### (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) 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 , taking into consideration the national market and traffic share data and market projections , the commission should review this regulation with a view to setting more mandatory targets for those sectors.


### (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) in order to promote alternative fuels and develop the relevant infrastructure , the national policy frameworks should contain , among other things , 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) 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) 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 additional targets for those sectors.


### (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. ### (41) member states should make use of a wide range of regulatory , economic and non-regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks , in close cooperation with relevant private sector actors , who should play a key role in supporting the development of alternative fuels infrastructure and should be actively involved from the outset in the design of the above incentives and measures so that the private sector can anticipate and understand them.


### (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. ### (41) member states should make use of a wide range of market-based and 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.


### (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. ### (41) member states should make use of a wide range of market based and 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.


### (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. ### (41) member states should make use of a wide range of market based , 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.


### (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 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 , so as to ensure smart and sustainable urban mobility. member states should introduce 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 , and of rapid charging and the possibility of overnight charging for all public transport service operators.


### (46) data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. the format , the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. moreover , those data should be accessible in a coherent manner in all member states. therefore , data should be provided in accordance with the requirements set in directive 2010/40/eu of the european parliament and the council59 for national access points (naps). ### (46) data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. the format , the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. moreover , those data should be accessible in a coherent manner in all member states. therefore , data should be provided through a single european access point , to ensure a uniform format and enable operators to supply data once.


### (46) data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. the format , the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. moreover , those data should be accessible in a coherent manner in all member states. therefore , data should be provided in accordance with the requirements set in directive 2010/40/eu of the european parliament and the council59 for national access points (naps). ### (46) data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. the format , the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. moreover , those data should be accessible in a coherent manner in all member states. therefore , data should be provided through a single european access point to ensure a uniform format and enable operators to supply data once.


### (52) in the application of this regulation , the commission should consult relevant expert groups , and in particular the sustainable transport forum (‘stf’) and the european sustainable shipping forum (‘essf’). such expert consultation is of particular importance when the commission intends to adopt delegated or implementing acts under this regulation. ### (52) in the application of this regulation , the commission should consult a vast range of stakeholders , including consumer organisations and relevant expert groups , and in particular the sustainable transport forum (‘first'’) and the european sustainable shipping forum (‘stf’) , as well as the national , regional and local authorities. such expert consultation is of particular importance when the commission intends to adopt delegated acts under this regulation.


### (54) the market for alternative fuels and in particular for zero emission fuels is still in the early stages of development and technology is evolving fast. this should likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. the commission should therefore review this regulation by the end of 2026 in particular as regards the targets setting for electric recharging points for hdv as well as targets for infrastructure for alternative fuels for zero-emission vessels and aircraft in waterborne transport and aviation. ### (54) the market for alternative fuels and in particular for zero emission fuels is still in the early stages of development and technology is evolving fast. this should likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. the commission should therefore review this regulation by the end of 2026 , taking into account national market and traffic shares data and market projections.


### (54) the market for alternative fuels and in particular for zero emission fuels is still in the early stages of development and technology is evolving fast. this should likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. the commission should therefore review this regulation by the end of 2026 in particular as regards the targets setting for electric recharging points for hdv as well as targets for infrastructure for alternative fuels for zero-emission vessels and aircraft in waterborne transport and aviation. ### (54) the market for alternative fuels and in particular for low and zero emission fuels is evolving fast and technology is already there. this market should be further supported through the introduction of a voluntary crediting mechanism to increase the offer of alternative fuels while accelerating the decarbonization of the transport sector. this would likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. the commission should prepare two years after the entry into force of this regulation a technology-readiness report , analyzing the market readiness and availability of key zero- and low-emission powertrains and fuel technologies and their dedicated infrastructure. based on this report , the commission should review this regulation by the end of 2026 in particular as regards the targets setting for electric recharging points as well as targets for infrastructure for alternative fuels for low- and zero-emission transport. the review should include all alternative fuels and infrastructural demand should be matched with the potential speed of the uptake.


### – synthetic and paraffinic fuels , including ammonia , produced from renewable energy , ### – synthetic and paraffinic fuels , including e-hydrogen , e-ammonia , e-methanol , e-methane , e-lng , rdme , rfnbo , produced from renewable energy ,


### – synthetic and paraffinic fuels , including ammonia , produced from renewable energy , ### – synthetic and paraffinic fuels , including e-hydrogen , e-ammonia , e-methanol , e-methane , e-lng , rdme , rfnbo produced from renewable energy ,


### – synthetic and paraffinic fuels , including ammonia , produced from renewable energy , ### – synthetic and paraffinic fuels , including e-hydrogen , e-ammonia , e-methanol , e-methane , e-lng , produced from renewable energy ,


### ‘alternative fossil fuels’ for a transitional phase: ### ‘alternative fossil fuels’ progressively blended with renewable fuels:


### ‘alternative fossil fuels’ for a transitional phase: ### ‘alternative fossil fuels’ progressively blended with renewable fuels :


### ‘alternative fossil fuels’ for a transitional phase: ### ‘transitional alternative fuels’


### (39) ‘quick response code’ (qr code) means an iso 18004-compliant encoding and visualization of data; ### deleted


### (57) ‘ship at berth’ means ship at berth as defined in article 3 , point (n) of regulation (eu) 2015/757; ### (57) ‘ship at berth’ means a ship which is securely moored or anchored along a quay in a port falling under the jurisdiction of a member state while it is loading , unloading or hotelling , including the time spent when not engaged in cargo operations;


### (57) ‘ship at berth’ means ship at berth as defined in article 3 , point (n) of regulation (eu) 2015/757; ### (57) ‘ship at berth’ means ship at berth means a ship which is securely moored or anchored along a quay in a port falling under the jurisdiction of a member state while it is loading , unloading or hotelling , including the time spent when not engaged in cargo operations;


### (58) ‘shore-side electricity supply’ means the provision of shore-side electrical power through a standardised interface to seagoing ships or inland waterway vessels at berth; ### (58) ‘shore-side electricity supply’ means a provision of a service consisting of multiple elements including the provision of shore-side electrical power through a standardised interface to seagoing ships or inland waterway vessels at berth;


### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations; and ### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 3 kw is provided through publicly accessible recharging stations;


### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations; and ### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 3 kw is provided through publicly accessible recharging stations; and


### for each plug-in hybrid light-duty vehicle registered in their territory , a total power output of at least 0.66 kw is provided through publicly accessible recharging stations. ### for each plug-in hybrid light-duty vehicle registered in their territory , a total power output of at least 2 kw is provided through publicly accessible recharging stations.


### along the ten-t core network , publicly accessible recharging pools dedicated to light-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 light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them; in scarcely populated regions or core networks with lower average traffic density publicly accessible recharging pools are deployed with a maximum distance of 120 km in-between them:


### along the ten-t core network , publicly accessible recharging pools dedicated to light-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 light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 40 km in-between them:


### 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;


### 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 2025 , 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 300 kw;


### 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 2025 , each recharging pool shall offer a power output of at least 600 kw and include at least two 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 2030 , each recharging pool shall offer a power output of at least 1200 kw and include at least four recharging stations with an individual power output of at least 300 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 2030 , each recharging pool shall offer a power output of at least 1200 kw and include at least four 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 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 , unless economically unfeasible , of the ten-t comprehensive network.


### 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. 4. 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 , unless economically unfeasible , of the ten-t comprehensive network.


### 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 in-between them; in scarcely populated regions or core networks with lower average traffic density publicly accessible recharging pools are deployed with a maximum distance of 120 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 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 between them:


### 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 2025 , each recharging pool shall offer a power output of at least 2800 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; ### 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 2030 , each recharging pool shall offer a power output of at least 5000 kw and include at least four recharging stations with an individual power output of at least 350 kw;


### along the ten-t comprehensive 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 in-between them: ### along the ten-t comprehensive network , in accordance with reasonable national and eu-wide market share and transit traffic share indicators for electric heavy-duty vehicles , set by the commission by virtue of delegated acts publicly accessible recharging pools dedicated to heavy-duty vehicles will be deployed in the timeframe 2030- 2038. as initial indicative minimum targets , member states shall plan the deployment in each direction of travel with a maximum distance of 120 km between recharging points:


### 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;


### 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 2030 , each recharging pool shall offer a power output of at least 1400 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 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 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 700 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 2030 , in each safe and secure parking area situated on the core ten-t network , at least one recharging station dedicated to heavy-duty vehicles with a power output of at least 100kw is installed; in safe and secure parking areas situated on the comprehensive ten-t network , recharging stations shall be planned according to the indicators mentioned in point (b) above;


### 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 2027 , in each safe and secure parking area situated on the ten-t core network , at least two recharging stations dedicated to heavy-duty vehicles with a power output of at least 100 kw are installed;


### 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 2027 , in each safe and secure parking area , , situated on the ten-t core network , at least two recharging stations dedicated to heavy-duty vehicles with a power output of at least 100kw are 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 2025 , 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 300 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 2030 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 2400 kw are deployed , provided by recharging stations with an individual power output of at least 300 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 2030 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 2400 kw are deployed , provided by recharging stations with an individual power output of at least 150 kw and at least two recharging stations with an individual power output of at least 350 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: ### operators of recharging points shall , at publicly accessible recharging stations , 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:


### 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: ### operators of recharging points shall , at publicly accessible recharging stations deployed from the date referred to in article 24 , ensure that publicly accessible recharging stations operated by them accept electronic payments through terminals and devices used for payment services , including at least one of the following:


### (iii) devices using an internet connection with which for instance a quick response code can be specifically generated and used for the payment transaction; ### deleted


### 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


### payment card readers; ### 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). ### from 1 january 2027 onwards , operators of recharging points shall ensure that all publicly accessible recharging stations operated by them comply with the requirement of this paragraph.


### 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). ### b) from 1 january 2027 onwards , operators of recharging points shall ensure that all publicly accessible recharging stations operated by them comply with the requirement in this paragraph.


### 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). ### from 1 january 2027 onwards , operators of recharging points shall ensure that all publicly accessible and semi-publicly accessible recharging stations operated by them comply with the requirement in point (b).


### 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 laid down in this paragraph shall not apply to publicly accessible recharging points that do not require payment for the recharging service.


### 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 laid down in this paragraph shall not apply to publicly accessible recharging points that do not require payment for the recharging service and the charging stations , that have been built before 31 december 2022.


### 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 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.


### 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.


### 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 reasonable and affordable , 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.


### 5. operators of recharging points shall clearly display the ad hoc price and all its components at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session. at least the following price components , if applicable at the recharging station , shall be clearly displayed: ### 5. operators of recharging points shall clearly display the ad hoc price and all its components at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session. the price components shall be clearly displayed at the recharging station in price per kwh.


### – price per session , ### deleted


### – price per minute , ### deleted


### – price per kwh. ### deleted


### 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 reasonable and affordable , 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 and affordable , 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 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 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. the fees shall be reasonable , transparent and non-discriminatory.


### 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 in accordance with reasonable national and eu-wide market share and transit traffic share indicators 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 2030. ### 1. member states shall ensure that , in their territory , a minimum number of publicly accessible hydrogen refuelling stations are put in place in accordance with reasonable national and eu-wide market share and transit traffic share indicators , set by the commission by virtue of delegated acts.


### 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 2027.


### 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 , an appropriate number of publicly accessible hydrogen refuelling stations are put in place by 31 december 2030.


### 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 as a jump-start investment member states shall plan 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 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 , as a jump-start investment , member states shall plan that by 31 december 2032 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 250 km in-between them along the ten-t core network. liquid hydrogen publicly accessible refuelling stations shall be also planned with maximum distance of 600 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. ### 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.


### 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 2027 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 350 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 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 , except with a maximum distance of 250 km in scarcely populated regions or ten-t core networks with lower average traffic density. 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 350 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. ### 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 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.


### 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.


### lng infrastructure for road transport vehicles ### targets for lng , lpg and cng infrastructure for road transport vehicles


### lng infrastructure for road transport vehicles ### lng , lpg and cng infrastructure for road transport vehicles


### lng infrastructure for road transport vehicles ### lng , cng and lpg infrastructure for road transport vehicles


### 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. ### 1. member states shall ensure at least until 1 january 2030 that an appropriate number of publicly accessible refuelling points for lng bio-lng , lpg , and cng and bio-cng are put in place , at least along the ten-t core network , in order to allow lng , bio-lng , lpg , and cng and bio-cng heavy-duty motor vehicles to circulate throughout the union.


### 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. ### deleted


### 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 2025 that an appropriate number of publicly accessible refuelling points for lng , lpg and cng are put in place , at least along the ten-t core network , in order to allow lng , lpg and cng heavy-duty motor vehicles to circulate throughout the union , where there is demand.


### 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 , cng and lpg are put in place , at least along the ten-t core network , in order to allow lng , cng and lpg 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 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 , bio-lng , lpg , cng and bio-cng are put in place , at least along the ten-t core network , in order to allow lng , bio-lng , lpg , cng , bio-cng heavy-duty motor vehicles to circulate throughout the union.


### 3. where the maritime port of the ten-t core network and the ten-t comprehensive network is located on an island which is not connected directly to the electricity grid , paragraph 1 shall not apply , until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources. ### 3. where the maritime port of the ten-t core network and the ten-t comprehensive network is located on an island which is not connected directly to the electricity grid , or in an outermost region , paragraph 1 shall not apply , until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources.


### 3. where the maritime port of the ten-t core network and the ten-t comprehensive network is located on an island which is not connected directly to the electricity grid , paragraph 1 shall not apply , until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources. ### 3. where the maritime port of the ten-t core network and the ten-t comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region , paragraph 1 shall not apply , until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources , or if the costs are disproportionate to the benefits , including environmental benefits.


### targets for supply of lng in maritime ports ### targets for supply of lng and other alternative fuels in maritime ports


### 1. member states shall ensure that an appropriate number of refuelling points for lng are put in place at ten-t core maritime ports referred to in paragraph 2 , to enable seagoing ships to circulate throughout the ten-t core network by 1 january 2025. member states shall cooperate with neighbouring member states where necessary to ensure adequate coverage of the ten-t core network. ### 1. member states shall ensure that an appropriate number of refuelling points for lng are put in place at ten-t core maritime ports referred to in paragraph 2 , to enable seagoing ships to circulate throughout the ten-t network by 1 january 2030 , and ensuring that all ten-t core ports have lng refuelling points by 2025. member states shall cooperate with neighbouring member states where necessary to ensure adequate coverage of the ten-t network.


### 2. member states shall designate in their national policy frameworks ten-t core maritime ports that shall provide access to the refuelling points for lng referred to in paragraph 1 , also taking into consideration actual market needs and developments. ### 2. in the pursuit of efficient planning , member states shall designate in their national policy frameworks ten-t core and comprehensive maritime ports that shall provide access to the refuelling points for lng referred to in paragraph 1 , also taking into consideration existing lng supply points as well as actual market needs and developments.


### 1. by 1 january 2024 , each member state shall prepare and send to the commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. ### 1. by 1 january 2024 , each member state jointly with regional , national and local authorities shall prepare and send to the commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. the national policy framework shall be based on detailed market and traffic shares , especially for transit traffic , data monitoring and include detailed market projections.


### 1. by 1 january 2024 , each member state shall prepare and send to the commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. ### 1. by 1 january 2024 , each member state shall , jointly with regional , national and local authorities , prepare and send to the commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. the national policy framework shall be based on detailed market and traffic shares , especially for transit traffic , data monitoring and include detailed market projections.


### 1. by 1 january 2024 , each member state shall prepare and send to the commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. ### 1. by 1 january 2024 , each member state shall prepare and send to the commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. the national policy framework shall be based on detailed market and traffic shares , especially for transit traffic , data monitoring and include detailed market projections.


### 1. by 1 january 2024 , each member state shall prepare and send to the commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. ### 1. by 1 january 2024 , each member state , jointly with regional , national and local authorities , shall prepare and send to the commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. the national policy framework shall be based on detailed market and traffic shares , especially for transit traffic , data monitoring and include detailed market projections.


### an assessment of the current state and future development of the market as regards alternative fuels in the transport sector , and of the development of alternative fuels infrastructure , considering intermodal access of alternative fuels infrastructure and , where relevant , cross-border continuity; ### an assessment of the current state and future development of the market as regards alternative fuels in the transport sector , and of the development of alternative fuels infrastructure , considering intermodal access of alternative fuels infrastructure and , where relevant , cross-border continuity and mobility and accessibility between outermost regions and between them and the mainland;


### an assessment of the current state and future development of the market as regards alternative fuels in the transport sector , and of the development of alternative fuels infrastructure , considering intermodal access of alternative fuels infrastructure and , where relevant , cross-border continuity; ### an assessment of the current state and future development of the market as regards alternative fuels in the transport sector , including , in particular , the situation as regards public transport networks , and of the development of alternative fuels infrastructure , considering intermodal access of alternative fuels infrastructure and , where relevant , cross-border continuity and public transport networks;


### national targets and objectives pursuant to articles 3 , 4 , 6 , 8 , 9 , 10 , 11 and 12 for which mandatory national targets are set out in this regulation; ### national targets and objectives pursuant to articles 3 , 4 , 6 , 8 , 9 , 10 , 11 and 12 for which national targets are set out in this regulation;


### national targets and objectives pursuant to articles 3 , 4 , 6 , 8 , 9 , 10 , 11 and 12 for which mandatory national targets are set out in this regulation; ### national targets and objectives pursuant to articles 3 , 4 , 6 , 8 , 9 , 10 , 11 and 12 for which mandatory or indicative national targets are set out in this regulation;


### a deployment plan for alternative fuels infrastructure in maritime ports other than for lng and shore-side electricity supply for use by sea going vessels , in particular for hydrogen , ammonia and electricity; ### a deployment plan for alternative fuels infrastructure in maritime ports other than for lng and shore-side electricity supply for use by sea going vessels , in particular for hydrogen , hydrogen derived fuels and electricity;


### a deployment plan for alternative fuels in inland waterway transport , in particular for both hydrogen and electricity; ### a deployment plan for alternative fuels in inland waterway transport , in particular for hydrogen , electricity , lng and other relevant alternative fuels;


### a deployment plan for alternative fuels in inland waterway transport , in particular for both hydrogen and electricity; ### a deployment plan for alternative fuels in inland waterway transport , in particular for both hydrogen , electricity and other relevant alternative fuels;


### 2. member states shall ensure that the national policy frameworks take into account the needs of the different transport modes existing on their territory , including those for which limited alternatives to fossil fuels are available. ### 2. member states shall ensure that the national policy frameworks take into account regional disparities and the needs of the different regions and transport modes existing on their territory , including those for which limited alternatives to fossil fuels are available.


### 2. member states shall ensure that the national policy frameworks take into account the needs of the different transport modes existing on their territory , including those for which limited alternatives to fossil fuels are available. ### 2. member states shall ensure that the national policy frameworks take into account the needs of the different regions and transport modes existing on their territory , including those for which limited alternatives to fossil fuels are available.


### 2. member states shall ensure that the national policy frameworks take into account the needs of the different transport modes existing on their territory , including those for which limited alternatives to fossil fuels are available. ### 2. member states shall ensure that the national policy frameworks take into account regional disparities and the needs of the different transport modes existing on their territory , including those for which limited alternatives to fossil fuels are available.


### 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 all the stakeholders concerned.


### policies and measures relating to member states’ objectives and targets. ### policies and measures relating to member states’ objectives , targets and their geographic distribution across the regions within the member .


### policies and measures relating to member states’ objectives and targets. ### policies and measures relating to member states’ objectives , targets and their geographic distribution across the regions within the member state.


### 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 concerned 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 2024 and periodically every year 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 2024 and periodically every year 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. transmission and distribution system operators shall ensure consistency between the recharge infrastructure planning and the respective grid planning in terms of power to be installed and pools location.


### the number of publicly accessible hydrogen refuelling points; ### the number of publicly accessible hydrogen and other renewable refuelling points;


### the number of publicly accessible hydrogen refuelling points; ### the number of publicly accessible hydrogen and other renewable fuels refuelling points;


### the number of publicly accessible hydrogen refuelling points; ### the number of publicly accessible hydrogen and other alternative fuels refuelling points;


### (ii) number of connectors , ### (ii) number of and availability connectors ,


### review ### report and review


### (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 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 proactively support the market share development of battery electric heavy-duty vehicles.


### (15) recharging infrastructure along the ten-t network should be complemented with fast publicly accessible recharging infrastructure in urban nodes. that infrastructure is required in particular for providing charging opportunities for delivery trucks and for destination charging for long haul trucks , whereas the national fleet-based target should provide recharging points for light-duty vehicles also in urban areas. ### (15) recharging infrastructure along the ten-t core network should be complemented with fast publicly accessible recharging infrastructure in urban nodes , which are part of the core ten-t network. that infrastructure is required in particular for providing charging opportunities for delivery trucks and for destination charging for long haul trucks , whereas the national fleet-based target should provide recharging points for light-duty vehicles also in urban areas.


### (18) a recharging station is the single physical installation for the recharging of electric vehicles. every station has a theoretical maximum power output , expressed in kw. every station has at least one recharging point that can serve only one vehicle at a time. the number of recharging points at a recharging station determine the number of vehicles that can be recharged at that station at any given time. where more than one vehicle recharges at that recharging station at a given time , the maximum power output is distributed to the different recharging points , such that the power provided at each individual recharging point is lower than the power output of that station. a recharging pool consists of one or more recharging stations at a specific location , including , as the case may be , the dedicated parking lots adjacent to them. for the targets set in this regulation for recharging pools , the minimum power output required for those recharging pools could be provided by one or more recharging stations. ### (18) a recharging station is the single physical installation for the recharging of electric vehicles. every station has a theoretical maximum power output , expressed in kw. every station has at least one recharging point that can serve only one vehicle at a time. the number of recharging points at a recharging station determine the number of vehicles that can be recharged at that station at any given time. where more than one vehicle recharges at that recharging station at a given time , the maximum power output is distributed to the different recharging points , such that the power provided at each individual recharging point is lower than the power output of that station and the power output of all recharging points is comparable. a recharging pool consists of one or more recharging stations at a specific location , including , as the case may be , the dedicated parking lots adjacent to them. for the targets set in this regulation for recharging pools , the minimum power output required for those recharging pools may be provided by one or more recharging stations.


### (20) smart metering systems as defined in directive (eu) 2019/944 of the european parliament and of the council52 enable real-time data to be produced , which is needed to ensure the stability of the grid and to encourage rational use of recharging services. by providing energy metering in real time and accurate and transparent information on the cost , they encourage , in combination with smart recharging points , recharging at times of low general electricity demand and low energy prices. the use of smart metering systems in combination with smart recharging points can optimise recharging , with benefits for the electricity system and for the end user. member states should encourage the use of smart metering system for the recharging of electric vehicles at publicly accessible recharging stations , where technically feasible and economically reasonable , and ensure that these systems comply with the requirements laid down in article 20 of directive (eu) 2019/444. ### deleted


### (21) the increasing number of electric vehicles in road , rail , maritime and other transport modes will require that recharging operations are optimised and managed in a way that does not cause congestion and takes full advantage of the availability of renewable electricity and low electricity prices in the system. smart recharging in particular can facilitate the integration of electric vehicles into the electricity system further as it enables demand response through aggregation and through price based demand response. system integration can further be facilitated through bi-directional recharging (vehicle-to-grid). all normal recharging points at which vehicles are typically parked for a longer period should therefore support smart recharging. ### (21) the increasing number of electric vehicles in road , rail , maritime and other transport modes will require that recharging operations are optimised and managed in a way that does not cause congestion and takes full advantage of the availability of renewable electricity and low electricity prices in the system. smart recharging in particular can facilitate the integration of electric vehicles into the electricity system further as it enables demand response through aggregation and through price based demand response. system integration can further be facilitated through bi-directional recharging (vehicle-to-grid). all recharging points at which vehicles are typically parked for a longer period should therefore support smart recharging.


### (21) the increasing number of electric vehicles in road , rail , maritime and other transport modes will require that recharging operations are optimised and managed in a way that does not cause congestion and takes full advantage of the availability of renewable electricity and low electricity prices in the system. smart recharging in particular can facilitate the integration of electric vehicles into the electricity system further as it enables demand response through aggregation and through price based demand response. system integration can further be facilitated through bi-directional recharging (vehicle-to-grid). all normal recharging points at which vehicles are typically parked for a longer period should therefore support smart recharging. ### (21) the increasing number of electric vehicles in road , rail , maritime and other transport modes will require that recharging operations are optimised and managed in a way that does not cause congestion and takes full advantage of the availability of renewable electricity and low electricity prices in the system. smart recharging in particular can facilitate the integration of electric vehicles into the electricity system further as it enables demand response through aggregation and through price based demand response. system integration can further be facilitated through bi-directional recharging (vehicle-to-grid). all normal recharging points should therefore support smart recharging.


### (22) the development of infrastructure for electric vehicles , the interaction of that infrastructure with the electricity system , and the rights and responsibilities assigned to the different actors in the electric mobility market , have to be consistent with the principles established under directive (eu) 2019/944. in that sense , distribution system operators should cooperate on a non-discriminatory basis with any person establishing or operating publicly accessible recharging points and member states should ensure that the electricity supply for a recharging point can be the subject of a contract with a supplier other than the entity supplying electricity to the household or premises where this recharging point is located. the access of union electricity suppliers to recharging points should be without prejudice to the derogations under article 66 of directive (eu) 2019/944. ### (22) the development of infrastructure for electric vehicles , the interaction of that infrastructure with the electricity system , and the rights and responsibilities assigned to the different actors in the electric mobility market , have to be consistent with the principles established under directive (eu) 2019/944. in that sense , distribution system operators should cooperate on a non-discriminatory basis with any person establishing or operating publicly accessible recharging points. distribution system operators should also ensure transparency and timely processing of grid connection requests and member states should introduce clear and reasonable time limits of 8-12 weeks for normal power charging infrastructure and 4-6 months for fast power charging infrastructure in terms of period between connection request and realization of that connection. member states should also ensure that the electricity supply for a recharging point can be the subject of a contract with a supplier other than the entity supplying electricity to the household or premises where this recharging point is located. the access of union electricity suppliers to recharging points should be without prejudice to the derogations under article 66 of directive (eu) 2019/944.


### (25) new services emerge , particularly in support of the use of electric vehicles. entities offering those services , such as mobility service providers , should be able to operate under fair market conditions. in particular , operators of recharging points should not give unduly preferential treatment to any of those service providers , for instance through unjustified price differentiation that may impede competition and ultimately lead to higher prices for consumers. the commission should monitor the development of the recharging market. when reviewing the regulation , the commission will take actions where required by market developments such as limitations of services for end users or business practices that may limit competition. ### (25) new services emerge , particularly in support of the use of electric vehicles. entities offering those services , such as mobility service providers , should be able to operate under fair market conditions. in particular , operators of recharging points should not give unduly preferential treatment to any of those service providers , for instance through unjustified price differentiation that may impede competition and ultimately lead to higher prices for consumers. the commission should monitor the development of the recharging market. when reviewing the regulation the commission will take actions to address possible adverse effects of market developments such as limitations of services for end users or business practices that may limit competition.


### (26) hydrogen-powered motor vehicles have at present very low market penetration rates. however , a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the commission’s hydrogen strategy for a climate-neutral europe54 . currently , hydrogen refuelling points are only deployed in a few member states and are largely not suitable for heavy-duty vehicles , not allowing for a circulation of hydrogen vehicles across the union. mandatory deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the ten-t core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the union. ### (26) hydrogen-powered motor vehicles have at present very low market penetration rates. however , a build-up of a basic hydrogen refuelling infrastructure is essential in order to make hydrogen-powered motor vehicle market share uptake possible as envisaged in the commission’s hydrogen strategy for a climate-neutral europe54. currently , hydrogen refuelling points are only deployed in a few member states and are largely not suitable for heavy-duty vehicles , not allowing for a circulation of hydrogen vehicles across the union. mandatory deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the ten-t core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the union.


### (26) hydrogen-powered motor vehicles have at present very low market penetration rates. however , a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the commission’s hydrogen strategy for a climate-neutral europe54 . currently , hydrogen refuelling points are only deployed in a few member states and are largely not suitable for heavy-duty vehicles , not allowing for a circulation of hydrogen vehicles across the union. mandatory deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the ten-t core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the union. ### (26) hydrogen-powered motor vehicles have at present very low market penetration rates. however , a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the commission’s hydrogen strategy for a climate-neutral europe54 . currently , hydrogen refuelling points are only deployed in a few member states and are largely not suitable for heavy-duty vehicles , not allowing for a circulation of hydrogen vehicles across the union. mandatory deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the ten-t core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the union. however , ten-t network characteristics , such as the average traffic density and population , shall be taken into account when specifying the mandatory minimum distance-based targets.


### (26) hydrogen-powered motor vehicles have at present very low market penetration rates. however , a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the commission’s hydrogen strategy for a climate-neutral europe54 . currently , hydrogen refuelling points are only deployed in a few member states and are largely not suitable for heavy-duty vehicles , not allowing for a circulation of hydrogen vehicles across the union. mandatory deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the ten-t core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the union. ### (26) hydrogen-powered motor vehicles have at present very low market penetration rates. however , a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the commission’s hydrogen strategy for a climate-neutral europe54 . currently , hydrogen refuelling points are only deployed in a few member states and are largely not suitable for heavy-duty vehicles , not allowing for a circulation of hydrogen vehicles across the union. deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the ten-t core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the union.


### (27) hydrogen fuelled vehicles should be able to refuel at or close to the destination , which is usually located in an urban area. to ensure that publicly accessible destination refuelling is possible at least in the main urban areas , all urban nodes as defined in regulation (eu) no 1315/2013 of the european parliament and of the council55 should provide such refuelling stations. within the urban nodes , public authorities should consider to deploy the stations within multimodal freight centres as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes , such as rail and inland shipping. ### (27) hydrogen fuelled vehicles should be able to refuel at or close to the destination , which is usually located in an urban area. to ensure that publicly accessible destination refuelling is possible at least in the main urban areas , all urban nodes as defined in regulation (eu) no 1315/2013 of the european parliament and of the council55 should provide such hydrogen refuelling stations. within the urban nodes , public authorities should consider to deploy the stations within multimodal freight centres as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes , such as rail and inland shipping.


### (27) hydrogen fuelled vehicles should be able to refuel at or close to the destination , which is usually located in an urban area. to ensure that publicly accessible destination refuelling is possible at least in the main urban areas , all urban nodes as defined in regulation (eu) no 1315/2013 of the european parliament and of the council55 should provide such refuelling stations. within the urban nodes , public authorities should consider to deploy the stations within multimodal freight centres as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes , such as rail and inland shipping. ### (27) hydrogen fuelled vehicles should be able to refuel at or close to the destination , which is usually located in an urban area. to ensure that publicly accessible destination refuelling is possible at least in the main urban areas , all urban nodes as defined in regulation (eu) no 1315/2013 of the european parliament and of the council55 should provide such refuelling stations. within the urban nodes , public authorities should consider to deploy the stations within multimodal freight centres in case they are not developed market-based , as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes , such as rail and inland shipping.


### (32) shore-side electricity facilities can serve maritime and inland waterway transport as clean power supply and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels. under the fueleu maritime initiative , ship operators of container and passenger ships need to comply with provisions to reduce emissions at berth. mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in ten-t core and comprehensive maritime ports to comply with those requirements. the application of these targets to all ten-t maritime ports should ensure the level playing field between ports. ### (32) shore-side electricity facilities can serve maritime and inland waterway transport as clean power supply and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels , mainly at berth in ports. under the fueleu maritime initiative , ship operators of container and passenger ships need to comply with provisions to reduce emissions at berth. mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in ten-t core and comprehensive maritime ports to comply with those requirements. the application of these targets to all ten-t maritime ports should ensure the level playing field between ports.


### (44) simple and easy-to-compare information on the prices of different fuels could play an important role in enabling vehicle users to better evaluate the relative cost of individual fuels available on the market. therefore , a unit price comparison of certain alternative fuels and conventional fuels , expressed as ‘fuel price per 100km’ , should be displayed for information purposes at all relevant fuel stations. ### (44) simple and easy-to-compare information on the prices of different fuels could play an important role in enabling vehicle users to better evaluate the relative cost of individual fuels available on the market. therefore , a unit price comparison of alternative fuels and conventional fuels offered by them , expressed as ‘fuel price per 100km’ , should be displayed for information purposes at all relevant fuel stations.


### (49) the international maritime organization (‘imo’) develops uniform and internationally recognised safety and environmental standards for maritime transport. conflicts with international standards should be avoided in view of the global nature of maritime transport. therefore , the european union should ensure that technical specifications for maritime transport adopted pursuant to this regulation are consistent with international rules adopted by the imo. ### (49) the international maritime organization (‘imo’) ensures uniform and internationally recognised safety and environmental standards for maritime transport. conflicts with international standards should be avoided in view of the global nature of maritime transport. therefore , the european union should ensure that technical specifications for maritime transport adopted pursuant to this regulation are consistent with international rules adopted by the imo. at the same time , the imo should strive to ensure that the standards adopted reflect the union’s climate protection goals.