### 3. member states shall ensure that national policy frameworks take into account , as appropriate , the interests of regional and local authorities , in particular when recharging and refuelling infrastructure for public transport is concerned , as well as those of the stakeholders concerned. ### 3. member states shall ensure that national policy frameworks take into account , as appropriate , the interests of regional and local authorities , in particular when recharging and refuelling infrastructure for public transport is concerned , as well as those of the stakeholders concerned , in particular transport and energy infrastructure providers. local and regional authorities shall be consulted regularly to bring their inputs regarding the deployment of the alternative fuels infrastructure.


### 5. support measures for alternative fuels infrastructure shall comply with the relevant state aid rules of the tfeu. ### 5. support measures for alternative fuels infrastructure shall be aligned with the eu climate objective of achieving climate neutrality by 2050 at the latest and comply with the relevant state aid rules of the tfeu.


### 5. support measures for alternative fuels infrastructure shall comply with the relevant state aid rules of the tfeu. ### 5. support measures for alternative fuels infrastructure shall be aligned to climate objectives to avoid creating stranded assets and comply with the relevant state aid rules of the tfeu.


### the level of ambition of targets and objectives with a view to meet the obligations set out in articles 3 , 4 , 6 , 8 , 9 , 10 , 11 and 12; ### the level of ambition of targets and objectives with a view to meet the obligations set out in articles 3 , 4 , 6 , 9 , 10 , 11 , 12 and 12a;


### the level of ambition of targets and objectives with a view to meet the obligations set out in articles 3 , 4 , 6 , 8 , 9 , 10 , 11 and 12; ### the level of ambition of targets and objectives with a view to meet the obligations set out in articles 3 , 4 , 5 , 6 , 9 , 10 , 11 , 12 and 12a;


### 3. the regulatory authority of a member states shall assess , at the latest by 30 june 2024 and periodically every three years thereafter , how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system , including their participation in the balancing market , and to the further absorption of renewable electricity. that assessment shall take into account all types of recharging points , whether public or private , and provide recommendations in terms of type , supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. it shall be made publicly available. on the basis of the results of the assessment , member states shall , if necessary , take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. the assessment and measures shall be taken into account by the system operators in the network development plans referred to in article 32(3) and article 51 of directive (eu) 2019/944. ### 3. the regulatory authority of a member states shall assess , at the latest by 30 june 2024 and periodically every year thereafter , how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system , including their participation in the balancing market , and to the further absorption of renewable electricity. that assessment shall take into account all types of recharging points , smart , bi-directional and of all power outputs , whether public or private , and provide recommendations in terms of type , supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. it shall cover pricing and other consumer relevant aspects according to article 13 and be made publicly available. on the basis of the results of the assessment , member states shall , if necessary , take the appropriate measures for the deployment of additional recharging points and their operating modus and include them in their progress report referred to in paragraph 1. the assessment and measures shall be taken into account by the system operators in the network development plans referred to in article 32(3) and article 51 of directive (eu) 2019/944.


### 3. the regulatory authority of a member states shall assess , at the latest by 30 june 2024 and periodically every three years thereafter , how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system , including their participation in the balancing market , and to the further absorption of renewable electricity. that assessment shall take into account all types of recharging points , whether public or private , and provide recommendations in terms of type , supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. it shall be made publicly available. on the basis of the results of the assessment , member states shall , if necessary , take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. the assessment and measures shall be taken into account by the system operators in the network development plans referred to in article 32(3) and article 51 of directive (eu) 2019/944. ### 3. the regulatory authority of a member states shall assess , at the latest by 30 june 2024 and periodically every three years thereafter , how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system , including their participation in the balancing market , and to the further absorption of renewable electricity. that assessment shall take into account all types of recharging points , whether public or private , and provide recommendations in terms of type , supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. it shall be made publicly available. on the basis of the results of the assessment , member states shall , if necessary , take the appropriate measures for the deployment of additional recharging points in line with the rules of article 33 of directive (eu) 2019/944 1a and include them in their national policy framework referred to in article 13 of this regulation and in their progress report referred to in paragraph 1 of this article. the assessment and measures shall be taken into account by the system operators in the network development plans referred to in article 32(3) and article 51 of directive (eu) 2019/944.


### the number of refuelling points for lng at maritime and inland ports of the ten-t core network and the ten-t comprehensive network; ### deleted


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


### 5. cng refuelling points for motor vehicles deployed or renewed from the date referred to in article 24 shall comply with the technical specifications set out in point 8 of annex ii. ### deleted


### (13) electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the union. a combined approach of distance-based targets along the ten-t network , targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the union to support the expected market uptake of battery electric heavy-duty vehicles. ### (13) electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the union and an acceleration of infrastructure deployment is therefore needed. a combined approach of distance-based targets along the ten-t network , targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the union to support the expected market uptake of battery electric heavy-duty vehicles.


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


### (20) smart metering systems as defined in directive (eu) 2019/944 of the european parliament and of the council52 enable real-time data to be produced , which is needed to ensure the stability of the grid and to encourage rational use of recharging services. by providing energy metering in real time and accurate and transparent information on the cost , they encourage , in combination with smart recharging points , recharging at times of low general electricity demand and low energy prices. the use of smart metering systems in combination with smart recharging points can optimise recharging , with benefits for the electricity system and for the end user. member states should encourage the use of smart metering system for the recharging of electric vehicles at publicly accessible recharging stations , where technically feasible and economically reasonable , and ensure that these systems comply with the requirements laid down in article 20 of directive (eu) 2019/444. ### (20) smart and bidirectional recharging points enable recharging at times of low general electricity demand and low energy prices , or to provide grid services from , and remuneration for electric vehicle users via vehicle to grid (v2g) charging , respectively. this requires providing information on electricity in real time , as well as accurate and transparent information on the cost.the use of smart and bidirectional recharging points can optimise recharging , with benefits for the electricity system and for the end user. member states should encourage the use of smart and bidirectional charging for the recharging of electric vehicles at all publicly accessible recharging stations , where technically feasible and economically reasonable. in case such recharging stations are also equipped with smart meters , member states shall ensure that these systems comply with the requirements laid down in article 20 of directive (eu) 2019/444.


### (21) the increasing number of electric vehicles in road , rail , maritime and other transport modes will require that recharging operations are optimised and managed in a way that does not cause congestion and takes full advantage of the availability of renewable electricity and low electricity prices in the system. smart recharging in particular can facilitate the integration of electric vehicles into the electricity system further as it enables demand response through aggregation and through price based demand response. system integration can further be facilitated through bi-directional recharging (vehicle-to-grid). all normal recharging points at which vehicles are typically parked for a longer period should therefore support smart recharging. ### (21) the increasing number of electric vehicles in road , rail , maritime and other transport modes will require that recharging operations are optimised and managed in a way that does not cause congestion and takes full advantage of the availability of renewable electricity and low electricity prices in the system. smart recharging in particular can facilitate the integration of electric vehicles into the electricity system further as it enables demand response through aggregation and through price based demand response. it should be possible that smart recharging is realised on normal charging speeds as well as during fast charging through response to dynamic price signals or optimisation of power flow. system integration can further be facilitated through bi-directional recharging (vehicle-to-grid). bidirectional charging points enable grid stabilisation through the rolling stock of batteries at low system cost and create business opportunities for electric vehicle drivers. all normal recharging points at which vehicles are typically parked for a longer period should therefore support smart and bidirectional recharging.


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


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


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


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


### (33) container ships and passenger ships , being the ship categories which are producing the highest amount of emissions per ship at berth , should as a priority be provided with shore-side electricity supply. in order to take into account power demand characteristics while at berth of different passenger ships , as well as port operational characteristics , it is necessary to distinguish between the passenger ship requirements for ro-ro passenger ships and high speed passenger vessels , and those for other passenger ships. ### (33) container ships and passenger ships , being the ship categories which are producing the highest amount of emissions per ship at berth , should as a priority be provided with shore-side electricity supply. for other ship types , prioritisation should reflect frequency of calls of these ships at the respective port and potential of emission reduction.


### (36) electricity supply to stationary aircraft at airports should replace the consumption of liquid fuel with a cleaner power source by aircraft (use of auxiliary power unit) or ground power units (gpus). this should reduce pollutant and noise emissions , improve air quality and reduce the impact on climate change. therefore , all commercial transport operation should be able to make use of external electricity supply while parked at gates or at outfield positions at ten-t airports. ### (36) external electricity supply should replace conventional hydrocarbon aviation turbine fuel as an energy source when aircraft are stationary at airports. therefore , all commercial transport operations should make use of external electricity supply while parked at gates or at outfield positions at airports. in parallel , ground-based vehicles operating in airports should be electrified. this will reduce pollutant and noise emissions , improve air quality and reduce the impact on climate change. member states should monitor the potential emergence of renewables-based electric and hydrogen aircraft technologies and guarantee the roll-out of recharging and refuelling infrastructure if relevant.


### (43) in light of the increasing diversity in the type of fuels for motorised vehicles coupled with on-going growth in the road mobility of citizens across the union , it is necessary to provide vehicle users with clear and easy-to-understand information on the fuels available at refuelling stations and on the compatibility of their vehicle with different fuels or recharging points on the union market. member states should be able to decide to implement such information measures also in respect of vehicles placed on the market before 18 november 2016. ### (43) in light of the diversity in the type of fuels for motorised vehicles coupled with on-going growth in the road mobility of citizens across the union , it is necessary to provide vehicle users with clear and easy-to-understand information on the fuels available at refuelling stations and on the compatibility of their vehicle with different fuels or recharging points on the union market. member states should be able to decide to implement such information measures also in respect of vehicles placed on the market before 18 november 2016.


### (43) in light of the increasing diversity in the type of fuels for motorised vehicles coupled with on-going growth in the road mobility of citizens across the union , it is necessary to provide vehicle users with clear and easy-to-understand information on the fuels available at refuelling stations and on the compatibility of their vehicle with different fuels or recharging points on the union market. member states should be able to decide to implement such information measures also in respect of vehicles placed on the market before 18 november 2016. ### (43) in light of the increasing sustainability in every type of fuel , as well as the diversity of use of motorised vehicles (individual , collective and shared) , coupled with on-going increase in combining different transport modes to ensure mobility of citizens across the union , it is necessary to provide vehicle users with clear and easy-to-understand information on the fuels available at refuelling stations and on the compatibility of their vehicle with different fuels or recharging points on the union market. member states should be able to decide to implement such information measures also in respect of vehicles placed on the market before 18 november 2016.


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


### (45) it is necessary to provide consumers with sufficient information regarding the geographic location , characteristics and services offered at the publicly accessible recharging and refuelling points of alternative fuels covered by this regulation. therefore , member states should ensure that operators or owners of publicly accessible recharging and refuelling points make relevant static and dynamic data available. requirements on data types regarding availability of and accessibility to relevant recharging and refuelling-related data should be laid down , building on the outcomes of the programme support action on “data collection related to recharging/refuelling points for alternative fuels and the unique identification codes related to e-mobility actors” (‘idacs’). ### (45) it is necessary to provide consumers with sufficient information regarding the geographic location , characteristics and services offered at the publicly accessible recharging and refuelling points of alternative fuels covered by this regulation. therefore , member states should ensure that operators or owners of publicly accessible recharging and refuelling points make relevant static and dynamic data available at no cost , including into a harmonised eu wide system. this data can then be used by third parties , including aggregators and demand response providers , as well as for consumer comparison and information services on recharging stations , notably their location , ad hoc price , availability and other parameters that are useful for consumers , with due regard to data protection requirements. requirements on data types regarding availability of and accessibility to relevant recharging and refuelling-related data should be laid down , building on the outcomes of the programme support action on “data collection related to recharging/refuelling points for alternative fuels and the unique identification codes related to e-mobility actors” (‘idacs’).


### (53) alternative fuels infrastructure is a fast developing area. the lack of common technical specification constitutes a barrier for the creation of a single market of alternative fuels infrastructure. therefore , the power to adopt acts in accordance with article 290 tfeu should be delegated to the commission to norm technical specifications for areas where common technical specifications are outstanding but necessary. in particular , this should include the communication between the electric vehicle and the recharging point , the communication between the recharging point and the recharging software management system (back-end); the communication related to the electric vehicle roaming service and the communication with the electricity grid. it is also necessary to define the suitable governance framework and roles of the different actors involved in the vehicle-to-grid communication ecosystem. moreover , emerging technological developments , such as electric road systems (‘ers’) have to be accounted for. as concerns data provision , it is necessary to provide for additional data types and technical specifications related to the format , the frequency and the quality in which these data should be made available and accessible. ### (53) alternative fuels infrastructure is a fast developing area. the lack of common technical specification constitutes a barrier for the creation of a single market of alternative fuels infrastructure. therefore , the power to adopt acts in accordance with article 290 tfeu should be delegated to the commission to norm technical specifications for areas where common technical specifications are outstanding but necessary. in particular , this should include the communication between the electric vehicle and the recharging point , the communication between the recharging point and the recharging software management system (back-end); the communication related to the electric vehicle roaming service and the communication with the electricity grid. it is also necessary to urgently define the suitable governance framework and roles of the different actors involved in the vehicle-to-grid communication ecosystem. moreover , emerging technological developments , such as electric road systems (‘ers’) have to be accounted for. as concerns data provision , it is necessary to provide for additional data types and technical specifications related to the format , the frequency and the quality in which these data should be made available and accessible.


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


### (4) ‘airport of the ten-t core and ten-t comprehensive network’ means an airport as listed and categorised in annex ii to regulation (eu) no 1315/2013; ### (4) ‘airport’ means any ‘civil or military airport as defined in article 2(1) of directive 2009/12/ec of the european parliament and of the council;


### (4) ‘airport of the ten-t core and ten-t comprehensive network’ means an airport as listed and categorised in annex ii to regulation (eu) no 1315/2013; ### (4) ‘airport means any ‘civil or military airport as defined in article 2(1) of directive 2009/12/ec of the european parliament and of the council;


### (49) ‘refuelling point’ means a refuelling facility for the provision of any liquid or gaseous alternative fuel , through a fixed or a mobile installation , which is capable of refuelling only one vehicle at a time; ### (49) ‘refuelling point’ means a refuelling facility for the provision of any liquid or gaseous alternative fuel , through a fixed or a mobile installation , which is capable of refuelling only one vehicle or vessel at a time;


### (49) ‘refuelling point’ means a refuelling facility for the provision of any liquid or gaseous alternative fuel , through a fixed or a mobile installation , which is capable of refuelling only one vehicle at a time; ### (49) ‘refuelling point’ means a refuelling facility for the provision of any liquid or gaseous alternative fuel , through a fixed or a mobile installation , which is capable of refuelling only one vehicle , vessel or aircraft at a time;


### (59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time , based on information received through electronic communication; ### (59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time , based on information received through electronic communication; smart recharging can be realised at normal charging speeds as well as during fast charging through response to dynamic price signals or optimisation of power flow;


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


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


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


### 7. from the date referred to in article 24 , operators of recharging points shall ensure that all publicly accessible recharging points operated by them are digitally-connected recharging points. ### 7. from the date referred to in article 24 , operators of recharging points shall ensure that all publicly accessible recharging points operated by them are digitally-connected and their location and status are easily visible online.


### 7. from the date referred to in article 24 , operators of recharging points shall ensure that all publicly accessible recharging points operated by them are digitally-connected recharging points. ### 7. from the date referred to in article 24 , operators of recharging points shall ensure that all publicly accessible recharging points operated by them are digitally-connected and their location and status are publicly visible online.


### 8. from the date referred to in article 24 , operators of recharging points shall ensure that all publicly accessible normal power recharging points operated by them are capable of smart recharging. ### 8. from three years after the date referred to in article 24 , operators of recharging points shall ensure that all publicly accessible normal power recharging points operated by them are capable of smart recharging. complementary to the provision laid down in article 14 (4) , publicly accessible recharging points shall be capable of bi-directional recharging.


### 8. from the date referred to in article 24 , operators of recharging points shall ensure that all publicly accessible normal power recharging points operated by them are capable of smart recharging. ### 8. from the date referred to in article 24 , operators of recharging points shall ensure that all publicly accessible recharging points operated by them are capable of smart charging. complementary to the provision laid down in article 14 (4) , normal publicly accessible recharging points shall be capable of bi-directional recharging.


### 9. member states shall take the necessary measures to ensure that appropriate signposting is deployed within parking and rest areas on the ten-t road network where alternative fuels infrastructure is installed , to enable easy identification of the exact location of the alternative fuels infrastructure. ### 9. from the date referred to in article 24 , member states shall take the necessary measures to ensure that appropriate signposting is deployed within parking and rest areas on the ten-t road network where alternative fuels infrastructure is installed , to enable easy identification of the exact location of the alternative fuels infrastructure. such signposting shall also be deployed at the point where such alternative fuels infrastructure is installed.


### 9. member states shall take the necessary measures to ensure that appropriate signposting is deployed within parking and rest areas on the ten-t road network where alternative fuels infrastructure is installed , to enable easy identification of the exact location of the alternative fuels infrastructure. ### 9. from the date referred to in article 24 , member states shall take the necessary measures to ensure that appropriate signposting is deployed along the ten-t road network where alternative fuels infrastructure is installed , to enable easy identification of the exact location of the alternative fuels infrastructure. such signposting shall also be deployed at the point where such alternative fuel infrastructure is installed.


### targets for hydrogen refuelling infrastructure of road vehicles ### targets for hydrogen refuelling infrastructure for multimodal transport hubs


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


### 3. the operator of a publicly accessible refuelling station or , where the operator is not the owner , the owner of that station in accordance with the arrangements between them , shall ensure that the station is designed to serve light-duty and heavy-duty vehicles. in freight terminals , operators or owners of these publicly accessible hydrogen refuelling stations shall ensure that these stations also serve liquid hydrogen. ### 3. the operator of a publicly accessible refuelling station or , where the operator is not the owner , the owner of that station in accordance with the arrangements between them , shall ensure that the station can also serve heavy-duty vehicles. in freight terminals , operators or owners of these publicly accessible hydrogen refuelling stations shall ensure that these stations also serve liquid hydrogen.


### 3. operators of hydrogen refuelling points shall make price information available before the start of a refuelling session at the refuelling stations operated by them. ### 3. operators of hydrogen refuelling points shall make price information available before the start of a refuelling session at the refuelling stations operated by them. they shall clearly display the ad hoc price and all its components at all publicly accessible refuelling 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.


### targets for shore-side electricity supply in maritime ports ### targets for electricity supply in maritime ports


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing container ships above 5000 gross tonnes , in the previous three years , is above 50 have sufficient shore-side power output to meet at least 90% of that demand; ### by 1 january 2025 , ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing container and passenger ships above 400 gross tonnes , in the previous three years , is above 50 have sufficient shore-side power output to meet at least 90% of that demand;


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes , in the previous three years , is above 40 have sufficient shore-side power output to satisfy at least 90% of that demand; ### by 1 january 2030 , ten-t core and ten-t comprehensive maritime ports have sufficient shore-side power output to meet demand by all remaining types of ships above 400 gross tonnes;


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by passenger ships other than ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes , in the previous three years , is above 25 have sufficient shore-side power output to meet at least 90% of that demand. ### deleted


### targets for shore-side electricity supply in inland waterway ports ### targets for electricity supply in inland waterway ports


### at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all ten-t core inland waterway ports by 1 january 2025; ### at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all ten-t core and comprehensive inland waterway ports by 1 january 2025;


### at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all ten-t comprehensive inland waterway ports by 1 january 2030. ### at least one recharging point with adequate power output for battery powered vessels is deployed at all inland waterway ports by 1 january 2025; member states shall ensure that an adequate number of recharging stations commensurate with the demand for battery powered vessels is provided in all ports.


### targets for supply of electricity to stationary aircraft ### targets for renewable electric recharging and hydrogen refuelling infrastructure in airports


### 1. member states shall ensure that airport managing bodies of all ten-t core and comprehensive network airports ensure the provision of electricity supply to stationary aircraft by: ### 1. member states shall ensure that airport managing bodies of all airports ensure the provision of renewable electricity supply to stationary aircraft by:


### 1 january 2025 , at all gates used for commercial air transport operations; ### 1 january 2024 , at all gates used for commercial air transport operations;


### 1 january 2030 , at all outfield posts used for commercial air transport operations. ### 1 january 2027 , at all outfield posts used for commercial air transport operations.


### 2. as of 1 january 2030 at the latest , member states shall take the necessary measures to ensure that the electricity supplied pursuant to paragraph 1 comes from the electricity grid or is generated on site as renewable energy. ### 2. by 1 january 2027 at the latest , member states shall take the necessary measures to ensure that the electricity supplied pursuant to paragraph 1 is generated on site as renewable energy with grid connection as back-up option provided that in the corresponding contract with the electricity provider , 100% renewable electricity is guaranteed.


### measures to promote the deployment of alternative fuels infrastructure for captive fleets , in particular for electric recharging and hydrogen refuelling stations for public transport services and electric recharging stations for car sharing; ### measures to promote the deployment of alternative fuels infrastructure for captive fleets , in particular for electric recharging and electric recharging stations for car sharing;


### measures necessary to ensure that the deployment and operation of recharging points , including the geographical distribution of bidirectional charging points , contribute to the flexibility of the energy system and to the penetration of renewable electricity into the electric system; ### measures necessary to ensure that the deployment and operation of recharging points , including the geographical distribution of smart and bidirectional charging points , enable electric vehicles to contribute to the flexibility of the energy system , and to the penetration of renewable electricity into the electric system , taking into account all types of recharging points , whether public or private , on the basis of the assessment under article 14.3;


### measures to remove possible obstacles with regards to planning , permitting and procuring of alternative fuels infrastructure; ### measures to remove possible obstacles with regards to planning , permitting and procuring of alternative fuels infrastructure and to limit the latency between initial application and actual deployment to no longer than 6 months , with due respect for stakeholder consultations and environmental impact assessment procedures;


### a deployment plan including targets , key milestones and financing needed , for hydrogen or battery electric trains on network segments that will not be electrified. ### a deployment plan including targets , key milestones and financing needed , for battery electric trains on network segments that will not be directly electrified.


### 1. each member state shall submit to the commission a standalone progress report on the implementation of its national policy framework for the first time by 1 january 2027 and every two years thereafter. ### 1. each member state shall submit to the commission a standalone progress report on the implementation of its national policy framework for the first time by 1 january 2025 and every two years thereafter.


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


### the infrastructure for shore-side electricity supply in maritime and inland ports of the ten-t core network and the ten-t comprehensive network; ### the infrastructure for shore-side electricity supply in maritime and inland ports and the number of electric recharging and hydrogen refuelling points;


### the infrastructure for electricity supply for stationary aircraft in airports of the ten-t core network and the ten-t comprehensive network; ### the infrastructure for electricity supply in airports , the number of electric recharging and hydrogen refuelling points dedicated to aircrafts , as well as electric recharging points for ground-based vehicles;


### the number of publicly accessible refuelling points for lng for motor vehicles; ### deleted


### the number of publicly accessible cng refuelling points for motor vehicles; ### deleted


### refuelling and recharging points for other alternative fuels at ten-t core and comprehensive maritime and inland ports; ### refuelling and recharging points for other alternative fuels at maritime and inland ports;


### refuelling and recharging points for other alternative fuels at airports of the ten-t core network and the ten-t comprehensive network; ### refuelling and recharging points for sustainable alternative fuels at airports;


### refuelling and recharging points for rail transport. ### recharging points for rail transport and public transport.


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


### 3. when fuel prices are displayed at a fuel station , a comparison between the relevant unit prices shall be displayed where appropriate , and in particular for electricity and hydrogen , for information purposes following the common methodology for alternative fuels unit price comparison referred to in point 9.3 of annex ii. ### 3. when fuel prices are displayed at a fuel station , a comparison between the relevant unit prices shall be displayed where appropriate , and in particular for electricity and hydrogen , for information purposes in current price per kwh for ad hoc recharging.


### 2. operators of publicly accessible recharging and refuelling points or , in accordance with the arrangement between them , the owners of those points , shall ensure the availability of static and dynamic data concerning alternative fuels infrastructure operated by them and allow accessibility of that data through the national access points at no cost. the following data types shall be made available: ### 2. operators of publicly accessible recharging and refuelling points or , in accordance with the arrangement between them , the owners of those points , shall ensure the availability of static and dynamic data concerning alternative fuels infrastructure operated by them and allow accessibility of that data through the national access points and a single european access point at no cost. the following data types shall be made available:


### geographic location of the recharging or refuelling point , ### geographic location of the recharging or refuelling point , and facilities around the recharging or refuelling point ,


### operational status (operational/out of order) , ### operational status (operational/out of order) , operational status rate and maintenance operations ,


### (ii) availability (in use/ not in use) , ### (ii) availability (in use/ not in use) , and availability rate per relevant period of time (day/hours) ,


### 3. member states shall ensure the accessibility of data on an open and non-discriminatory basis to all stakeholders through their national access point in application of directive 2010/40/eu of the european parliament and the council67 . ### 3. member states shall ensure the accessibility of data on an open and non-discriminatory basis to all stakeholders through their national access point in application of directive 2010/40/eu of the european parliament and the council67 , as well as in a european access point system , and ensure that information is made publicly available to be used for other market participants and service providers , with due respect for data protection requirements. member states shall ensure that operators of publicly accessible recharging points transmit data , especially those relevant to prices , to the national regulatory authorities and the market transparency body.


### amend annex ii by updating the references to the standards referred to in the technical specifications set out in that annex. ### amend annex ii by updating the references to the standards referred to in the technical specifications set out in that annex six months after their technical adoption.


### 2. the power to adopt delegated acts referred to in articles 18 and 19 shall be conferred on the commission for a period of five years from the date referred to in article 24. the commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period. the delegation of power shall be tacitly extended for periods of an identical duration , unless the european parliament or the council opposes such extension not later than three months before the end of each period. ### 2. the power to adopt delegated acts referred to in articles 18 and 19 shall be conferred on the commission for a period of five years from the date referred to in article 24. the commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period.


### 1. the commission shall be assisted by a committee. that committee shall be a committee within the meaning of regulation (eu) no 182/2011. ### 1. the commission shall be assisted by a committee. that committee shall be composed of a broad range of stakeholders , including civil society and consumer organisations , and representatives of member states according to regulation (eu) no 182/2011.


### by 31 december 2026 , the commission shall review this regulation , and , where appropriate , submit a proposal to amend it. ### by 31 december 2025 , the commission shall review this regulation , and , where appropriate , submit a proposal to amend it , establishing alternative infrastructure deployment targets , commensurate with the uptake of new climate-neutral alternative fuels or other relevant developments.


### – light-duty road vehicles separately for battery electric , plug in hybrid , and hydrogen; ### – light-duty battery electric road vehicles;


### – heavy-duty road vehicles , separately for battery electric and hydrogen; ### – heavy-duty battery electric road vehicles;


### – lng road refuelling stations: number of refuelling stations and capacity of stations; ### deleted


### – lng refuelling points at maritime ports of the ten-t core and ten-t comprehensive network , including location (port) and capacity per port; ### deleted


### – shore side electricity supply at maritime ports of the ten-t core and ten-t comprehensive network , including exact location (port) and capacity of each installation within the port; ### – shore side electricity supply , electric recharging and hydrogen refuelling at maritime ports , including exact location (port) and capacity of each installation within the port;


### – shore-side electricity supply at inland waterway ports of the ten-t core and ten-t comprehensive network including location (port) and capacity; ### – shore-side electricity supply , electric recharging and hydrogen refuelling at inland waterway ports including location (port) and capacity;


### – electricity supply for stationary aircraft , number of installations per airport of the ten-t core and ten-t comprehensive network; ### – electricity supply , electric recharging and hydrogen refuelling for stationary aircraft , electric charging for ground based vehicles in airports , number of installations per airport;


### – level of achievement of the infrastructure deployment targets as referred to in point 1(b) for all transport modes , in particular for electric recharging stations , electric road system (if applicable) , hydrogen refuelling stations , shore-side electricity supply in maritime and inland waterway ports , lng bunkering at ten-t core maritime ports , other alternative fuels infrastructure in ports , electricity supply to stationary aircrafts , as well as for hydrogen refuelling points and electric recharging points for trains; ### – level of achievement of the infrastructure deployment targets as referred to in point 1(b) for all transport modes , in particular for electric recharging stations , electric road system (if applicable) , hydrogen refuelling stations , shore-side electricity supply in maritime and inland waterway ports , other alternative fuels infrastructure in ports , electricity supply , electric recharging and hydrogen refuelling at airports , as well as for electric recharging points for trains and household sockets for recharging of electrically powered cycles;


### – alternative fuels infrastructure deployment within urban nodes; ### – alternative fuels infrastructure deployment within urban nodes and multimodal transport hubs;


### 1.1. normal power recharging points for motor vehicles: alternating current (ac) normal power recharging points for electric vehicles shall be equipped , for interoperability purposes , at least with socket outlets or vehicle connectors of type 2 as described in standard en 62196-2:2017. ### 1.1. normal power recharging points for motor vehicles: alternating current (ac) normal power recharging points for electric vehicles shall be equipped , for interoperability purposes , at least with socket outlets or vehicle connectors of type 2 as described in standard en 62196-2:2017 and with one household socket for electrically powered cycles.


### 4.2. shore-side electricity supply for inland waterway vessels shall comply with commission delegated regulation (eu) 2019/1745. ### 4.2. shore-side electricity supply for inland waterway vessels shall comply with commission delegated regulation (eu) 2019/1745 and shall comply with the technical specification of the iec/ieee pas80005-3:2014(e) standard.


### 9.3. the common methodology for alternative fuels unit price comparison set out by commission implementing regulation (eu) 2018/732. ### deleted


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


### (iii) ad hoc price. ### (iii) ad hoc price and any possible additional charges.


### (1) the paris agreement , adopted in december 2015 under the united nations framework convention on climate change (unfccc) entered into force in november 2016 (“the paris agreement”). its parties have agreed to hold the increase in the global average temperature well below 2 °c above pre-industrial levels and to pursue efforts to limit the temperature increase to 1 ,5 °c above pre-industrial levels. ### (1) the paris agreement , adopted in december 2015 under the united nations framework convention on climate change(unfccc) entered into force in november 2016 (“the paris agreement”). in its 2018 special report on the impacts of global warming of 1 ,5°c above preindustrial levels , in its 2019 special reports on climate change and land and on the ocean and cryosphere in a changing climate , and in its 2021 report on the physical science basis , the intergovernmental panel on climate change (ipcc) provided the latest scientific evidence on the impacts of climate change and illustrated the need to urgently reduce greenhouse gas (ghg) emissions in all sectors of the economy and to reverse the degradation of carbon sinks in order to limit global warming to 1 ,5°c. by adopting the glasgow climate pact , its parties recognised that limiting the increase in the global average temperature to 1 ,5 °c above pre-industrial levels would significantly reduce the risks and impacts of climate change , and committed to strengthen their 2030 targets by the end of 2022 to close the ambition gap.


### (1) the paris agreement , adopted in december 2015 under the united nations framework convention on climate change (unfccc) entered into force in november 2016 (“the paris agreement”). its parties have agreed to hold the increase in the global average temperature well below 2 °c above pre-industrial levels and to pursue efforts to limit the temperature increase to 1 ,5 °c above pre-industrial levels. ### (1) the paris agreement , adopted in december 2015 under the united nations framework convention on climate change (unfccc) entered into force in november 2016 (“the paris agreement”). by adopting the glasgow climate pact , its parties recognised that limiting the increase in the global average temperature to 1 ,5 °c above pre-industrial levels would significantly reduce the risks and impacts of climate change , and committed to strengthen their 2030 targets by the end of 2022 to close the ambition gap.


### (1) the paris agreement , adopted in december 2015 under the united nations framework convention on climate change (unfccc) entered into force in november 2016 (“the paris agreement”). its parties have agreed to hold the increase in the global average temperature well below 2 °c above pre-industrial levels and to pursue efforts to limit the temperature increase to 1 ,5 °c above pre-industrial levels. ### (1) the paris agreement , adopted in december 2015 under the united nations framework convention on climate change (unfccc) entered into force in november 2016 (“the paris agreement”). in its 2018 special report on the impacts of global warming of 1 ,5 °c above pre-industrial levels , in its 2019 special reports on climate change and land and on the ocean and cryosphere in a changing climate , and in its 2021 report on the physical science basis , the intergovernmental panel on climate change (ipcc) provided the latest scientific evidence on the impacts of climate change and illustrated the need to urgently reduce greenhouse gas (ghg) emissions in all sectors of the economy and to reverse the degradation of carbon sinks in order to limit global warming to 1 ,5 °c. by adopting the glasgow climate pact of 2021 , its parties recognised that limiting the increase in the global average temperature well below 2 °c above pre-industrial levels and to pursue efforts to limit the temperature increase to 1 ,5 °c above pre-industrial levels would significantly reduce the risks and impacts of climate change , and committed to strengthen their 2030 targets by the end of 2022 to close the ambition gap.


### (2) tackling climate and environmental-related challenges and reaching the objectives of the paris agreement are at the core of the communication on ’the european green deal’ , adopted by the commission on 11 december 201928 . the necessity and value of the european green deal have only grown in light of the very severe effects of the covid-19 pandemic on the health and economic well-being of the union’s citizens. ### (2) taking a holistic approach to tackling climate and environmental-related challenges and reaching the objectives of the paris agreement while delivering on the oath to 'do no harm' to other environmental objectives of the union are at the core of the communication on ’the european green deal’ , adopted by the commission on 11 december 201928 . the necessity and value of the european green deal and of its holistic approach have only grown in light of the very severe effects of the covid-19 pandemic on the health and economic well-being of the union’s citizens. it is therefore necessary to complement the accounting of ghg emissions and removals from the land use , land use change and forestry (lulucf) sector by introducing an obligation to ‘do no significant harm’ to other environmental objectives , in particular the union’s biodiversity objectives as set out in the eu biodiversity strategy for 2030 and in the relevant union legal acts , within the meaning of article 17 of regulation (eu) 2020/852 of the european parliament and of the council 28a.


### (2) tackling climate and environmental-related challenges and reaching the objectives of the paris agreement are at the core of the communication on ’the european green deal’ , adopted by the commission on 11 december 201928 . the necessity and value of the european green deal have only grown in light of the very severe effects of the covid-19 pandemic on the health and economic well-being of the union’s citizens. ### (2) taking a holistic approach to tackling climate and environmental-related challenges and reaching the objectives of the paris agreement while delivering on the oath to 'do no harm' to other environmental objectives of the union are at the core of the communication on ’the european green deal’ , adopted by the commission on 11 december 201928 . the necessity and value of the european green deal and of its holistic approach have only grown in light of the very severe effects of the covid-19 pandemic on the health and economic well-being of the union’s citizens. it is therefore necessary to complement the accounting of ghg emissions and removals from the land use , land use change and forestry (lulucf) sector by introducing an obligation to do no significant harm to other environmental objectives , in particular the union’s biodiversity objectives as set out in the eu biodiversity strategy for 2030 and in the relevant union legal acts , within the meaning of article 17 of regulation (eu) 2020/852 of the european parliament and of the council 28a.


### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute to achieving that target , including the land use , land use change and forestry sector. the contribution of net removals to the 2030 union climate target is limited to 225 million tonnes of co2 equivalent. in the context of regulation (eu) 2021/1119 , the commission reaffirmed in a corresponding statement its intention to propose a revision of regulation (eu) 2018/841 of the european parliament and of the council31 , in line with the ambition to increase net carbon removals to levels above 300 million tonnes of co2 equivalent in the land use , land use change and forestry sector by 2030. ### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of achieving an economy-wide balance between anthropogenic emissions by sources and removals by sinks of greenhouse gas emissions within the union by 2050 at the latest in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute to achieving that target , including the land use , land use change and forestry sector. the contribution of net removals to the 2030 union climate target is limited to 225 million tonnes of co2 equivalent. when implementing the 2030 union climate target , the relevant union institutions and member states also committed to prioritising swift and predictable emissions reductions and , at the same time , enhancing removals by natural sinks. in order to ensure that sufficient mitigation efforts are deployed by emitting sectors until 2030 , the contribution of net removals to the 2030 union climate target has been limited to 225 million tonnes of co2 equivalent , without prejudice to the objective of enhancing its net carbon sink beyond that level in 2030 in view of achieving climate-neutrality by 2050 at the latest , including the transport sector , which should become climate neutral by 2050. every sector should aim to reach climate neutrality , and should not rely on lulucf.


### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute to achieving that target , including the land use , land use change and forestry sector. the contribution of net removals to the 2030 union climate target is limited to 225 million tonnes of co2 equivalent. in the context of regulation (eu) 2021/1119 , the commission reaffirmed in a corresponding statement its intention to propose a revision of regulation (eu) 2018/841 of the european parliament and of the council31 , in line with the ambition to increase net carbon removals to levels above 300 million tonnes of co2 equivalent in the land use , land use change and forestry sector by 2030. ### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of achieving an economy-wide climate neutrality , i.e. a balance between anthropogenic emissions by sources and removals by sinks of greenhouse gas emissions within the union by 2050 at the latest in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute to achieving that target , including the land use , land use change and forestry sector. the contribution of net removals to the 2030 union climate target is limited to 225 million tonnes of co2 equivalent. when implementing the 2030 union climate target , the relevant union institutions and member states also committed to prioritising swift and predictable emissions reductions and , at the same time , enhancing removals by natural sinks. in order to ensure that sufficient mitigation efforts are deployed by emitting sectors until 2030 , the contribution of net removals to the 2030 union climate target has been limited to 225 million tonnes of co2 equivalent , without prejudice to the objective of enhancing its net carbon sink beyond that level in 2030 in view of achieving climate-neutrality by 2050 at the latest.


### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute to achieving that target , including the land use , land use change and forestry sector. the contribution of net removals to the 2030 union climate target is limited to 225 million tonnes of co2 equivalent. in the context of regulation (eu) 2021/1119 , the commission reaffirmed in a corresponding statement its intention to propose a revision of regulation (eu) 2018/841 of the european parliament and of the council31 , in line with the ambition to increase net carbon removals to levels above 300 million tonnes of co2 equivalent in the land use , land use change and forestry sector by 2030. ### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of achieving an economy-wide balance between anthropogenic emissions by sources and removals by sinks of greenhouse gas emissions within the union by 2050 at the latest in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute to achieving that target , with the highest priority being the maintenance and restoration of natural sinks alongside reduction of fossil emissions. regarding the land use , land use change and forestry sector , care must be taken when advocating substituting fossil fuels completely with forest woody biomass. currently , this has severe limitations because its over extraction leads to reduced sink function/capacity of forests and plantations , and also due to the extremely poor conversion efficiency. this leads to negative impacts both on climate and biodiversity , even when compared to coal , according to the commission's jrc study of 20211a. the only scenario with neutral or positive biodiversity impact that has short-term carbon impacts is burning fine woody debris from coniferous forests , but even then , jrc state that enough of this material should be left onsite to maintain soil carbon and fertility , to maintain sink function. this poor performance exists despite the current levels of enforcement of "sustainable forest management" , which needs serious enhancement to make intensive forestry reach sustainability in reality. it is to be welcomed that the commission has begun work on enhancing sfm rules and definitions to actually ensure sinking and biodiversity protection. the contribution of net removals to the 2030 union climate target is limited to 225 million tonnes of co2 equivalent. when implementing the 2030 union climate target , the relevant union institutions and member states also committed to prioritising swift and predictable emissions reductions and , at the same time , enhancing removals by natural sinks. in order to ensure that sufficient mitigation efforts are deployed by emitting sectors until 2030 , the contribution of net removals to the 2030 union climate target has been limited to 225 million tonnes of co2 equivalent , without prejudice to the objective of enhancing its net carbon sink beyond that level in 2030 in view of achieving net zero climate-neutrality by 2050 at the latest. because the causes of , and solutions for , reducing emissions and increasing sinks are so different between sectors , those are not easily comparable , and therefore each sector should achieve that target of net zero climate neutrality , including between the forestry and the agriculture sectors.


### (5) in order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels , binding annual targets for net greenhouse gas removals should be set out for each member state in the land use , land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council32 ) , resulting in a target of 310 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2016 , 2017 and 2018 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity. ### (5) in order to ensure that the lulucf sector makes a sustainable and predictable long-term contribution to the eu climate-neutrality objective , binding annual targets for net greenhouse gas removals should be set out for each member state in the lulucf sector in the period up to at least 2050 , starting with the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council) , resulting in an intermediary target of at least 490 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2016 , 2017 and 2018 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity.


### (5) in order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels , binding annual targets for net greenhouse gas removals should be set out for each member state in the land use , land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council32) , resulting in a target of 310 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2016 , 2017 and 2018 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity. ### (5) in order to ensure that the lulucf sector makes a sustainable and predictable long-term contribution to the union’s climate-neutrality objective , binding annual targets for net greenhouse gas removals should be set out for each member state in the lulucf sector in the period up to at least 2050 , starting with the period from 2026 to 2030(in analogy to the annual emission allocations set out in regulation (eu)2018/842 of the european parliament and of the council32) , resulting in an intermediary target of at least 490 millions of tonnes co2equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2016 , 2017 and 2018 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity.


### (5) in order to contribute to the increased ambition to reduce greenhouse gas net emissions from at least 40 % to at least 55 % below 1990 levels , binding annual targets for net greenhouse gas removals should be set out for each member state in the land use , land use change and forestry sector in the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council32 ) , resulting in a target of 310 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2016 , 2017 and 2018 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity. ### (5) in order to ensure that the lulucf sector makes a sustainable and predictable long-term contribution to the union climate-neutrality objective , binding annual targets for net greenhouse gas removals should be set out for each member state in that sector in the period up to at least 2050 , starting with the period from 2026 to 2030 (in analogy to the annual emission allocations set out in regulation (eu) 2018/842 of the european parliament and of the council32 ) , resulting in an intermediary target of at least 490 millions of tonnes co2 equivalent of net removals for the union as a whole in 2030. the methodology used to establish the national targets for 2030 should take into account the average greenhouse gas emissions and removals from the years 2016 , 2017 and 2018 , reported by each member state , and reflect the current mitigation performance of the land use , land use change and forestry sector , and each member state’s share of the managed land area in the union , taking into account the capacity of that member state to improve its performance in the sector via land management practices or changes in land use that benefit the climate and biodiversity.


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


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


### (7) the communication of 17 september 2020 on stepping up europe’s 2030 climate ambition33 outlined an option to combine agriculture non-co2 greenhouse gas emissions with land use , land use change and forestry net removals , thus creating a newly regulated land sector. such combination can promote synergies between land-based mitigation actions and enable more integrated policymaking and policy implementation at national and union level. to this end , the obligation for member states to submit integrated mitigation plans for the land sector should be reinforced. ### (7) the communication of 17 september 2020 on stepping up europe’s 2030 climate ambition33 outlined different pathways and policy options to reach the union's increased 2030 climate target. it stressed that reaching climate neutrality will require union action to be significantly stepped up in all sectors of the economy. progress in one sector cannot compensate for the lack of progress in other sectors. moreover , removals of greenhouse gases by natural carbon sinks are fragile and potentially reversible , which leads to increased uncertainty in measuring emissions and removals in the land sector compared to other sectors. the risk of reversal of removals by natural carbon sinks is further aggravated by climate change. climate science also shows that the climate response to emissions and removals is asymmetrical , meaning that one tonne of greenhouse gas emitted to the atmosphere cannot be compared to one tonne of greenhouse gas removed33a. therefore the objective of enhancing removals by natural carbon sinks should be pursued strictly separately from the objective of rapidly and drastically reducing greenhouse gas emissions from other sectors , including non-co2 agricultural emissions.


### (8) the land sector has the potential to become rapidly climate-neutral by 2035 in a cost-effective manner , and subsequently generate more greenhouse gas removals than emissions. a collective commitment aiming to achieve climate-neutrality in the land sector in 2035 at eu level can provide the needed planning certainty to drive land-based mitigation action in the short term , considering that it can take many years for such action to deliver the desired mitigation outcomes. moreover , the land sector is projected to become the largest sector in the eu greenhouse gas flux profile in 2050. it is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the collective target of climate neutrality in the land sector at eu level in 2035. on the basis of these plans , the commission should propose national targets , ensuring that the union-wide greenhouse gas emissions and removals in the land use , land use change and forestry sector and the emissions from the agriculture non-co2 sectors are at least balanced by 2035. contrary to the eu level target of climate neutrality for the land sector by 2035 , such national targets will be binding and enforceable on each member state. ### (8) the lulucf sector has the potential to substantially increase the amount of net-removals in a cost-effective manner both in the short and longer term. however , realising such potential requires a clear vision to be set out and concrete action to be stepped up already over the coming decade , otherwise the changes required after 2030 would have to happen unrealistically fast. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council. the plans should include relevant measures by which each member state best contributes to the objective of ensuring a sustainable and predictable long-term contribution of natural carbon sinks , energy efficiency and decrease of ghg emissions in all sector - including transport - to reach the union’s climate-neutrality objective by 2050 at the latest. on the basis of these plans , and after taking into account the advice of the european scientific advisory board on climate change and the union ghg budget set out in regulation (eu) 2021/1119 , the commission should propose union and member states targets for net ghg removals from the lulucf sector for 2035 , 2040 , 2045 and 2050. such national targets will be binding and enforceable on each member state.


### (8) the land sector has the potential to become rapidly climate-neutral by 2035 in a cost-effective manner , and subsequently generate more greenhouse gas removals than emissions. a collective commitment aiming to achieve climate-neutrality in the land sector in 2035 at eu level can provide the needed planning certainty to drive land-based mitigation action in the short term , considering that it can take many years for such action to deliver the desired mitigation outcomes. moreover , the land sector is projected to become the largest sector in the eu greenhouse gas flux profile in 2050. it is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the collective target of climate neutrality in the land sector at eu level in 2035. on the basis of these plans , the commission should propose national targets , ensuring that the union-wide greenhouse gas emissions and removals in the land use , land use change and forestry sector and the emissions from the agriculture non-co2 sectors are at least balanced by 2035. contrary to the eu level target of climate neutrality for the land sector by 2035 , such national targets will be binding and enforceable on each member state. ### (8) (8) the lulucf sector has the potential to substantially increase the amount of net-removals in a cost-effective manner both in the short and longer term. however , realising such potential requires a clear vision to be set out and concrete action to be stepped up already over the coming decade , otherwise the changes required after 2030 would have to happen unrealistically fast. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the objective of ensuring a sustainable and predictable long-term contribution of natural carbon sinks to the union’s climate-neutrality objective by 2050 at the latest. on the basis of these plans , and after taking into account the advice of the european scientific advisory board on climate change and the union greenhouse gas budget set out in regulation (eu) 2021/1119 , the commission should propose union and member states targets for net greenhouse gas removals from the lulucf sector for 2035 , 2040 , 2045 and 2050. such national targets will be binding and enforceable on each member state.


### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a direct incentive to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling. ### (10) in order to enhance greenhouse gas removals , individual farmers or forest manager should be allowed to benefit from incentives to store more carbon on their land and their forests while ensuring the protection of biodiversity and other societal co-benefits , through the promotion of ecosystem-based approaches and biodiversity-friendly practices. public funding under the common agricultural policy (cap) and other union programs , such as –life , the cohesion funds , horizon europe , the recovery and resilience fund , the just transition fund , can already support ecosystem-based approaches in forests and agricultural lands and should be increased. such incentives should also enhance climate mitigation in a fully circular and sustainably sourced bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling. in line with the increased ambition in the lulucf sector , additional public support should be provided to individual farmers and forest managers for implementing ecosystem-based approaches and biodiversity-friendly practices on their land according to common rules provided by the commission , by using public revenues generated from the auctioning of union emissions trading scheme (eu ets) allowances.


### (13) with the setting of binding national annual targets for greenhouse gas removals based on the reported greenhouse gas emissions and removals from 2026 onwards , the rules for target compliance should be set out. the principles laid down in regulation (eu) 2018/842 should apply mutatis mutandis , with a penalty for non-compliance calculated in the following way: 108% of the gap between the assigned target and the net removals reported in the given year will be added to the greenhouse gas emission figure reported in the subsequent year by the member state. ### (13) with the setting of binding national annual targets for greenhouse gas removals based on the reported greenhouse gas emissions and removals from 2026 onwards , the rules for target compliance should be set out. the principles laid down in regulation (eu) 2018/842 should apply mutatis mutandis , with a penalty for non-compliance calculated in the following way: in addition to 108% of the gap between the assigned target and the net removals reported in the given year being added to the greenhouse gas emission figure reported in the subsequent year by the member state , a financial penalty of eur 375 per tonne of co2 equivalent in excess of the annual national target in the given year.


### (13) with the setting of binding national annual targets for greenhouse gas removals based on the reported greenhouse gas emissions and removals from 2026 onwards , the rules for target compliance should be set out. the principles laid down in regulation (eu) 2018/842 should apply mutatis mutandis , with a penalty for non-compliance calculated in the following way: 108% of the gap between the assigned target and the net removals reported in the given year will be added to the greenhouse gas emission figure reported in the subsequent year by the member state. ### (13) with the setting of binding national annual targets for greenhouse gas removals based on the reported greenhouse gas emissions and removals from 2026 onwards , the rules for target compliance should be set out. the principles laid down in regulation (eu) 2018/842 should apply mutatis mutandis , with a penalty for non-compliance calculated in the following way: a financial penalty of eur 375 per tonne of co2 equivalent in excess of the annual national target in the given year , in addition to 108% of the gap between the assigned target and the net removals reported in the given year being added to the greenhouse gas emission figure reported in the subsequent year by the member state.