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


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


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


### (6) such biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. they can be technically used with the current vehicle technology with minor adaptations. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind. ### (6) biofuels , advanced biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. they can be technically used with the current vehicle technology with minor or no adaptations. renewable and bio-lng can be used for heavy-duty transport , both road and maritime , as demonstrated by the fact that already 20% of gas used in road transport is bio-methane. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.


### (6) such biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. they can be technically used with the current vehicle technology with minor adaptations. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind. ### (6) such biofuels , advanced biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. they can be technically used with the current vehicle technology with minor or no adaptations. renewable and bio-lng can be used for heavy-duty transport , both road and maritime , as demonstrated by the fact that already 20% of gas used in road transport is bio-methane. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind. the potential of biogas as a renewable source should be taken into account and included in the definition of gas in the regulation.


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


### (6) such biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. they can be technically used with the current vehicle technology with minor adaptations. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind. ### (6) biofuels , advanced biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. they can be technically used with the current vehicle technology with minor or no adaptations. renewable and bio-lng can be used for heavy-duty transport , both road and maritime , as demonstrated by the fact that already 20%of gas used in road transport is bio-methane. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.


### (6) such biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. they can be technically used with the current vehicle technology with minor adaptations. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind. ### (6) biofuels , advanced biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. renewable and biomass fuels can be produced and mixed with conventional fuels. they can be technically used with the current vehicle technology with minor or no adaptations. renewable and bio-lng can be used for heavy-duty transport , both road and maritime , and already 20%of gas used in road transport is bio-methane. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.


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


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


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


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


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


### (8) in the heavy-duty road transport sector , lng trucks are fully mature. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and cng vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. ### (8) in the heavy-duty road transport sector , lng trucks are fully mature and can run on a high blend of bio-lng . on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. on the other hand , lng and bio-lng are readily available and competitive solutions to cut ghg emissions of the heavy-duty sector , and lng stations network in europe remains insufficient in relation to the minimum requirements to match the demand and decarbonization needs of the sector towards 2030 and beyond. lpg and cng vehicles for which already some infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and climate-neutral alternative fuels , despite this not being an existing market tendency yet. therefore an extended targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. as the market for decarbonised heavy-duty vehicles is still developing , a variety of alternative technologies should be incentivised , including via infrastructure planning and adaptation , while taking into account market shares and traffic data.


### (8) in the heavy-duty road transport sector , lng trucks are fully mature. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and cng vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. ### (8) in the heavy-duty road transport sector , lng trucks are fully mature and can run on a high blend of bio-lng. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. lpg and cng vehicles for which already some infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and climate-neutral alternative fuels , despite this not being an existing market tendency yet. therefore a targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. as the market for decarbonised heavy-duty vehicles is still developing , a variety of alternative technologies should be incentivised , including via infrastructure planning and adaptation , while taking into account market shares and traffic data.


### (8) in the heavy-duty road transport sector , lng trucks are fully mature. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and cng vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. ### (8) in the heavy-duty road transport sector , lng trucks are fully mature and can run on a high blend of bio-lng. the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. lpg and cng vehicles for which already some infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains , but this is not an existing market tendency yet. therefore a targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. there is no available and affordable market-proven new technology and a variety of alternative technologies should be incentivised , including via infrastructure planning and adaptation , should market shares and traffic data indicate so.


### (8) in the heavy-duty road transport sector , lng trucks are fully mature. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and cng vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. ### (8) in the heavy-duty road transport sector , lng trucks are fully mature and can run on a high blend of bio-lng. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. on the other hand , lng and bio-lng are readily available and competitive solutions to cut ghg emissions of the heavy-duty sector , and lng stations network in europe remains insufficient in relation to the minimum requirements to match the demand and decarbonization needs of the sector towards 2030 and beyond. furthermore , lpg and cng vehicles for which already some infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and climate-neutral alternative fuels , despite this is not being a existing market tendency yet. therefore an extended targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. as the market for decarbonized heavy-duty vehicles is still developing , a variety of alternative technologies should be incentivized , including via infrastructure planning and adaptation , while taking into account market shares and traffic data.


### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union. ### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been conducted unevenly from one member states to another and from one region to another. if distribution continues to be uneven , this would jeopardize the uptake of such vehicles , limiting connectivity across the union , including sparsely populated and remote areas , thereby exacerbating territorial disparities. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). along with a radius-based approach. national fleet based targets should ensure that switching to this type of vehicle , in each member state and in each region of the eu , is matched with the deployment of sufficient publicly accessible recharging infrastructure. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union and generate social and economic benefits for european citizens and enterprises. radius-based targets should take into account the special situation of urban areas on the one hand , and the characteristics of sparsely populated areas on the other , as well as the situation on the ground in each member state.


### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union. ### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t) , taking into account the need for flexibility in sparsely populated areas national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union.


### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union. ### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure. a special attention and higher fleet based targets for centres of relatively higher population density and higher electric vehicles market-share is also needed. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union.


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


### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union. ### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t) , taking into account the need for flexibility in sparsely populated areas. national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure. a special attention and higher fleet based targets for centres of relatively higher population density and higher electric vehicles market-share is also needed. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union.


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


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


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


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


### (14) a sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the ten-t network to ensure full connectivity throughout the union. that infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. in addition to fast recharging points along the network , heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector. ### (14) a sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the ten-t core network to ensure full connectivity throughout the union. that infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. in addition to fast recharging points along the network , heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network.


### (14) a sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the ten-t network to ensure full connectivity throughout the union. that infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. in addition to fast recharging points along the network , heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector. ### (14) a sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the ten-t network to ensure full connectivity throughout the union. that infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. in addition to fast recharging points along the network , heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network.


### (14) a sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the ten-t network to ensure full connectivity throughout the union. that infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. in addition to fast recharging points along the network , heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector. ### (14) a sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the ten-t network to ensure full connectivity throughout the union. that infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. in addition to fast recharging points along the network , heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector. 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.


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


### (24) price transparency is crucial to ensure seamless and easy recharging and refuelling. users of alternative fuel vehicles should be given accurate price information before the start of the recharging or refuelling service. the price should be communicated in a clearly structured manner to allow end users to identify the different cost components. ### (24) price transparency is crucial to ensure seamless and easy recharging and refuelling. users of alternative fuel vehicles should be given accurate price information before the start of the recharging or refuelling service. the price should be communicated in a clearly structured manner to allow end users to identify the different cost components. irrespective of other ways of communicating it , the price must always be stated at the relevant recharging or refuelling station.


### (28) at the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen , that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. to that end , a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. ### (28) at the early stage of market deployment there is still uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen. to that end , a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.


### (28) at the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen , that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. to that end , a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. ### (28) at the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen , that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. to that end , a minimum number of hydrogen refuelling stations should be required to serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.


### (28) at the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen , that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. to that end , a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. ### (28) at the early stage of market deployment there is still an uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen , that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. to that end , a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.


### (28) at the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen , that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. to that end , a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. ### (28) at the early stage of market deployment there is still uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen , that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. to that end , a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.


### (28) at the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen , that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. to that end , a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. ### (28) at the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen. to that end , a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.


### (28) at the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen , that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. to that end , a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. ### (28) at the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. as outlined in the commission’s communication ‘a hydrogen strategy for a climate-neutral europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. therefore , hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure roll out should also take into account the emergence of new technologies , such as liquid hydrogen. to that end , an appropriate number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.


### (29) a number of lng refuelling points are established in the union , already providing a backbone for the circulation of lng driven heavy-duty vehicles. the ten-t core network should remain the basis for the deployment of lng infrastructure , and progressively for bio-lng , as it covers the main traffic flows and allows cross border connectivity throughout the union. it had been recommended in directive 2014/94/eu that such refuelling points be installed every 400 km on the ten-t core network , but certain limited gaps in the network remain to reach that objective. member states should by 2025 reach that objective and fill the remaining gaps , after which the target should cease to apply. ### (29) a number of lng refuelling points are established in the union , already providing a backbone for the circulation of lng driven heavy-duty vehicles. the ten-t core network should remain the basis for the deployment of lng infrastructure , and progressively for bio-lng , as it covers the main traffic flows and allows cross border connectivity throughout the union. it had been recommended in directive 2014/94/eu that such refuelling points be installed every 400 km on the ten-t core network , but some important gaps in the network remain across the eu and its regions to reach that objective. lng stations are insufficient especially in eastern europe and in third countries , situated on international transport corridors , including corridors , linking different member states. member states should by 2025 reach that objective and fill the remaining gaps , after which they should be able to further support the extension of their network in line with their decarbonisation pathway.


### (29) a number of lng refuelling points are established in the union , already providing a backbone for the circulation of lng driven heavy-duty vehicles. the ten-t core network should remain the basis for the deployment of lng infrastructure , and progressively for bio-lng , as it covers the main traffic flows and allows cross border connectivity throughout the union. it had been recommended in directive 2014/94/eu that such refuelling points be installed every 400 km on the ten-t core network , but certain limited gaps in the network remain to reach that objective. member states should by 2025 reach that objective and fill the remaining gaps , after which the target should cease to apply. ### (29) a number of lng refuelling points are established in the union , already providing a backbone for the circulation of lng driven heavy-duty vehicles. the ten-t core network should remain the basis for the deployment of lng infrastructure , and progressively for bio-lng , as it covers the main traffic flows and allows cross border connectivity throughout the union. it had been recommended in directive 2014/94/eu that such refuelling points be installed every 400 km on the ten-t core network , but some important gaps in the network remain across the eu to reach that objective. lng stations are insufficient especially in eastern europe and in third countries , situated on international transport corridors , including corridors , linking different member states. member states should by 2025 reach that objective and fill the remaining gaps , after which the target should be adapted to different market scenarios in line with eu and national decarbonisation targets and market shares of alternative fuels.


### (29) a number of lng refuelling points are established in the union , already providing a backbone for the circulation of lng driven heavy-duty vehicles. the ten-t core network should remain the basis for the deployment of lng infrastructure , and progressively for bio-lng , as it covers the main traffic flows and allows cross border connectivity throughout the union. it had been recommended in directive 2014/94/eu that such refuelling points be installed every 400 km on the ten-t core network , but certain limited gaps in the network remain to reach that objective. member states should by 2025 reach that objective and fill the remaining gaps , after which the target should cease to apply. ### (29) a number of lng refuelling points are established in the union , already providing a backbone for the circulation of lng driven heavy-duty vehicles. the ten-t core network should remain the basis for the deployment of lng infrastructure , and progressively for bio-lng , as it covers the main traffic flows and allows cross border connectivity throughout the union. it had been recommended in directive 2014/94/eu that such refuelling points be installed every 400 km on the ten-t core network , but some important gaps in the network remain across the eu to reach that objective. lng stations are insufficient especially in eastern europe and in third countries , situated on international transport corridors , including corridors linking different member states. member states should by 2025 reach that objective and fill the remaining gaps , after which the target should be adapted to different market scenarios in line with eu and national decarbonisation targets and market shares of alternative fuels.


### (29) a number of lng refuelling points are established in the union , already providing a backbone for the circulation of lng driven heavy-duty vehicles. the ten-t core network should remain the basis for the deployment of lng infrastructure , and progressively for bio-lng , as it covers the main traffic flows and allows cross border connectivity throughout the union. it had been recommended in directive 2014/94/eu that such refuelling points be installed every 400 km on the ten-t core network , but certain limited gaps in the network remain to reach that objective. member states should by 2025 reach that objective and fill the remaining gaps , after which the target should cease to apply. ### (29) a number of lng refuelling points are established in the union , already providing a backbone for the circulation of lng driven heavy-duty vehicles. the ten-t core network should remain the basis for the deployment of lng infrastructure , and progressively for bio-lng , as it covers the main traffic flows and allows cross border connectivity throughout the union. it had been recommended in directive 2014/94/eu that such refuelling points be installed every 400 km on the ten-t core network , but some important gaps in the network remain across the eu to reach that objective. lng stations are insufficient especially in eastern europe and in third countries , situated on international transport corridors , including corridors linking different member states. member states should by 2025 reach that objective and fill the remaining gaps , after which the target should be adapted to different market scenarios in line with eu and national decarbonization targets and with the penetration of alternative fuels.


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


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


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


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


### (35) a core network of refuelling points for lng at maritime ports should be available by 2025. refuelling points for lng include lng terminals , tanks , mobile containers , bunker vessels and barges. ### (35) a core network of refuelling points for lng at maritime ports should be available by 2025. as a transitional fuel , deployment should be sufficient to respond to market demand , and additional lng infrastructure should not be required if there is no demand. refuelling points for lng include lng terminals , tanks , mobile containers , bunker vessels and barges.


### (35) a core network of refuelling points for lng at maritime ports should be available by 2025. refuelling points for lng include lng terminals , tanks , mobile containers , bunker vessels and barges. ### (35) a core network of refuelling points for lng at maritime ports should be available by 2025. refuelling points for lng include lng terminals , tanks , mobile containers , bunker vessels and barges. additions to the network are still to be made by 2030 in member states with increased minimum requirements after 2025. an extra effort should be put to increase the share of bio-lng stations and bunkering facilities across europe with a higher density.


### (37) in accordance with article 3 of directive 2014/94/eu , member states have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. both the assessment of the national policy framework and the evaluation of directive 2014/94/eu have highlighted the need for higher ambition and a better coordinated approach across member states in view of the expected acceleration in the uptake of alternative fuel vehicles , in particular of electric vehicles. furthermore , alternatives to fossil fuel will be needed in all transport modes to meet the ambitions of the european green deal. the existing national policy frameworks should be revised to clearly describe how the much greater need for publicly accessible recharging and refuelling infrastructure as expressed in the mandatory targets is going to be met by the member states. the revised frameworks should equally address all transport modes including those for which no mandatory deployment targets exists. ### (37) in accordance with article 3 of directive 2014/94/eu , member states have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. both the assessment of the national policy framework and the evaluation of directive 2014/94/eu have highlighted the need for higher ambition and a better coordinated approach across member states in view of the expected acceleration in the uptake of alternative fuel vehicles , in particular of electric vehicles. furthermore , alternatives to fossil fuel will be needed in all transport modes to meet the ambitions of the european green deal and to reduce dependence on conventional fuels. the existing national policy frameworks should be revised to clearly describe how the much greater need for publicly accessible recharging and refuelling infrastructure as expressed in the mandatory targets is going to be met by the member states. the revision should be based on a territorial analysis , identifying the different needs for different sub-national entities , and should take into account local and regional expertise and the strategies for deployment of refuelling infrastructure which have already been developed by local and regional authorities. the revised frameworks should equally address all transport modes including those for which no mandatory deployment targets exists.


### (38) the revised national policy frameworks should include supporting actions for the development of the market as regards alternative fuels , including the deployment of the necessary infrastructure to be put into place , in close cooperation with regional and local authorities and with the industry concerned , while taking into account the needs of small and medium-sized enterprises. additionally , the revised frameworks should describe the overall national framework for planning , permitting and procuring of such infrastructure , including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved. ### (38) the revised national policy frameworks should include supporting actions for the development of the market as regards alternative fuels , including the deployment of the necessary infrastructure to be put into place , in close cooperation with regional and local authorities and with the industry concerned , while taking into account the needs of small and medium-sized enterprises , so that the transition is made in a realistic and socially-responsible manner. additionally , the revised frameworks should describe the overall national framework for planning , permitting and procuring of such infrastructure , including the identified obstacles and actions to remove them so that a faster rollout of infrastructure can be achieved. the revised national policy frameworks should take into utmost account the 'energy efficiency first' principle. member states should consider the recently-released recommendation and guidelines on the implementation of the principle , which explain how planning , policy and investment decisions can reduce energy consumption in a number of key sectors , including transport.


### (38) the revised national policy frameworks should include supporting actions for the development of the market as regards alternative fuels , including the deployment of the necessary infrastructure to be put into place , in close cooperation with regional and local authorities and with the industry concerned , while taking into account the needs of small and medium-sized enterprises. additionally , the revised frameworks should describe the overall national framework for planning , permitting and procuring of such infrastructure , including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved. ### (38) the revised national policy frameworks should include detailed market and traffic shares , especially for transit traffic , data monitoring and evaluation on a frequent basis , providing for market projections and supporting actions for the development of the market as regards alternative fuels , including the deployment of the necessary infrastructure to be put into place , in close cooperation with regional and local authorities and with the industry concerned , while taking into account the needs of small and medium-sized enterprises. additionally , the revised frameworks should describe the overall national framework for planning , permitting and procuring of such infrastructure , including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.


### (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 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 and , 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.