### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions. ### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. energy poverty is often caused by a combination of factors , including low household income , unequal access to quality and affordable services , poor energy efficiency of buildings and high energy prices. while social tariffs or direct subsidies for energy bills can provide immediate relief to households facing energy poverty , they are not a real solution to lift households out of energy poverty only targeted structural measures and investments aimed at ending the reliance on fossil fuels , in particular deep building renovations , the development of energy communities and renewable energy sources , including through community-lead projects , as well as information and awareness-raising measures targeted at the households , can provide lasting solutions and effectively combat energy poverty.


### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct income support can provide immediate relief to households facing energy poverty , only targeted structural measures , in particular energy renovations , can provide lasting solutions. ### (12) this is even more relevant in view of the existing levels of energy poverty. energy poverty is a situation in which households are unable to access essential energy services such as cooling , as temperatures rise , and heating. about 34 million europeans reported an inability to keep their homes adequately warm in 2018 , and 6.9% of the union population have said that they cannot afford to heat their home sufficiently in a 2019 eu-wide survey32 . overall , the energy poverty observatory estimates that more than 50 million households in the european union experience energy poverty. energy poverty is therefore a major challenge for the union. while social tariffs or direct subsidies for energy bills can provide immediate relief to households facing energy poverty , they are not a real solution to lift households out of energy poverty , on the contrary they may have the effect to lock people further into energy and transport poverty. only targeted structural measures and investments aimed at ending the reliance on fossil fuels , in particular deep and staged deep building renovations , the application of the energy efficiency first principle , the installation of additional renewable energy sources , including through community lead projects , as well as information and awareness-raising measures targeted at the households , can provide lasting solutions and effectively combat energy poverty.


### 3. when preparing their plans , member states may request the commission to organise an exchange of good practices. member states may also request technical support under the elena facility , established by an agreement of the commission with the european investment bank in 2009 , or under the technical support instrument established by regulation (eu) 2021/240 of the european parliament and of the council58 . ### 3. the commission shall set up a platform to actively promote the exchange of good practices among all stakeholders and communities concerned by the implementation of the fund as well as to provide guidance to enable and encourage the capacity building of stakeholders to participate in the development and implementation of the fund. member states and the stakeholders involved in the preparation of the plans may also request technical support under the elena facility , established by an agreement of the commission with the european investment bank in 2009 , or under the technical support instrument established by regulation (eu) 2021/240 of the european parliament and of the council58 .


### 3. when preparing their plans , member states may request the commission to organise an exchange of good practices. member states may also request technical support under the elena facility , established by an agreement of the commission with the european investment bank in 2009 , or under the technical support instrument established by regulation (eu) 2021/240 of the european parliament and of the council58 . ### 3. the commission shall set up a platform to actively promote the exchange of good practices among all stakeholders and communities concerned by the implementation of the fund as well as to provide guidance to enable and encourage the capacity building of stakeholders to participate in the development and implementation of the fund.


### building renovation; ### deep and staged deep building renovation;


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


### zero- and low-emission mobility and transport; ### zero- and low-emission sustainable mobility and integrated transport services;


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. member states may include the costs of the following measures and structural investments with lasting impacts in the estimated total costs of the plans , provided they principally benefit households in energy poverty and people facing mobility poverty and intend to:


### 2. member states may include the costs of the following measures and investments in the estimated total costs of the plans , provided they principally benefit vulnerable households , vulnerable micro-enterprises or vulnerable transport users and intend to: ### 2. member states may include the costs of the following measures and long term investments with lasting impact in the estimated total costs of the plans , provided they benefit , households , vulnerable micro-enterprises or people facing energy and transport poverty and intend to:


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


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


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


### support public and private entities in developing and providing affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund; ### support in particular renewable energy communities and social housing companies , in developing and providing affordable energy efficiency renovation solutions and appropriate funding instruments in line with the social goals of the fund;


### provide access to zero- and low-emission vehicles and bikes , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided; ### provide investments aimed at accelerating the modal shift from private individual vehicles towards fostering a zero-emission sustainable mobility , including support for the creation and development of cycling routes and of integrated mobility services , and for the purchase of bikes; in case member states include measures to support access to zero-emission vehicles , they shall demonstrate that the beneficiaries of such support cannot have access to other means of transport or mobility services;


### provide access to zero- and low-emission vehicles and bikes , including financial support or fiscal incentives for their purchase as well as for appropriate public and private infrastructure , including for recharging and refuelling; for support concerning low-emission vehicles , a timetable for gradually reducing the support shall be provided; ### provide access to zero and low-emission mobility , including bikes , including financial support or fiscal incentives for their purchase , as well as for appropriate public and private infrastructure , including for parking and recharging; for support concerning zero- and low-emission mobility a timetable shall be provided and support for purchase shall be limited to mobility in rural , insular , mountainous , remote and less accessible areas or for less developed regions or territories , including less developed peri-urban areas;


### grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services; ### grant free access to public transport or adapted tariffs for access to public transport , as well as fostering zero-emission mobility on demand and share mobility services , especially in rural , insular , mountainous , remote and less accessible areas or for less developed regions or territories , including less developed peri-urban areas;


### grant free access to public transport or adapted tariffs for access to public transport , as well as fostering sustainable mobility on demand and shared mobility services; ### investments aimed at accelerating the modal shift from private individual vehicles towards fostering a zero emission sustainable mobility , including support for the creation and development of cycling routes , and integrated transport services , including mobility on demand and shared mobility services , especially in rural , insular , mountainous , remote and less accessible areas or for less developed regions or territories , including less developed peri-urban areas , as well as free access to public transport or adapted tariffs for access to public transport;


### 8 pass-on of benefits to households , micro-enterprises and transport users ### 8 pass-on of benefits to households and transport users


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


### member states shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households , micro-enterprises and transport users. ### member states shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households and transport users. the commission shall issue guidance on minimum principles and safeguards and promote best practices.


### member states shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households , micro-enterprises and transport users. ### member states shall provide for the necessary statutory and contractual safeguards to ensure that the entire benefit is passed on to the households , micro-enterprises and transport users. the commission shall issue guidance on minimum principles and safeguards and promote best practices.


### 2. member states may entrust the managing authorities of the european social fund plus (esf+) established by regulation (eu) 2021/1057 and of the cohesion policy operational programmes under regulation (eu) 2021/1058 with the implementation of measures and investments benefitting from this fund , where applicable in view of the synergies with those union funds and in conformity with the objectives of the fund. member states shall state their intention to entrust those authorities in their plans. ### 2. member states may entrust the managing authorities of the european social fund plus (esf+) established by regulation (eu) 2021/1057 and of the cohesion policy operational programmes under regulation (eu) 2021/1058 with the implementation of measures and investments benefitting from this fund , and in conformity with the objectives of the fund. member states shall state their intention to entrust those authorities in their plans.


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


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


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


### detailed quantitative information on the number of households in energy poverty; ### detailed quantitative information , as well as disaggregated data , on the number of households in energy poverty and users effected by mobility poverty and changes compared to the last report using the definition proposed in their plan;


### detailed quantitative information on the number of households in energy poverty; ### detailed quantitative information as well as disaggregated data on the number of households in energy poverty and users effected by mobility poverty and changes compared to the last report using the definition proposed in their plan;


### detailed information on the results of the measures and investments , included in its plan; ### detailed information on the results of the measures and investments , included in its plan , in particular as regards the emission reduction achieved and the number of people benefitting from the measures by gender and age group;


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


### — the share of reference emissions under article 4(2) of regulation (eu) 2018/842 for the sectors covered by [chapter iva of directive 2003/87/ec] (2016-2018 average). ### deleted


### for the member states with a gni per capita below 90% of the eu-27 value , cannot be lower than the share of reference emissions under article 4(2) of regulation (eu) 2018/842 for the sectors covered by [chapter iva of directive 2003/87/ec] for the average of the period 2016-2018. the of the member states with a gni per capita above the eu-27 value are proportionally adjusted to ensure that the sum of all equals 100%. ### deleted


### 1. the fund shall not support , and the estimated total costs of plans shall not include measures in the form of direct income support pursuant to article 3(2) of this regulation for households already benefiting: ### 1. the fund shall not support measures in the form of direct income support pursuant to article 3(2) of this regulation for households already benefiting:


### 1. the fund shall not support , and the estimated total costs of plans shall not include measures in the form of direct income support pursuant to article 3(2) of this regulation for households already benefiting: ### 1. the fund shall not support , and the estimated total costs of plans shall not include , measures in the form of direct income support for households , and measures in the form of regulated prices resulting:


### 3. the amounts referred to in paragraphs 1 and 2 may also cover expenses pertaining to preparatory , monitoring , control , audit and evaluation activities which are required for the management of the fund and the achievement of its objectives , in particular studies , meetings of experts , consultation of stakeholders , information and communication actions , including inclusive outreach actions , and corporate communication of the political priorities of the union , insofar as they are related to the objectives of this regulation , expenses linked to it networks focusing on information processing and exchange , corporate information technology tools , and all other technical and administrative assistance expenses incurred by the commission for the management of the fund. expenses may also cover the costs of other supporting activities such as quality control and monitoring of projects on the ground and the costs of peer counselling and experts for the assessment and implementation of the eligible actions. ### 3. the amounts referred to in paragraphs 1 and 2 may also cover expenses pertaining to preparatory , monitoring , control , audit and evaluation activities which are required for the management of the fund and the achievement of its objectives , in particular studies , meetings of experts , consultation of stakeholders , information and communication actions , including inclusive outreach actions , in so far as they are related to the objectives of this regulation , expenses linked to it networks focusing on information processing and exchange , corporate information technology tools , and all other technical and administrative assistance expenses incurred by the commission for the management of the fund. expenses may also cover the costs of other supporting activities such as quality control and monitoring of projects on the ground and the costs of peer counselling and experts for the assessment and implementation of the eligible actions.


### 3. the amounts referred to in paragraphs 1 and 2 may also cover expenses pertaining to preparatory , monitoring , control , audit and evaluation activities which are required for the management of the fund and the achievement of its objectives , in particular studies , meetings of experts , consultation of stakeholders , information and communication actions , including inclusive outreach actions , and corporate communication of the political priorities of the union , insofar as they are related to the objectives of this regulation , expenses linked to it networks focusing on information processing and exchange , corporate information technology tools , and all other technical and administrative assistance expenses incurred by the commission for the management of the fund. expenses may also cover the costs of other supporting activities such as quality control and monitoring of projects on the ground and the costs of peer counselling and experts for the assessment and implementation of the eligible actions. ### 3. the amounts referred to in paragraphs 1 and 2 may also cover expenses pertaining to preparatory , monitoring , control , audit and evaluation activities which are required for the management of the fund and the achievement of its objectives , in particular studies , meetings of experts , consultation of stakeholders , information and communication actions , including inclusive outreach actions , insofar as they are related to the objectives of this regulation , expenses linked to it networks focusing on information processing and exchange , corporate information technology tools , and all other technical and administrative assistance expenses to support the beneficiaries of the fund. expenses may also cover the costs of other supporting activities such as quality control and monitoring of projects on the ground and the costs of peer counselling and experts for the assessment and implementation of the eligible actions.


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


### 1. this regulation sets out mandatory national targets for the deployment of sufficient alternative fuels infrastructure in the union , for road vehicles , vessels and stationary aircraft. it lays down common technical specifications and requirements on user information , data provision and payment requirements for alternative fuels infrastructure. ### 1. this regulation sets out mandatory national targets for the deployment of sufficient alternative fuels infrastructure in the union , for road vehicles , vessels and aircraft. it lays down common technical specifications and requirements on user information , data provision and payment requirements for alternative fuels infrastructure.


### (3) ‘alternative fuels’ means fuels or power sources which serve , at least partly , as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute to its decarbonisation and enhance the environmental performance of the transport sector , including: ### (3) ‘alternative fuels’ means fuels or power sources which serve , at least partly , as a substitute for fossil oil and gas sources in the energy supply to transport and which have the potential to contribute to its decarbonisation and enhance the environmental performance of the transport sector , including:


### – biomass fuels and biofuels as defined in article 2 , points (27) and (33) of directive (eu) 2018/2001 , ### deleted


### (1) directive 2014/94/eu of the european parliament and of the council43 laid down a framework for the deployment of alternative fuels infrastructure. the commission communication on the application of that directive44 points to the uneven development of recharging and refuelling infrastructure across the union and the lack of interoperability and user friendliness. it notes that the absence of a clear common methodology for setting targets and adopting measures under the national policy frameworks required by directive 2014/94/eu has led to a situation whereby the level of ambition in target setting and supporting policies varies greatly among member states. ### (1) the roll out of alternative fuels infrastructure is a key enabler for the shift towards a zero-emission , highly energy efficient and fully renewable-energy based transport system in europe , in line with the union's climate neutrality objective and the paris 1.5°c goal. such roll out should be rapid , as the ipcc 1.5°c report1a warns that emissions must be reduced significantly this decade and that , if action is insufficient now , it will likely be impossible to make up for the deficit later. the deployment of alternative fuels infrastructure also plays a role in the achievement of the union's zero pollution ambition; today , combustion engine vehicles are responsible for more than two thirds of all nox emissions and account for a significant proportion of the total emissions of other pollutants in europe. directive 2014/94/eu of the european parliament and of the council43 laid down a framework for the deployment of alternative fuels infrastructure. the commission communication on the application of that directive44 points to the uneven development of recharging and refuelling infrastructure across the union and the lack of interoperability and user friendliness. it notes that the absence of a clear common methodology for setting targets and adopting measures under the national policy frameworks required by directive 2014/94/eu has led to a situation whereby the level of ambition in target setting and supporting policies varies greatly among member states.


### (1) directive 2014/94/eu of the european parliament and of the council43 laid down a framework for the deployment of alternative fuels infrastructure. the commission communication on the application of that directive44 points to the uneven development of recharging and refuelling infrastructure across the union and the lack of interoperability and user friendliness. it notes that the absence of a clear common methodology for setting targets and adopting measures under the national policy frameworks required by directive 2014/94/eu has led to a situation whereby the level of ambition in target setting and supporting policies varies greatly among member states. ### (1) the roll out of alternative fuels infrastructure is a key enabler for the shift towards a zero-emission , highly energy efficient and fully renewable-energy based transport system in europe , in line with the union's climate neutrality objective and the paris 1.5°c goal. such roll-out should be rapid , as the ipcc1.5°c report1b warns that emissions must be reduced significantly this decade and that , if action is insufficient now , it will likely be impossible to make up for the deficit later. the deployment of alternative fuels infrastructure also plays a role in the achievement of the union's zero pollution ambition; today , combustion engine vehicles are responsible for more than two thirds of all nox emissions and account for a significant proportion of the total emissions of other pollutants in europe. directive 2014/94/eu of the european parliament and of the council43 laid down a framework for the deployment of alternative fuels infrastructure. the commission communication on the application of that directive44 points to the uneven development of recharging and refuelling infrastructure across the union and the lack of interoperability and user friendliness. it notes that the absence of a clear common methodology for setting targets and adopting measures under the national policy frameworks required by directive 2014/94/eu has led to a situation whereby the level of ambition in target setting and supporting policies varies greatly among member states.


### (2) various instruments of union law already set targets for renewable fuels. directive 2018/2001/eu of the european parliament and of the council45 for instance set a market share target of 14 % of renewables in transport fuels. ### (2) various instruments of union law already set targets for renewable fuels. directive 2018/2001/eu of the european parliament and of the council45 for instance set a market share target of renewables in transport fuels.


### (2) various instruments of union law already set targets for renewable fuels. directive 2018/2001/eu of the european parliament and of the council45 for instance set a market share target of 14 % of renewables in transport fuels. ### (2) various instruments of union law already set targets for renewable fuels. directive 2018/2001/eu of the european parliament and of the council45 for instance set a market share target for renewables in transport fuels.


### (3) regulation (eu) 2019/631 of the european parliament and of the council46 and regulation (eu) 2019/1242 of the european parliament and of the council47 already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure. ### (3) regulation (eu) 2019/631 of the european parliament and of the council46 and regulation (eu) 2019/1242 of the european parliament and of the council47 already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure. in addition , in line with the new eu urban mobility framework com(2021) 811 that prioritises walking , cycling , public transport and shared mobility services , publicly accessible charging infrastructure should also serve electrically power assisted cycles and l-category vehicles such as powered electric cycles and e-mopeds.


### (4) the initiatives on refueleu aviation48 and fueleu maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. while the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure , investments are needed for the electricity supply of stationary aircraft. the fueleu maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in ten-t ports. however those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. ### (4) the initiatives on refueleu aviation48 and fueleu maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. while the use of advanced biofuels and some synthetic fuels for aviation can largely rely on the existing refuelling infrastructure , investments are needed for the renewable electricity and hydrogen supply in airports. such investments , for the immediate purpose of powering stationary aircraft and for ground based vehicles , might also be required in future for the charging and refuelling of aircraft when zero-emission technologies for such aircrafts propelled by renewables-based electricity and hydrogen emerge. the fueleu maritime initiative sets requirements in particular for the use of power that can only be fulfilled if an adequate level of power supply is deployed in ten-t ports. however those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met.


### (4) the initiatives on refueleu aviation48 and fueleu maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. while the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure , investments are needed for the electricity supply of stationary aircraft. the fueleu maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in ten-t ports. however those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. ### (4) the initiatives on refueleu aviation48 and fueleu maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. advanced biofuels and synthetic fuels for aviation can largely rely on the existing refuelling infrastructure , investments are needed for the electricity and hydrogen supply at airports and may be needed – in addition to fossil fuel-free stationary aircraft powering and ground-based vehicles charging – in the future for the recharging and refuelling of aircrafts , when zero-emission technologies for aviation such as aircrafts propelled by renewables-based electricity and hydrogen emerge. thefueleu maritime initiative sets requirements in particular for the use of onshore power that can only be fulfilled if an adequate level of on shore power supply is deployed in ports. when the technologies for vessels powered with synthetic fuels other than synthetic diesel grow , the associated refuelling infrastructure will be required. however those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met.


### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels. ### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , but in small numbers. 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 sector continues to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are not on the market yet. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear 100% decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels.


### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels. ### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels and should be phased-out , 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 by 2050 at the latest , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels.


### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. hydrogen fuel-cell road vehicles are available to markets , as well. in addition , smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations , with full commercial roll out expected in the next years. in contrast , the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are expected to enter the market only around 2030 and in particular for the aviation sector even later , with full commercialisation taking its time. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable fuels such as bio-methane , advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels. ### (5) therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels. the use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport. in particular , in the road sector , a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place. in addition , smaller hydrogen and battery electric vessels 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 sector continues to be dependent on liquid and gaseous fuels , as zero- and low-emission powertrain solutions are not on the market yet. the use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear pathway to 100 % decarbonisation that is in line with the long-term objective of climate neutrality in the union , requiring increasing blending with or replacement by renewable 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) sustainable biofuels , albeit in limited amounts , and synthetic fuels produced from renewable energy sources , substituting diesel , petrol and jet fuel 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 sea shipping. synthetic and paraffinic fuels have a more immediate potential to reduce the use of fossil fuel sources in the energy supply to transport modes that are difficult to electrify. 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) with the aim to reduce the 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. they can be technically used with the current vehicle technology with minor adaptations. renewable methanol can also be used for inland navigation and short-sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. all of these fuels can be distributed , stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.


### (6) such biofuels and synthetic fuels , substituting diesel , petrol and jet fuel , can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. 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) sustainable biofuels , albeit in limited amounts , and synthetic fuels produced from renewables , substituting diesel , petrol and jet fuel 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 sea shipping. synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to non-electrifiable 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) the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030 , and projects are already underway. fleet conversion should take place gradually due to the long lifetime of the ships. for transport on inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as hydrogen and electricity , are becoming mature technologies and should enter the markets more quickly. transport fuels such as lng need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable synthetic gaseous e-fuels (e-gas) for instance.


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


### (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 , major economic actors turn to efficient zero emission solutions like e-trucks. 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.


### (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 and different member states and regions. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national and regional level will jeopardize the ecological transition and 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. ### (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) , as well as a radius-based approach and support for non-commercial or peer-to-peer charging opportunities. 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. radius based targets should cater for the specific situation of urban areas on the one hand and sparsely populated areas on the other.


### (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 system integration and renewable integration objectives , including related costs and benefits , that is enabled through smart and bidirectional recharging points , and 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.


### (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 and all its territories and regions. 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.


### (16) the deployment of recharging infrastructure is equally important in private locations , such as in private depots and at logistic centres to ensure overnight and destination charging. public authorities should take measures in the context of setting up their revised national policy frameworks to ensure that the appropriate infrastructure is provided for that overnight and destination charging. ### (16) the deployment of recharging infrastructure is equally important in private locations , such as in private depots and at logistic centres to ensure overnight and destination charging. public authorities at local and national level should take measures in the context of setting up their revised national policy frameworks to ensure that the appropriate infrastructure is provided for that overnight and destination charging.


### (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. to ensure interoperability , all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. the infrastructure rollout 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 , therefore the target should cease to apply.


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


### (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) 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. maritime transport is an important link for the cohesion and economic development of islands in the union. in addition , for many islands , maritime transport is used for the purposes of tourism activities. energy production potential in these islands can be complemented by storage or demand response services to account for the power demand required to support the provision of shore-side electricity supply and electric charging for vessels and vehicles. as an exemption from the requirement to provide sufficient locally generated capacity from additional renewable energy sources , an electrical connection with the mainland can be used.


### (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. ### deleted


### (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 , fossil fuels should be phased out and green alternatives to fossil fuels will be needed in all transport modes to meet the ambitions of the european green deal and reaching the union’s climate objective of carbon neutrality by 2050 at the latest. 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.


### (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 must be in line with the eu climate targets in achieving the climate neutrality by 2050 at the latest and should include strong supporting actions for the development of the market as regards alternative fuels and green solutions , 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 and other stakeholders , while taking into account the fair and just transition and needs of social partners and 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. 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. 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. 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 principle38a , which explain how planning , policy and investment decisions can reduce energy consumption in a number of key sectors , including transport.


### (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 , in particular with a focus on the deployment of infrastructure for zero emission vessels and aircraft as well as for railway lines that cannot be directly electrified. on the basis of those strategies the commission should review this regulation with a view to setting additional mandatory targets for those sectors.


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


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


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


### (46) data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. the format , the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. moreover , those data should be accessible in a coherent manner in all member states. therefore , data should be provided in accordance with the requirements set in directive 2010/40/eu of the european parliament and the council59 for national access points (naps). ### (46) data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. the format , the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. moreover , those data should be accessible in a coherent manner in all member states. therefore , data should be provided in accordance with the requirements set in directive 2010/40/eu of the european parliament and the council59 for national access points (naps). for services allowing seamless travel across the union , a union-wide system should also be created , importing standardised information from national systems.


### (52) in the application of this regulation , the commission should consult relevant expert groups , and in particular the sustainable transport forum (‘stf’) and the european sustainable shipping forum (‘essf’). such expert consultation is of particular importance when the commission intends to adopt delegated or implementing acts under this regulation. ### (52) in the application of this regulation , the commission should consult relevant expert groups , civil society organisations and in particular the sustainable transport forum (‘stf’) and the european sustainable shipping forum (‘essf’). such expert consultation is of particular importance when the commission intends to adopt delegated or implementing acts under this regulation.


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


### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations; and ### for each battery electric or plug-in hybrid light-duty vehicle registered in their territory , a total power output of at least 3 kw is provided through publicly accessible recharging stations if a member state’s electric vehicles share of the total projected vehicle fleet is less than 1%; and


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


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


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


### by 31 december 2025 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### by 31 december 2024 , each recharging pool shall offer a power output of at least 2000 kw and include at least two recharging stations with an individual power output of at least 350 kw;


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 31 december 2027 , each recharging pool shall offer a power output of at least 5000 kw and include at least four recharging stations with an individual power output of at least 350 kw;


### by 31 december 2030 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### by 31 december 2027 , each recharging pool shall offer a power output of at least 2000 kw and include at least two recharging station with an individual power output of at least 350 kw;


### (ii) by 1 december 2035 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 1 december 2033 , each recharging pool shall offer a power output of at least 5000 kw and include at least four recharging stations with an individual power output of at least 350 kw;


### by 31 december 2030 , in each safe and secure parking area at least one recharging station dedicated to heavy-duty vehicles with a power output of at least 100 kw is installed; ### by 31 december 2025 , in each safe and secure parking area at least two recharging stations dedicated to heavy-duty vehicles with a power output of at least 100 kw are installed;


### by 31 december 2025 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 600 kw are deployed , provided by recharging stations with an individual power output of at least 150 kw; ### by 31 december 2024 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 1400 kw are deployed , provided by recharging stations with an individual power output of at least 350 kw;


### by 31 december 2030 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 1200 kw are deployed , provided by recharging stations with an individual power output of at least 150 kw. ### by 31 december 2027 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 3500 kw are deployed , provided by recharging stations with an individual power output of at least 350 kw;


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


### payment card readers; ### deleted


### (ii) devices with a contactless functionality that is at least able to read payment cards; ### deleted


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


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


### from 1 january 2027 onwards , operators of recharging points shall ensure that all publicly accessible recharging stations with a power output equal to or more than 50 kw operated by them comply with the requirement in point (b). ### from 1 january 2025 onwards , operators of recharging points shall ensure that all publicly accessible recharging stations comply with the requirements in point (a).


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


### 4. prices charged by operators of publicly accessible recharging points shall be reasonable , easily and clearly comparable , transparent and non-discriminatory. operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. where relevant , the level of prices may only be differentiated in a proportionate manner , according to an objective justification. ### 4. prices charged by operators of publicly accessible recharging points shall be reasonable , easily and clearly comparable , transparent and non-discriminatory and be based only on the electricity received by the vehicle while a blocking penalty can be applicable. operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. where relevant , for instance when recharging points are operated by citizen or renewable energy communities , the level of prices may only be differentiated in a proportionate manner , according to an objective justification.


### 4. prices charged by operators of publicly accessible recharging points shall be reasonable , easily and clearly comparable , transparent and non-discriminatory. operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. where relevant , the level of prices may only be differentiated in a proportionate manner , according to an objective justification. ### 4. prices charged by operators of publicly accessible recharging points shall be reasonable , easily and clearly comparable , transparent and non-discriminatory and be based only on the electricity received by the vehicle while a blocking penalty can be applicable. operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. where relevant , for instance when recharging points are operated by renewable energy communities , the level of prices may only be differentiated in a proportionate manner , according to an objective justification.


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


### – price per session , ### deleted


### – price per minute , ### deleted


### – price per kwh. ### deleted


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


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


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


### they shall ensure that by 31 december 2030 , at least one publicly accessible hydrogen refuelling station is deployed in each urban node. an analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied. ### they shall ensure that by 31 december 2030 , at least one publicly accessible hydrogen refuelling station is deployed in multimodal hubs in ports and airports where also other transport modes could be supplied. to support member states’ planning of hydrogen refuelling infrastructure deployment , the commission shall publish a list of multimodal transport hubs suitable for the deployment of hydrogen refuelling stations by 31 december 2024.


### 1. from the date referred to in article 24 all operators of publicly accessible hydrogen refuelling stations operated by them shall provide for the possibility for end users to refuel on an ad hoc basis using a payment instrument that is widely used in the union. to that end , operators of hydrogen refuelling stations shall ensure that all hydrogen refuelling stations operated by them accept electronic payments through terminals and devices used for payment services , including at least one of the following: ### 1. from the date referred to in article 24 all operators of publicly accessible hydrogen refuelling stations operated by them shall provide for the possibility for end users to refuel on an ad hoc basis using a payment instrument that is widely used in the union. to that end , operators of hydrogen refuelling stations shall ensure that all hydrogen refuelling stations operated by them accept electronic payments through terminals and devices used for payment services , including at least:


### devices with a contactless functionality that is at least able to read payment cards. ### deleted


### article 8 ### deleted


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


### 3. where the maritime port of the ten-t core network and the ten-t comprehensive network is located on an island which is not connected directly to the electricity grid , paragraph 1 shall not apply , until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources. ### 3. where the maritime port is located on an island member states shall empower regional authorities to plan on how to deploy sufficient additional locally generated capacity from renewable energy sources to satisfy demand , including through integrated energy systems , storage and demand response. by way of derogation , shoreside electricity demand can be met by the electricity grid.


### targets for supply of lng in maritime ports ### targets for supply of renewable hydrogen and ammonia in maritime ports


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


### 2. member states shall designate in their national policy frameworks ten-t core maritime ports that shall provide access to the refuelling points for lng referred to in paragraph 1 , also taking into consideration actual market needs and developments. ### 2. member states shall designate in their national policy frameworks ten-t core maritime ports that shall provide access to the refuelling points for renewable hydrogen and ammonia referred to in paragraph 1 , also taking into consideration actual market needs and developments.


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


### national targets and objectives pursuant to articles 3 , 4 , 6 , 8 , 9 , 10 , 11 and 12 for which mandatory national targets are set out in this regulation; ### national targets and objectives pursuant to articles 3 , 4 , 5 , 6 , 9 , 10 , 11 , 12 and 12a for which mandatory national targets are set out in this regulation;


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


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