these targets should take into account the types of vessels served and their respective traffic volumes. maritime ports with low traffic volumes of certain ship categories , should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume , so as to avoid underused capacity being installed. similarly , the mandatory targets should not aim to target maximum demand , but a sufficiently high volume , in order to avoid underused capacity and to take account of port operational characteristics. maritime transport is an important link for the cohesion and economic development of islands and the outermost regions in the union. energy production capacity in these islands and outermost regions may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. in such a case islands and the outermost regions should be exempted from this requirement unless and until such an electrical connection with the mainland or neighbouring countries has been completed or there is a sufficient locally generated capacity from clean energy sources.


### (34) these targets should take into account the types of vessels served and their respective traffic volumes. maritime ports with low traffic volumes of certain ship categories , should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume , so as to avoid underused capacity being installed. similarly , the mandatory targets should not aim to target maximum demand , but a sufficiently high volume , in order to avoid underused capacity and to take account of port operational characteristics. maritime transport is an important link for the cohesion and economic development of islands in the union. energy production capacity in these islands may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. in such a case islands should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources. ### (34) these targets should take into account the types of vessels served and their respective traffic volumes. maritime terminals with low traffic volumes of certain ship categories , should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume per terminal , so as to avoid under used capacity being installed and to allow for the exclusion of terminals and/or berths which are normally/ not intended to be called at not called at by the segments that are prioritised for the use of shore-side electricity. similarly , the mandatory targets should not aim to target maximum demand , but a sufficiently high volume , in order to avoid underused capacity and to take account of port operational characteristics. maritime transport is an important link for the cohesion and economic development of islands as well as outermost regions in the union. energy production capacity in these areas may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. in such a case islands and outermost regions should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources.