### (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. recommended 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.


### (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 share of electric vehicles of the total passenger vehicle fleet in member states 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. the methodology should also account for the state of development of the electric vehicle market and adjust accordingly , providing proper weighting to ensure attainable targets that will stimulate the development of markets with small fleets.


### (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. 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. where parking spaces are available for persons with reduced mobility and with disabilities , a certain percentage should be equipped with recharging and refuelling points. 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.


### (40) in order to promote alternative fuels and develop the relevant infrastructure , the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation , maritime transport , inland waterway transport as well as rail transport on network segments that cannot be electrified. in particular , member states should develop clear strategies for the decarbonisation of inland waterway transport along the ten-t network in close cooperation with those member states concerned. long term decarbonisation strategies should also be developed for ten-t ports and ten-t airports , in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. on the basis of those strategies the commission should review this regulation with a view to setting more mandatory targets for those sectors. ### (40) member states should be free to decide how to reach their national reduction targets. in many cases , measures in the transport sector are less cost efficient than in other sectors , but ultimately it is up to the member states decide on their priorities.


### (41) member states should make use of a wide range of regulatory and non-regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks , in close cooperation with private sector actors , who should play a key role in supporting the development of alternative fuels infrastructure. ### deleted


### (42) pursuant to directive 2009/33/ec of the european parliament and of the council58 , minimum national shares of public procurement are reserved for clean and zero-emission buses , where a clean bus uses alternative fuels as defined in article 2 , point (3) of this regulation. with ever more public transport authorities and operators switching to clean and zero-emission buses in order to reach those targets , member states should include the targeted promotion and development of the necessary bus infrastructure as a key element in their national policy frameworks. member states should establish and maintain appropriate instruments to promote the deployment of charging and refuelling infrastructure also for captive fleets , in particular for clean and zero-emission buses at local level. ### (42) pursuant to directive 2009/33/ec of the european parliament and of the council58 , minimum national shares of public procurement are reserved for low-emission buses , where a low-emission bus uses alternative fuels as defined in article 2 , point (3) of this regulation. with ever more public transport authorities and operators switching to low-emission buses in order to reach those targets , member states have the option to include the targeted promotion and development of the bus infrastructure as an element in their national policy frameworks. member states may establish and maintain appropriate instruments to promote the deployment of charging and refuelling infrastructure also for captive fleets , in particular for low-emission buses at local level.


### by 31 december 2025 , each recharging pool shall offer a power output of at least 300 kw and include at least one recharging station with an individual power output of at least 150 kw; ### by 31 december 2027 , each recharging pool shall offer a power output of at least 300 kw and include at least one recharging station with an individual power output of at least 150 kw;


### i) by 31 december 2025 , each recharging pool shall offer a power output of at least 300 kw and include at least one recharging station with an individual power output of at least 150 kw; ### i) by 31 december 2030 , each recharging pool shall offer a power output of at least 300 kw and include at least one recharging station with an individual power output of at least 150 kw;


### ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 600 kw and include at least two recharging stations with an individual power output of at least 150 kw; ### ii) by 31 december 2035 , each recharging pool shall offer a power output of at least 600 kw and include at least two recharging stations with an individual power output of at least 150 kw;


### 3. neighbouring member states shall ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the ten-t core and the ten-t comprehensive network. ### 3. neighbouring member states shall take the necessary measures to ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the ten-t core and the ten-t comprehensive network.


### 1. member states shall ensure a minimum coverage of publicly accessible recharging points dedicated to heavy-duty vehicles in their territory. to that end , member states shall ensure that: ### 1. member states shall ensure a minimum coverage of publicly accessible recharging points dedicated to heavy-duty vehicles in their territory. to that end , if feasible in terms of cost-effectiveness and market conditions , member states shall ensure that:


### along the ten-t core network , publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them: ### along the ten-t core network , publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km , considering local conditions , in-between them:


### along the ten-t core network , publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them: ### along the ten-t core network , publicly accessible recharging pools dedicated to heavy-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 100 km , considering local conditions , in-between them:


### i) by 31 december 2025 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### i) by 31 december 2030 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw;


### by 31 december 2025 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### by 31 december 2030 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw;


### by 31 december 2025 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### by 31 december 2028 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw;


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### deleted


### ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### ii) by 31 december 2035 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw;


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 31 december 2033 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw;


### by 31 december 2030 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### by 31 december 2035 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw;


### i) by 31 december 2030 , each recharging pool shall offer a power output of at least 1 ,400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### i) by 31 december 2035 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw;


### by 31 december 2030 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### by 31 december 2033 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw;


### (ii) by 1 december 2035 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### deleted


### ii) by 1 december 2035 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### ii) by 1 december 2040 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw;


### (ii) by 1 december 2035 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 1 december 2038 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw;


### by 31 december 2030 , in each safe and secure parking area at least one recharging station dedicated to heavy-duty vehicles with a power output of at least 100 kw is installed; ### by 31 december 2033 , in each safe and secure parking area at least one recharging station dedicated to heavy-duty vehicles with a power output of at least 100 kw is installed;


### by 31 december 2025 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 600 kw are deployed , provided by recharging stations with an individual power output of at least 150 kw; ### by 31 december 2028 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 600 kw are deployed , provided by recharging stations with an individual power output of at least 150 kw;


### by 31 december 2030 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 1200 kw are deployed , provided by recharging stations with an individual power output of at least 150 kw. ### by 31 december 2033 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 1200 kw are deployed , provided by recharging stations with an individual power output of at least 150 kw.


### 2. operators of recharging points shall , at the publicly accessible recharging points operated by them , provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using a payment instrument that is widely used in the union. to that end: ### 2. operators of recharging points shall , at the publicly accessible recharging points operated by them , provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using devices used for payment services.


### operators of recharging points shall , at publicly accessible recharging stations with a power output equal to or more than 50 kw , deployed from the date referred to in article 24 , accept electronic payments through terminals and devices used for payment services , including at least one of the following: ### deleted


### from 1 january 2027 onwards , operators of recharging points shall ensure that all publicly accessible recharging stations with a power output equal to or more than 50 kw operated by them comply with the requirement in point (b). ### deleted


### the requirements laid down in points (a) and (b) shall not apply to publicly accessible recharging points that do not require payment for the recharging service. ### the requirements shall not apply to publicly accessible recharging points that do not require payment for the recharging service.


### 4. prices charged by operators of publicly accessible recharging points shall be reasonable , easily and clearly comparable , transparent and non-discriminatory. operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. where relevant , the level of prices may only be differentiated in a proportionate manner , according to an objective justification. ### 4. prices charged by operators of publicly accessible recharging points shall be easily and clearly comparable , transparent and non-discriminatory. operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. where relevant , the level of prices may be differentiated in a transparent and proportionate manner , according to an objective justification.


### 6. prices charged by mobility service providers to end users shall be reasonable , transparent and non-discriminatory. mobility service providers shall make available to end users all applicable price information , prior to the start of the recharging session , and specific to their intended recharging session , through freely available , widely supported electronic means , clearly distinguishing the price components charged by the operator of recharging point , applicable e-roaming costs and other fees or charges applied by the mobility service provider. the fees shall be reasonable , transparent and non-discriminatory. no extra charges for cross-border e-roaming shall be applied. ### 6. prices charged by mobility service providers to end users shall be transparent and non-discriminatory. mobility service providers shall make available to end users all applicable price information , prior to the start of the recharging session , and specific to their intended recharging session , through freely available , widely supported electronic means , clearly distinguishing the price components charged by the operator of recharging point , applicable e-roaming costs and other fees or charges applied by the mobility service provider. the fees shall be transparent and non-discriminatory. no extra charges for cross-border e-roaming shall be applied.


### 1. member states shall ensure that , in their territory , a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 december 2030. ### 1. member states shall ensure that , in their territory , a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 december 2035.


### 1. member states shall ensure that , in their territory , a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 december 2030. ### 1. member states shall ensure that , in their territory , a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 december 2025.


### 1. member states shall ensure that , in their territory , a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 december 2030. ### 1. member states shall ensure that , in their territory , a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 december 2033.


### to that end member states shall ensure that by 31 december 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the ten-t core and the ten-t comprehensive network. liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them. ### to that end , if feasible in terms of cost-effectiveness and market conditions , member states shall ensure that by 31 december 2035 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the ten-t core network. liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them.


### to that end member states shall ensure that by 31 december 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the ten-t core and the ten-t comprehensive network. liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them. ### to that end member states shall ensure that by 31 december 2033 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the ten-t core and the ten-t comprehensive network. liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them.


### to that end member states shall ensure that by 31 december 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the ten-t core and the ten-t comprehensive network. liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them. ### to that end member states shall ensure that by 31 december 2025 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the ten-t core and the ten-t comprehensive network. liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them.


### they shall ensure that by 31 december 2030 , at least one publicly accessible hydrogen refuelling station is deployed in each urban node. an analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied. ### member states shall ensure that by 31 december 2033 , at least one publicly accessible hydrogen refuelling station is deployed in each urban node. an analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied.


### they shall ensure that by 31 december 2030 , at least one publicly accessible hydrogen refuelling station is deployed in each urban node. an analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied. ### they shall ensure that by 31 december 2027 , at least one publicly accessible hydrogen refuelling station is deployed in each urban node. an analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied.


### 2. prices charged by the operators of publicly accessible hydrogen refuelling points shall be reasonable , easily and clearly comparable , transparent and non-discriminatory. operators of publicly accessible hydrogen refuelling points shall not discriminate between the prices charged to end users and those charged to mobility service providers as well as between the prices charged to different mobility service providers. where relevant , the level of prices may only be differentiated according to an objective justification. ### 2. prices charged by the operators of publicly accessible hydrogen refuelling points shall be easily and clearly comparable , transparent and non-discriminatory. operators of publicly accessible hydrogen refuelling points shall not discriminate between the prices charged to end users and those charged to mobility service providers as well as between the prices charged to different mobility service providers. where relevant , the level of prices may only be differentiated in a transparent and proportionate manner according to an objective justification.


### member states shall ensure until 1 january 2025 that an appropriate number of publicly accessible refuelling points for lng are put in place , at least along the ten-t core network , in order to allow lng heavy-duty motor vehicles to circulate throughout the union , where there is demand , unless the costs are disproportionate to the benefits , including environmental benefits. ### member states shall ensure until 1 january 2028 that an appropriate number of publicly accessible refuelling points for lng are put in place , at least along the ten-t core network , in order to allow lng heavy-duty motor vehicles to circulate throughout the union. after that date , member states shall continue to do so if there is demand , unless the costs are disproportionate to the benefits , including environmental benefits.


### member states shall ensure until 1 january 2025 that an appropriate number of publicly accessible refuelling points for lng are put in place , at least along the ten-t core network , in order to allow lng heavy-duty motor vehicles to circulate throughout the union , where there is demand , unless the costs are disproportionate to the benefits , including environmental benefits. ### member states shall ensure until 1 january 2030 that an appropriate number of publicly accessible refuelling points for lng are put in place , at least along the ten-t core network , in order to allow lng heavy-duty motor vehicles to circulate throughout the union , where there is demand , unless the costs are disproportionate to the benefits , including environmental benefits.


### 3. member states shall ensure that national policy frameworks take into account , as appropriate , the interests of regional and local authorities , in particular when recharging and refuelling infrastructure for public transport is concerned , as well as those of the stakeholders concerned. ### 3. member states shall ensure that national policy frameworks take into account , as appropriate , the interests of regional and local authorities , in particular when recharging and refuelling infrastructure for public transport is concerned , as well as those of the stakeholders concerned , in particular transport and energy infrastructure providers.


### 3. the regulatory authority of a member states shall assess , at the latest by 30 june 2024 and periodically every three years thereafter , how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system , including their participation in the balancing market , and to the further absorption of renewable electricity. that assessment shall take into account all types of recharging points , whether public or private , and provide recommendations in terms of type , supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. it shall be made publicly available. on the basis of the results of the assessment , member states shall , if necessary , take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. the assessment and measures shall be taken into account by the system operators in the network development plans referred to in article 32(3) and article 51 of directive (eu) 2019/944. ### 3. the regulatory authority of a member states shall assess , in cooperation with distribution system operators , at the latest by 30 june 2024 and periodically every three years thereafter , how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system , including their participation in the balancing market , and to the further absorption of renewable electricity. that assessment shall take into account all types of recharging points , whether public or private , and provide recommendations in terms of type , supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. it shall be made publicly available. on the basis of the results of the assessment , member states shall , if necessary , take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. the assessment and measures shall be taken into account by the system operators in the network development plans referred to in article 32(3) and article 51 of directive (eu) 2019/944.


### 3. the regulatory authority of a member states shall assess , at the latest by 30 june 2024 and periodically every three years thereafter , how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system , including their participation in the balancing market , and to the further absorption of renewable electricity. that assessment shall take into account all types of recharging points , whether public or private , and provide recommendations in terms of type , supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. it shall be made publicly available. on the basis of the results of the assessment , member states shall , if necessary , take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. the assessment and measures shall be taken into account by the system operators in the network development plans referred to in article 32(3) and article 51 of directive (eu) 2019/944. ### 3. the regulatory authority of a member states shall assess , at the latest by 30 june 2025 and periodically every five years thereafter , how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system , including their participation in the balancing market , and to the further absorption of renewable electricity. that assessment shall take into account all types of recharging points , whether public or private , and provide recommendations in terms of type , supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. it shall be made publicly available. on the basis of the results of the assessment , member states shall , if necessary , take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. the assessment and measures shall be taken into account by the system operators in the network development plans referred to in article 32(3) and article 51 of directive (eu) 2019/944.


### 1. relevant , consistent and clear information shall be made available as regards motor vehicles which can be regularly fuelled with individual fuels placed on the market , or recharged by recharging points. that information shall be made available in motor vehicle manuals , at refuelling and recharging points , on motor vehicles and in motor vehicle dealerships in their territory. this requirement shall apply to all motor vehicles , and their motor vehicle manuals , placed on the market after 18 november 2016. ### 1. relevant , consistent and clear information shall be made available as regards motor vehicles which can be regularly fuelled with individual fuels placed on the market , or recharged by recharging points. that information shall be made available in motor vehicle manuals , at refuelling and recharging points , on motor vehicles and in motor vehicle dealerships in their territory. this requirement shall apply to all motor vehicles , and their motor vehicle manuals , placed on the market after 20 march 2021.


### (13) electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the union. a combined approach of distance-based targets along the ten-t network , targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the union to support the expected market uptake of battery electric heavy-duty vehicles. ### (13) electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. public accessible infrastructure for electric heavy-duty vehicles is however , at present , almost entirely unavailable in the union. for that reason , heavy-duty vehicles will require a substantially longer development and deployment time than the infrastructure for light-duty vehicles. the option of a partial derogation , of no more than 15% from the mandatory national targets specified in article 4 , will therefore be essential , subject to approval from the commission. an incremental approach combining distance-based targets along the ten-t network , targets for overnight recharging infrastructure and targets at urban nodes should ultimately ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the union to support the expected market uptake of battery electric heavy-duty vehicles.


### (45) it is necessary to provide consumers with sufficient information regarding the geographic location , characteristics and services offered at the publicly accessible recharging and refuelling points of alternative fuels covered by this regulation. therefore , member states should ensure that operators or owners of publicly accessible recharging and refuelling points make relevant static and dynamic data available. requirements on data types regarding availability of and accessibility to relevant recharging and refuelling-related data should be laid down , building on the outcomes of the programme support action on “data collection related to recharging/refuelling points for alternative fuels and the unique identification codes related to e-mobility actors” (‘idacs’). ### (45) it is necessary to provide consumers with sufficient information regarding the geographic location , characteristics and services offered at the publicly accessible recharging and refuelling points of alternative fuels covered by this regulation. therefore , member states should ensure that operators of publicly accessible recharging and refuelling points make relevant static and dynamic data available. requirements on data types regarding availability of and accessibility to relevant recharging and refuelling-related data should be laid down , building on the outcomes of the programme support action on “data collection related to recharging/refuelling points for alternative fuels and the unique identification codes related to e-mobility actors” (‘idacs’) as well as the work of the sustainable transport forum.


### (14) ‘digitally-connected recharging point’ means a recharging point that can send and receive information in real time , communicate bi-directionally with the electricity grid and the electric vehicle , and that can be remotely monitored and controlled , including to start and stop the recharging session and to measure electricity flows; ### (14) ‘digitally-connected recharging point’ means a recharging point that can send and receive information in real time , communicating with a back-end , which can be remotely monitored and controlled , including to start and stop the recharging session and to measure electricity flows;


### 1. member states shall ensure that: ### 1. if feasible in terms of cost-effectiveness and market conditions , member states shall ensure that:


### i) by 31 december 2030 , each recharging pool shall offer a power output of at least 300 kw and include at least one recharging station with an individual power output of at least 150 kw; ### i) by 31 december 2035 , each recharging pool shall offer a power output of at least 300 kw and include at least one recharging station with an individual power output of at least 150 kw;


### ii) by 31 december 2035 , each recharging pool shall offer a power output of at least 600 kw and include at least two recharging stations with an individual power output of at least 150 kw. ### ii) by 31 december 2040 , each recharging pool shall offer a power output of at least 600 kw and include at least two recharging stations with an individual power output of at least 150 kw.


### operators of recharging points shall , at publicly accessible recharging stations with a power output below 50 kw , deployed from the date referred to in article 24 , accept electronic payments through terminals and devices used for payment services , including at least one of the following: ### deleted


### 8. from the date referred to in article 24 , operators of recharging points shall ensure that all publicly accessible normal power recharging points operated by them are capable of smart recharging. ### 8. from three years following the date referred to in article 24 , operators of recharging points shall ensure that all publicly accessible normal power recharging points operated by them are capable of smart recharging.


### 9. member states shall take the necessary measures to ensure that appropriate signposting is deployed within parking and rest areas on the ten-t road network where alternative fuels infrastructure is installed , to enable easy identification of the exact location of the alternative fuels infrastructure. ### 9. member states shall take the necessary measures to ensure that appropriate signposting is deployed within parking and rest areas on the ten-t road network where alternative fuels infrastructure is installed , to enable easy identification of the exact location of the alternative fuels infrastructure. signposting for alternative fuels infrastructure on road networks shall be commensurate with conventional fuels.


### 2. neighbouring member states shall ensure that the maximum distance referred to in paragraph 1 , second subparagraph is not exceeded for cross-border sections of the ten-t core and the ten-t comprehensive network. ### 2. neighbouring member states shall take the necessary measures to ensure that the maximum distance referred to in paragraph 1 , second subparagraph is not exceeded for cross-border sections of the ten-t core and the ten-t comprehensive network.


### 4. operators of publicly accessible refuelling stations may provide hydrogen refuelling services to customers on a contractual basis , including in the name and on behalf of other mobility service providers. mobility service providers shall charge prices to end users that are reasonable , transparent and non-discriminatory. mobility service providers shall make available to end users all applicable price information , prior to the start of the recharging session , and specific to their intended recharging session , through freely available , widely supported electronic means , clearly distinguishing the price components charged by the operator of the hydrogen refuelling point , applicable e-roaming costs and other fees or charges applied by the mobility service provider. ### 4. operators of publicly accessible refuelling stations may provide hydrogen refuelling services to customers on a contractual basis , including in the name and on behalf of other mobility service providers. mobility service providers shall charge prices to end users that are transparent and non-discriminatory. mobility service providers shall make available to end users all applicable price information , prior to the start of the recharging session , and specific to their intended recharging session , through freely available , widely supported electronic means , clearly distinguishing the price components charged by the operator of the hydrogen refuelling point , applicable e-roaming costs and other fees or charges applied by the mobility service provider.


### 9. by 1 january 2025 , each member state shall notify to the commission its final national policy framework. ### 9. by 1 january 2026 , each member state shall notify to the commission its final national policy framework.


### 1. each member state shall submit to the commission a standalone progress report on the implementation of its national policy framework for the first time by 1 january 2027 and every two years thereafter. ### 1. each member state shall submit to the commission a standalone progress report on the implementation of its national policy framework for the first time by 1 january 2028 and every three years thereafter.


### 4. on the basis of input from transmission system operators and distribution system operators , the regulatory authority of a member states shall assess , at the latest by 1 30 june 2024 and periodically every three years thereafter , the potential contribution of bidirectional charging to the penetration of renewable electricity into the electricity system. that assessment shall be made publicly available. on the basis of the results of the assessment , member states shall take , if necessary , the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points , in both public and private areas and include them in their progress report referred to in paragraph 1. ### 4. on the basis of input from transmission system operators and distribution system operators , the regulatory authority of a member states shall assess , at the latest by 30 june 2025 and periodically every five years thereafter , the potential contribution of bidirectional charging to the penetration of renewable electricity into the electricity system. that assessment shall be made publicly available. on the basis of the results of the assessment , member states shall take , if necessary , the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points , in both public and private areas and include them in their progress report referred to in paragraph 1.


### 1. by 1 january 2026 , the commission shall assess the national policy framework notified by member states pursuant to article 13(9) and submit to the european parliament and to the council a report on the assessment of those national policy frameworks and their coherence at union level , including a first assessment of the expected level of attainment of the national targets and objectives referred to in article 13 (1). ### 1. by 1 january 2027 , the commission shall assess the national policy framework notified by member states pursuant to article 13(9) and submit to the european parliament and to the council a report on the assessment of those national policy frameworks and their coherence at union level , including a first assessment of the expected level of attainment of the national targets and objectives referred to in article 13 (1).


### 2. where it is evident from the report referred to in paragraph 1 of this article or from any information available to the commission that a member state is at risk of not meeting its national targets as referred to in article 3(1) , the commission may issue a finding to this effect and request the member state concerned to take corrective measures to meet the national targets. within three months following the receipt of the commission’s findings , the member state concerned shall notify to the commission the corrective measures that it plans to implement to meet the targets set in article 3(1). the corrective measures shall entail additional actions that the member state shall implement to meet the targets set in article 3 (1) and a clear timetable for actions that enables the assessment of the annual progress towards meeting those targets. where the commission finds that the corrective measures are satisfactory , the member state concerned shall update its latest progress report as referred to in article 14 with these corrective measures and submit it to the commission. ### 2. where it is evident from the report referred to in paragraph 1 of this article or from any information available to the commission that a member state is at risk of not meeting its national targets as referred to in article 3(1) , the commission may issue a finding to this effect and request the member state concerned to take corrective measures to meet the national targets , and in such a case shall present any additional necessary technical , knowledge-orientated and financial support the commission is ready to provide to assist in the corrective measures. within three months following the receipt of the commission’s findings , the member state concerned shall notify to the commission the corrective measures that it plans to implement to meet the targets set in article 3(1). the corrective measures shall entail additional actions that the member state shall implement to meet the targets set in article 3 (1) and a clear timetable for actions that enables the assessment of the annual progress towards meeting those targets. where the commission finds that the corrective measures are satisfactory , the member state concerned shall update its latest progress report as referred to in article 14 with these corrective measures and submit it to the commission.


### (ii) type of connector , ### (ii) type of connector or information on bring your own technology (byot) capability ,


### by 31 december 2026 , the commission shall review this regulation , and , where appropriate , submit a proposal to amend it. ### by 31 december 2028 , the commission shall review this regulation , and , where appropriate , submit a proposal to amend it.


### 1. by 28 february of the year following the entry into force of this regulation and every year thereafter by the same date , member states shall report to the commission the total aggregated recharging power output , the number of publicly accessible recharging points and the number of registered battery electric and plug-in hybrid vehicles deployed on their territory on 31 december of the previous year , in accordance with the requirements of annex iii. ### 1. by 28 february of the year following the entry into force of this regulation and every two years thereafter by the same date , member states shall report to the commission the total aggregated recharging power output , the number of publicly accessible recharging points and the number of registered battery electric and plug-in hybrid vehicles deployed on their territory on 31 december of the previous year , in accordance with the requirements of annex iii.


### to that end member states shall ensure that , at the end of each year , starting from the year referred to in article 24 , the following power output targets are met cumulatively: ### to that end member states shall ensure that , at the end of each year , starting eighteen months after 1 january of the year following that of the entry into force of this regulation , the following power output targets are met cumulatively:


### 2. neighbouring member states shall ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the ten-t core and the ten-t comprehensive network. ### 2. neighbouring member states shall take the necessary measures to ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the ten-t core and the ten-t comprehensive network.


### (2) tackling climate and environmental-related challenges and reaching the objectives of the paris agreement are at the core of the communication on ’the european green deal’ , adopted by the commission on 11 december 201928 . the necessity and value of the european green deal have only grown in light of the very severe effects of the covid-19 pandemic on the health and economic well-being of the union’s citizens. ### (2) tackling climate and environmental-related challenges and reaching the objectives of the paris agreement are at the core of the communication on ’the european green deal’ , adopted by the commission on 11 december 201928 . the impact of the european green deal is becoming even more negative in light of the very severe effects of the covid-19 pandemic on the health and economic well-being of the union’s citizens.


### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute to achieving that target , including the land use , land use change and forestry sector. the contribution of net removals to the 2030 union climate target is limited to 225 million tonnes of co2 equivalent. in the context of regulation (eu) 2021/1119 , the commission reaffirmed in a corresponding statement its intention to propose a revision of regulation (eu) 2018/841 of the european parliament and of the council31 , in line with the ambition to increase net carbon removals to levels above 300 million tonnes of co2 equivalent in the land use , land use change and forestry sector by 2030. ### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute to achieving that target , including the land use , land use change and forestry sector. this underlying ambition should , however , not threaten national sovereignty regarding forestry. furthermore , measures should in the first place target sectors , where the efforts are most cost-efficient , decisions which should be taken by individual member states. the contribution of net removals to the 2030 union climate target may be expected to reach 225 million tonnes of co2 equivalent , which is not a binding target.


### (5) in order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels , binding annual targets for net greenhouse gas removals should be set out for each member state in the land use , land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council32 ) , resulting in a target of 310 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2016 , 2017 and 2018 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity. ### (5) in order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels , indicative annual targets for net greenhouse gas removals should be set out for each member state in the land use , land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council32 ) , resulting in a target of 310 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2016 , 2017 and 2018 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity.


### (5) in order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels , binding annual targets for net greenhouse gas removals should be set out for each member state in the land use , land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council32 ) , resulting in a target of 310 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2016 , 2017 and 2018 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity. ### (5) in order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels , indicative annual targets for net greenhouse gas removals should be set out for each member state in the land use , land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council32 ) , resulting in a target of 250 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2018 , 2019 and 2020 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity.


### (5) in order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels , binding annual targets for net greenhouse gas removals should be set out for each member state in the land use , land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council32 ) , resulting in a target of 310 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2016 , 2017 and 2018 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity. ### (5) in order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels , indicative annual targets for net greenhouse gas removals should be set out for each member state in the land use , land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council32 ) , resulting in a target of an average increase in net removals for the union as a whole in 2030 of some 15% , calculated on the basis of average greenhouse gas removals in 2016 , 2017 and 2018. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from recent years , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity. to this end , progress in the coming years should be reviewed and readjusted with a view to achieving the 2030 targets.


### (5) in order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels , binding annual targets for net greenhouse gas removals should be set out for each member state in the land use , land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council32 ) , resulting in a target of 310 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2016 , 2017 and 2018 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity. ### (5) in order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels , non-binding annual targets for net greenhouse gas removals should be set out for each member state in the land use , land use change and forestry sector in the period from 2026 to 2030 , potentially resulting in a net uptake of 225 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should be abolished and replaced by targets individually decided by the member states. thus , the lulucf targets will be integrated with the national esr targets for maximum flexibility on member state level.


### (6) the binding annual targets for net greenhouse gas removals should be determined for each member state by a linear trajectory. the trajectory should start in 2022 , on the average of greenhouse gas emissions reported by that member state during 2021 , 2022 and 2023 and end in 2030 on the target set out for that member state. for member states that improve their methodology of calculating the emissions and removals , a concept of technical correction should be introduced. a technical correction should be added to the target of that member state corresponding to the effect of the change in methodology on the targets and the efforts of the member state to achieve them , in order to respect environmental integrity. ### (6) the indicative annual targets for net greenhouse gas removals should be determined for each member state by a linear trajectory. the trajectory should start in 2022 , on the average of greenhouse gas emissions reported by that member state during 2021 , 2022 and 2023 and end in 2030 on the target set out for that member state. for member states that improve their methodology of calculating the emissions and removals , a concept of technical correction should be introduced. a technical correction should be added to the target of that member state corresponding to the effect of the change in methodology on the targets and the efforts of the member state to achieve them , in order to respect environmental integrity.


### (6) the binding annual targets for net greenhouse gas removals should be determined for each member state by a linear trajectory. the trajectory should start in 2022 , on the average of greenhouse gas emissions reported by that member state during 2021 , 2022 and 2023 and end in 2030 on the target set out for that member state. for member states that improve their methodology of calculating the emissions and removals , a concept of technical correction should be introduced. a technical correction should be added to the target of that member state corresponding to the effect of the change in methodology on the targets and the efforts of the member state to achieve them , in order to respect environmental integrity. ### (6) annual targets for net greenhouse gas removals should be determined by each member state , considering that a large lulucf uptake in the past is no guarantee for a high capacity in the future. a long period of high lulucf uptake may instead indicate that a saturation level is coming closer , considering that aging forests have reduced net growth , finally reaching zero , when natural growth and natural decomposition are equal. for member states that improve their methodology of calculating the emissions and removals , a concept of technical correction should be introduced. a technical correction should be added to the target of that member state corresponding to the effect of the change in methodology on the targets and the efforts of the member state to achieve them , in order to respect environmental integrity.


### (7) the communication of 17 september 2020 on stepping up europe’s 2030 climate ambition33 outlined an option to combine agriculture non-co2 greenhouse gas emissions with land use , land use change and forestry net removals , thus creating a newly regulated land sector. such combination can promote synergies between land-based mitigation actions and enable more integrated policymaking and policy implementation at national and union level. to this end , the obligation for member states to submit integrated mitigation plans for the land sector should be reinforced. ### (7) the communication of 17 september 2020 on stepping up europe’s 2030 climate ambition33 outlined an option to combine agriculture non-co2 greenhouse gas emissions with land use , land use change and forestry net removals , thus creating a newly regulated land sector. such combination can promote synergies between land-based mitigation actions and enable more integrated policymaking and policy implementation at national and union level. to this end , the obligation for member states to submit integrated mitigation plans for the land sector should remain.


### (7) the communication of 17 september 2020 on stepping up europe’s 2030 climate ambition33 outlined an option to combine agriculture non-co2 greenhouse gas emissions with land use , land use change and forestry net removals , thus creating a newly regulated land sector. such combination can promote synergies between land-based mitigation actions and enable more integrated policymaking and policy implementation at national and union level. to this end , the obligation for member states to submit integrated mitigation plans for the land sector should be reinforced. ### (7) the communication of 17 september 2020 on stepping up europe’s 2030 climate ambition33 outlined an option to combine agriculture non-co2 greenhouse gas emissions with land use , land use change and forestry net removals , thus creating a newly regulated land sector. such combination can promote synergies between land-based mitigation actions and enable more integrated policymaking and policy implementation at national and union level. to this end , the obligation for member states to submit integrated mitigation plans for the land sector should be reinforced. in this context , it should be considered that exaggerated uptake targets for an integrated lulucf/agricultural sector may create incentives to reduce agriculture and plant forests on former agricultural land , thus reducing agricultural production. this , in turn , may increase imports of agricultural products and increase emissions of greenhouse gases in a global perspective.


### (8) the land sector has the potential to become rapidly climate-neutral by 2035 in a cost-effective manner , and subsequently generate more greenhouse gas removals than emissions. a collective commitment aiming to achieve climate-neutrality in the land sector in 2035 at eu level can provide the needed planning certainty to drive land-based mitigation action in the short term , considering that it can take many years for such action to deliver the desired mitigation outcomes. moreover , the land sector is projected to become the largest sector in the eu greenhouse gas flux profile in 2050. it is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the collective target of climate neutrality in the land sector at eu level in 2035. on the basis of these plans , the commission should propose national targets , ensuring that the union-wide greenhouse gas emissions and removals in the land use , land use change and forestry sector and the emissions from the agriculture non-co2 sectors are at least balanced by 2035. contrary to the eu level target of climate neutrality for the land sector by 2035 , such national targets will be binding and enforceable on each member state. ### deleted


### (8) the land sector has the potential to become rapidly climate-neutral by 2035 in a cost-effective manner , and subsequently generate more greenhouse gas removals than emissions. a collective commitment aiming to achieve climate-neutrality in the land sector in 2035 at eu level can provide the needed planning certainty to drive land-based mitigation action in the short term , considering that it can take many years for such action to deliver the desired mitigation outcomes. moreover , the land sector is projected to become the largest sector in the eu greenhouse gas flux profile in 2050. it is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the collective target of climate neutrality in the land sector at eu level in 2035. on the basis of these plans , the commission should propose national targets , ensuring that the union-wide greenhouse gas emissions and removals in the land use , land use change and forestry sector and the emissions from the agriculture non-co2 sectors are at least balanced by 2035. contrary to the eu level target of climate neutrality for the land sector by 2035 , such national targets will be binding and enforceable on each member state. ### (8) the land sector has the potential to gradually achieve climate-neutrality by 2035 by means of carbon removals , and subsequently generate more greenhouse gas removals than emissions. a collective commitment aiming to achieve climate-neutrality in the land sector in 2035 at eu level can provide the needed planning certainty to drive land-based mitigation action in the short term , considering that it can take many years for such action to deliver the desired mitigation outcomes. moreover , the land sector is projected to become the largest sector in the eu greenhouse gas flux profile in 2050. it is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the collective target of climate neutrality in the land sector at eu level in 2035. on the basis of these plans , the commission should propose national targets , ensuring that the union-wide greenhouse gas emissions and removals in the land use , land use change and forestry sector and the emissions from the agriculture non-co2 sectors are at least balanced by 2035. contrary to the eu level target of climate neutrality for the land sector by 2035 , such national targets will be binding and enforceable on each member state. if they are to be achieved , those targets need to be redistributed in an optimum manner among sectors and the member states.


### (8) the land sector has the potential to become rapidly climate-neutral by 2035 in a cost-effective manner , and subsequently generate more greenhouse gas removals than emissions. a collective commitment aiming to achieve climate-neutrality in the land sector in 2035 at eu level can provide the needed planning certainty to drive land-based mitigation action in the short term , considering that it can take many years for such action to deliver the desired mitigation outcomes. moreover , the land sector is projected to become the largest sector in the eu greenhouse gas flux profile in 2050. it is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the collective target of climate neutrality in the land sector at eu level in 2035. on the basis of these plans , the commission should propose national targets , ensuring that the union-wide greenhouse gas emissions and removals in the land use , land use change and forestry sector and the emissions from the agriculture non-co2 sectors are at least balanced by 2035. contrary to the eu level target of climate neutrality for the land sector by 2035 , such national targets will be binding and enforceable on each member state. ### (8) the land sector has the potential to reduce emissions of greenhouse gases by 2035 in a cost-effective manner.


### (9) the accounting rules set out in articles 6 , 7 , 8 and 10 of regulation (eu) 2018/841 were designed to determine the extent to which mitigation performance in the land use , land use change and forestry sector could contribute to the 2030 eu target for reduction of greenhouse gas net emissions of 40 % , which did not include the land use , land use change and forestry sector. in order to simplify the regulatory framework for that sector , the current accounting rules should not apply after 2025 , and the compliance with national targets of the member states should be verified on the basis of reported greenhouse gas emissions and removals. this ensures methodological consistency with directive 2003/87/ec of the european parliament and of the council35 , regulation (eu) 2018/842 of the european parliament and of the council36 , and the determination of the new target for reduction of greenhouse gas net emissions of at least 55 % , which also includes the land use , land use change and forestry sector). ### (9) the accounting rules set out in articles 6 , 7 , 8 and 10 of regulation (eu) 2018/841 were designed to determine the extent to which mitigation performance in the land use , land use change and forestry sector could contribute to the 2030 eu target for reduction of greenhouse gas net emissions of 40 % , which did not include the land use , land use change and forestry sector. in order to simplify the regulatory framework for that sector , the current accounting rules should not apply after 2025 , and the compliance with national targets of the member states should be verified on the basis of reported greenhouse gas emissions and removals.


### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a direct incentive to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling. ### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a substantial increase in direct incentives to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling.


### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a direct incentive to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling. ### (10) in order to sustain a solid raw material base and simultaneously enhance greenhouse gas removals , individual farmers or forest managers need a direct incentive to produce more wood material on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be considered in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling.


### (11) considering the specificities of the land use , land use change and forestry sector in each member state , as well as the fact that member states need to increase their performance to achieve their national binding targets , a range of flexibilities should remain at the disposal of the member states , including trading surpluses and the extension of forest-specific flexibilities , while respecting the environmental integrity of the targets. ### (11) considering the specificities of the land use , land use change and forestry sector in each member state , as well as the fact that member states need to increase their performance to achieve their national targets , a range of flexibilities should remain at the disposal of the member states , including trading surpluses and the extension of forest-specific flexibilities , while respecting the environmental integrity of the targets.


### (13) with the setting of binding national annual targets for greenhouse gas removals based on the reported greenhouse gas emissions and removals from 2026 onwards , the rules for target compliance should be set out. the principles laid down in regulation (eu) 2018/842 should apply mutatis mutandis , with a penalty for non-compliance calculated in the following way: 108% of the gap between the assigned target and the net removals reported in the given year will be added to the greenhouse gas emission figure reported in the subsequent year by the member state. ### deleted


### (13) with the setting of binding national annual targets for greenhouse gas removals based on the reported greenhouse gas emissions and removals from 2026 onwards , the rules for target compliance should be set out. the principles laid down in regulation (eu) 2018/842 should apply mutatis mutandis , with a penalty for non-compliance calculated in the following way: 108% of the gap between the assigned target and the net removals reported in the given year will be added to the greenhouse gas emission figure reported in the subsequent year by the member state. ### (13) with the setting of indicative national annual targets for greenhouse gas removals based on the reported greenhouse gas emissions and removals from 2026 onwards , the rules for target compliance should be set out. the principles laid down in regulation (eu) 2018/842 should apply mutatis mutandis , with a penalty for non-compliance calculated in the following way: 108% of the gap between the assigned target and the net removals reported in the given year will be added to the greenhouse gas emission figure reported in the subsequent year by the member state.


### commitments of member states to take the necessary measures aiming towards the collective achievement of climate-neutrality in the union by 2035 in the land use , land use change and forestry sector including emissions by the non-co2 agriculture.’; ### deleted


### 3. this regulation also applies to emissions and removals of the greenhouse gases listed in section a of annex i , reported pursuant to article 26(4) of regulation (eu) 2018/1999 and occurring on the territories of member states from 2031 and onwards , in any of the land categories listed in paragraph 2 , points (a) to (j) and in any of the following sectors: ### deleted


### g) harvested wood products; ### g) carbon storage products;


### 4. the union-wide greenhouse gas emissions in the sectors set out in article 2(3) , points (a) to (j) , shall aim to be net zero by 2035 and the union shall achieve negative emissions thereafter. the union and the member states shall take the necessary measures to enable the collective achievement of the target for 2035. ### deleted


### 3. the commission shall adopt implementing acts setting out the annual targets based on the linear trajectory for net greenhouse gas removals for each member state , for each year in the period from 2026 to 2029 in terms of tonnes co2 equivalent. these national trajectories shall be based on the average greenhouse gas inventory data for the years 2021 , 2022 and 2023 , reported by each member state. the value of the 310 million tonnes co2 equivalent net removals as a sum of the targets for member states set out in annex iia may be subject to a technical correction due to a change of methodology by member states. the method for determination of the technical correction to be added to the targets of the member states , shall be set out in these implementing acts. for the purpose of those implementing acts , the commission shall carry out a comprehensive review of the most recent national inventory data for the years 2021 , 2022 and 2023 submitted by member states pursuant to article 26(4) of regulation (eu) 2018/1999. ### 3. the commission shall adopt implementing acts setting out the annual targets based on the linear trajectory for net greenhouse gas removals for each member state , for each year in the period from 2026 to 2029 in terms of tonnes co2 equivalent. these national trajectories shall be based on the average greenhouse gas inventory data for the years 2021 , 2022 and 2023 , reported by each member state. the value shall be equivalent to a circa 15% increase , based on the average greenhouse gas emissions and removals for the years 2016 , 2017 and 2018 , and equivalent net removals as a sum of the targets for member states set out in annex iia may be subject to a technical correction due to a change of methodology by member states. the method for determination of the technical correction to be added to the targets of the member states , shall be set out in these implementing acts. for the purpose of those implementing acts , the commission shall carry out a comprehensive review of the most recent national inventory data for the years 2021 , 2022 and 2023 submitted by member states pursuant to article 26(4) of regulation (eu) 2018/1999.


### the commission shall , by 31 december 2025 and on the basis of integrated national energy and climate plans submitted by each member state pursuant to article 14 of regulation (eu) 2018/1999 by 30 june 2024 , make proposals for the contribution of each member state to the net emissions reduction.’; ### the commission shall , by 31 december 2025 and on the basis of integrated national energy and climate plans submitted by each member state pursuant to article 14 of regulation (eu) 2018/1999 by 30 june 2024:


### 2. the 2030 union target for net greenhouse gas removals is 310 million tonnes co2 equivalent as a sum of the member states targets established in accordance with paragraph 3 of this article , and shall be based on the average of its greenhouse gas inventory data for the years 2016 , 2017 and 2018. ### deleted


### the commission shall adopt implementing acts setting out the annual targets based on the linear trajectory for net greenhouse gas removals for each member state , for each year in the period from 2026 to 2029 in terms of tonnes co2 equivalent. these national trajectories shall be based on the average greenhouse gas inventory data for the years 2021 , 2022 and 2023 , reported by each member state. the value of the 310 million tonnes co2 equivalent net removals as a sum of the targets for member states set out in annex iia may be subject to a technical correction due to a change of methodology by member states. the method for determination of the technical correction to be added to the targets of the member states , shall be set out in these implementing acts. for the purpose of those implementing acts , the commission shall carry out a comprehensive review of the most recent national inventory data for the years 2021 , 2022 and 2023 submitted by member states pursuant to article 26(4) of regulation (eu) 2018/1999. ### the member states shall autonomously decide their lulucf targets and integrate them with their national efforts to reduce net emissions of greenhouse gases. member states are thus free to trade net emissions and uptakes between its various sectors on a territorial basis.


### (14) the following article 13c is inserted: ### deleted


### compliance with the targets pursuant to article 13c.; ### deleted


### following the report , the commission shall make legislative proposals where it deems it appropriate. in particular , the proposals shall set out annual targets and governance aiming towards the 2035 climate-neutrality target as laid down in article 4(4) , additional union policies and measures , and a post-2035 framework , including in the scope of the regulation greenhouse gas emissions and removals from additional sectors , such as the marine and freshwater environment.; ### following the report , the commission shall make legislative proposals where it deems it appropriate.


### (ii) the member state’s commitments and national targets for net greenhouse gas removals pursuant to article 4(1) and (2) of regulation (eu) 2018/841 and its contributions aim towards reaching the union objective of reducing greenhouse gas emissions to net zero by 2035 and achieving negative emissions thereafter pursuant to article 4(4) of that regulation;; ### (ii) the member state’s commitments and national targets for net greenhouse gas removals pursuant to article 4(1) and (2) of regulation (eu) 2018/841;


### in 2025 , the commission shall carry out a comprehensive review of the national inventory data submitted by member states pursuant to article 26(4) of this regulation , in order to determine the annual targets of net greenhouse gas emissions reduction of the member states pursuant to article 4(3) of regulation (eu) 2018/841 and in order to determine the annual emission allocations of the member states pursuant to article 4(3) of regulation (eu) 2018/842; ### in 2025 , the commission shall carry out a comprehensive review of the national inventory data submitted by member states pursuant to article 26(4) of this regulation , in order to determine the indicative annual targets of net greenhouse gas emissions reduction of the member states pursuant to article 4(3) of regulation (eu) 2018/841 and in order to determine the annual emission allocations of the member states pursuant to article 4(3) of regulation (eu) 2018/842;


### (14) in order to ensure uniform conditions for the implementation of the provisions of regulation (eu) 2018/841 concerning the setting out of the annual target allocations for member states , implementing powers should be conferred on the commission. those powers should be exercised in accordance with regulation (eu) no 182/2011 of the european parliament and of the council37 . ### deleted


### this regulation shall be binding in its entirety and directly applicable in all member states. ### deleted


### the following annex iia to regulation (eu) 2018/841 is inserted: ### deleted


### having regard to the treaty on the functioning of the european union , and in particular article 100(2) thereof , ### having regard to the treaty on the functioning of the european union , and in particular article 100(2) and article 192(2) thereof ,


### (3) the functioning of the union air transport sector is determined by its cross-border nature across the union , and by its global dimension. the aviation internal market is one of the most integrated sectors in the union , governed by uniform rules on market access and operating conditions. the air transport external policy is governed by rules established at global level at the international civil aviation organisation (icao) , as well as by comprehensive multilateral or bilateral agreements between the union or its member states , and third countries. ### (3) the functioning of the union air transport sector is determined by its cross-border nature across the union , and by its global dimension. the aviation internal market is one of the most integrated sectors in the union , governed by uniform rules on market access and operating conditions. the air transport external policy is governed by rules established at global level at the international civil aviation organisation (icao) , as well as by comprehensive multilateral or bilateral agreements between the union or its member states , and third countries. therefore , it is important that in addition to domestic measures , the union pushes forward changes in the global regulatory frameworks on aviation , in a manner consistent with the paris agreement and the polluter pays principle.


### (5) in particular , it is essential to ensure a level playing field across the union air transport market regarding aviation fuel , which account for a substantial share of aircraft operators’ costs. variations in fuel prices can affect significantly aircraft operators’ economic performance and negatively impact competition on the market. where differences in aviation fuel prices exist between union airports or between union and non-union airports , this can lead aircraft operators to adapt their refuelling strategies for economic reasons. fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. fuel tankering by aircraft operators accordingly undermines of the union’s efforts towards environmental protection. some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. this can have detrimental effects on the competitiveness of the sector and be harmful to air connectivity. this regulation should set up measures to prevent such practices in order to avoid unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market. ### (5) in particular , it is essential to ensure a level playing field across the union air transport market regarding aviation fuel , which account for a substantial share of aircraft operators’ costs. variations in fuel prices can affect significantly aircraft operators’ economic performance and negatively impact competition on the market. where differences in aviation fuel prices exist between union airports or between union and non-union airports , this can lead aircraft operators to adapt their refuelling strategies for economic reasons. fuel tankering increases aircraft’s fuel consumption and results in unnecessary greenhouse gas emissions. fuel tankering by aircraft operators accordingly undermines of the union’s efforts towards environmental protection. some aircraft operators are able to use favourable aviation fuel prices at their home base as a competitive advantage towards other airlines operating similar routes. this can have detrimental effects on the competitiveness of the sector and be harmful to air connectivity. this regulation should set up measures to prevent such practices in order to avoid carbon leakage , including point-to-point carbon leakage , and other unnecessary environmental damage as well as to restore and preserve the conditions for fair competition on the air transport market.


### (6) a key objective of the common transport policy is sustainable development. this requires an integrated approach aimed at ensuring both the effective functioning of union transport systems and protection of the environment. sustainable development of air transport requires the introduction of measures aimed at reducing the carbon emissions from aircraft flying from union airports. such measures should contribute to meeting the union’s climate objectives by 2030 and 2050. ### (6) a key objective of the common transport policy is sustainable development. this requires an integrated approach aimed at ensuring both the effective functioning of union transport systems and protection of the environment. sustainable development of air transport requires the introduction of measures aimed at reducing the greenhouse gas emissions from aircraft flying from union airports. such measures should contribute to meeting the union’s climate objectives by 2030 and 2050.