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


### ‘alternative fuels for zero-emission vehicles’: ### deleted


### ‘alternative fuels for zero-emission vehicles’: ### ‘alternative fuels for zero-emission vehicles , vessels and aircraft’:


### ‘alternative fuels for zero-emission vehicles’: ### ‘alternative fuels’:


### ‘renewable fuels’: ### deleted


### (3) regulation (eu) 2019/631 of the european parliament and of the council46 and regulation (eu) 2019/1242 of the european parliament and of the council47 already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure. ### (3) regulation (eu) 2019/631 of the european parliament and of the council46 and regulation (eu) 2019/1242 of the european parliament and of the council47 already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. the revision of those instruments should be aligned with the revision of the current regulation in order to ensure a coherent framework for the use and deployment of alternative fuels in road transport and in order to accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure.


### (3) regulation (eu) 2019/631 of the european parliament and of the council46 and regulation (eu) 2019/1242 of the european parliament and of the council47 already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure. ### (3) regulation (eu) 2019/631 of the european parliament and of the council46 and regulation (eu) 2019/1242 of the european parliament and of the council47 already set co2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure. the measures introduced by this regulation are intended to help vehicle manufacturers to meet their targets and reduce co2 emissions from road transport.


### (4) the initiatives on refueleu aviation48 and fueleu maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. while the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure , investments are needed for the electricity supply of stationary aircraft. the fueleu maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in ten-t ports. however those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. ### (4) the initiatives on refueleu aviation48 and fueleu maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. while the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure , investments are needed for the electricity supply of stationary aircraft. moreover , member state should assess the current state and future development of the hydrogen market for aviation and should provide for a feasibility study on the deployment of the relevant infrastructure to power aircrafts including , where appropriate , a deployment plan for alternative fuels infrastructure in airports , in particular for hydrogen and electric recharging for aircrafts. the fueleu maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in ten-t ports. however those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. furthermore , the energy taxation directive1a recast should incentivise the use of on shore power. therefore , alignment between this directive and the current regulation is necessary in order to ensure a coherent framework for the use and deployment of alternative fuels.


### (4) the initiatives on refueleu aviation48 and fueleu maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. while the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure , investments are needed for the electricity supply of stationary aircraft. the fueleu maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in ten-t ports. however those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. ### (4) the initiatives on refueleu aviation48 and fueleu maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. while the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure , investments are needed for the electricity supply of stationary aircraft. moreover , member states should assess the current state and future development of the hydrogen market for aviation as well as a feasibility study on the deployment of the relevant infrastructure to power aircrafts including , where appropriate , a deployment plan for alternative fuels infrastructure in airports , in particular for hydrogen and electric recharging for aircrafts. the fueleu maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in ten-t ports. however those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met.


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


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


### (7) lng is likely to play a continued role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships. contrary to maritime transport , for inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as hydrogen and electricity , should enter the markets more quickly. lng is expected to no longer play a significant role in that sector. transport fuels such as lng need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels. ### (7) lng is likely to play a continued role in maritime transport , where there is currently no economically viable zero-emission powertrain technology available. the communication on the smart and sustainable mobility strategy points to zero-emission seagoing ships becoming market ready by 2030. fleet conversion should take place gradually due to the long lifetime of the ships. therefore , all readily deployable options in reducing maritime emissions , including alternatives to heavy fuel oil such as (bio- and synthetic) lng , should be used in parallel to finding and financing long-term zero-emission alternatives. contrary to maritime transport , for inland waterways , with normally smaller vessels and shorter distances , zero-emission powertrain technologies , such as hydrogen and electricity , should enter the markets more quickly and could play an important role for maritime transport in terms of creating scale regarding zero-emission propulsion solutions. transport fuels such as lng should increasingly be decarbonised by blending/substituting with liquefied biomethane (bio-lng) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.


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


### (8) in the heavy-duty road transport sector , lng trucks are fully mature. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and cng vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for lng infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks. ### (8) in the heavy-duty road transport sector , lng trucks are fully mature. on the one hand , the common scenarios underpinning the sustainable and smart mobility strategy and the climate target plan as well as the revised “fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. furthermore , lpg and cng vehicles for which already a sufficient infrastructure network exists across the union are expected to gradually be replaced by zero emission drivetrains and therefore there is no need for further targeted policy.


### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union. ### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union and across regions. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure while allowing for the market to self regulate once a certain penetration of electric vehicles has been reached. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union. this targets shall be complemented with additional recharging infrastructure across all regions to ensure an even deployment across all territory , including in depopulated or sparsely populated areas.


### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union. ### (9) the deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the union and across regions. continued uneven distribution would jeopardize the uptake of such vehicles , limiting connectivity across the union. continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. mandatory minimum targets for member states at national level should therefore provide policy orientations and complement national policy frameworks. that approach should combine national fleet based targets with distance-based targets for the trans-european network for transport (ten-t). national fleet based targets should ensure that vehicle uptake in each member state is matched with the deployment of sufficient publicly accessible recharging infrastructure while allowing for the market to self regulate once a certain penetration of electric vehicles has been reached. distance-based targets for the ten-t network should ensure full coverage of electric recharging points along the union’s main road networks and thereby ensure easy and seamless travel throughout the union. this targets shall be complemented with additional recharging infrastructure across all regions to ensure an even deployment across all territory , including in depopulated or sparseley populated areas.


### (24) price transparency is crucial to ensure seamless and easy recharging and refuelling. users of alternative fuel vehicles should be given accurate price information before the start of the recharging or refuelling service. the price should be communicated in a clearly structured manner to allow end users to identify the different cost components. ### (24) price transparency is crucial to ensure seamless and easy recharging and refuelling. users of alternative fuel vehicles should be given accurate price information before the start of the recharging or refuelling service. the price should be communicated in a clearly structured manner to allow end users to identify all applicable cost components.


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


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


### (35) a core network of refuelling points for lng at maritime ports should be available by 2025. refuelling points for lng include lng terminals , tanks , mobile containers , bunker vessels and barges. ### deleted


### (38) the revised national policy frameworks should include supporting actions for the development of the market as regards alternative fuels , including the deployment of the necessary infrastructure to be put into place , in close cooperation with regional and local authorities and with the industry concerned , while taking into account the needs of small and medium-sized enterprises. additionally , the revised frameworks should describe the overall national framework for planning , permitting and procuring of such infrastructure , including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved. ### (38) the revised national policy frameworks should include supporting actions for the development of the market as regards alternative fuels , including the deployment of the necessary infrastructure to be put into place , in close cooperation with regional and local authorities and with the industry concerned , while taking into account the needs of small and medium-sized enterprises. additionally , the revised frameworks should describe the overall national framework for planning , permitting and procuring of such infrastructure , including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved. in sparsely populated areas , outermost regions and areas with low traffic density where demand for such infrastructure is low , securing a sufficiently comprehensive infrastructure may not be possible on market terms. under state aid law , a member state may provide investment aid and cef funding for this purpose. the deployment of alternative fuels infrastructure must leave no one behind.


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


### (54) the market for alternative fuels and in particular for zero emission fuels is still in the early stages of development and technology is evolving fast. this should likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. the commission should therefore review this regulation by the end of 2026 in particular as regards the targets setting for electric recharging points for hdv as well as targets for infrastructure for alternative fuels for zero-emission vessels and aircraft in waterborne transport and aviation. ### (54) the market for alternative fuels and in particular for zero emission fuels is still in the early stages of development and technology is evolving fast. this should likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. the commission should therefore , based on an analysis of the latest technological developments and market readiness and taking into consideration the national policy frameworks , review this regulation by the end of 2026 in particular as regards the targets setting for electric recharging points for hdv as well as targets for infrastructure for alternative fuels for zero-emission vessels and aircraft in waterborne transport and aviation , in order to ensure legal certainty and predictability for the industry.


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


### (30) ‘mobility service provider’ means a legal person who provides services in return for remuneration to an end user , including the sale of a recharging service; ### (30) ‘e-mobility service provider’ means a legal person who provides services in return for remuneration to an end user , particularly the sale of a recharging service;


### (57) ‘ship at berth’ means ship at berth as defined in article 3 , point (n) of regulation (eu) 2015/757; ### (57) ‘ship at berth’ means a ship which is securely moored at the terminal in a port falling under the jurisdiction of a member state , where it is carrying out its main loading and unloading operations , including the time spent when not engaged in cargo operations; in case of cruise vessels , hoteling is included;


### (58) ‘shore-side electricity supply’ means the provision of shore-side electrical power through a standardised interface to seagoing ships or inland waterway vessels at berth; ### (58) ‘shore-side electricity supply’ at berth means the provision of shore-side electrical power through a standardised interface to seagoing ships or inland waterway vessels at berth through a fixed , floating , or mobile installation;


### (58) ‘shore-side electricity supply’ means the provision of shore-side electrical power through a standardised interface to seagoing ships or inland waterway vessels at berth; ### (58) ‘shore-side electricity supply at berth’ means the provision of shore-side electrical power through a standardised interface to seagoing ships or inland waterway vessels at berth;through a fixed , floating , or mobile installation.


### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations; and ### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations; if a member state’s ev share of the total projected vehicle fleet is greater than 10%; and


### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations; and ### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations if a member state’s ev share of the total projected vehicle fleet is greater than 7.5%; and


### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations; and ### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 2 kw is provided through publicly accessible recharging stations if a member state’s electric vehicles share of the total projected vehicle for each year fleet is less than 1%; and


### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations; and ### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 3 kw is provided through publicly accessible recharging stations if a member state’s ev share of the total projected vehicle fleet is below 4% ;


### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations; and ### for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations if a member state’s ev share of the total projected vehicle fleet is greater than 10%; and for each battery electric light-duty vehicle registered in their territory , a total power output of at least 1.5kw is provided through publicly accessible recharging stations if a member state’s ev share of the total projected vehicle fleet is greater than 7.5% and below 10%; and for each battery electric light-duty vehicle registered in their territory , a total power output of at least 2 kw is provided through publicly accessible recharging stations if a member state’s ev share of the total projected vehicle fleet is greater than 5% and below 7.5%; and for each battery electric light-duty vehicle registered in their territory , a total power output of at least 2.5 kw is provided through publicly accessible recharging stations if a member state’s ev share of the total projected vehicle fleet is greater than 2.5% and below 5%; and for each battery electric light-duty vehicle registered in their territory , a total power output of at least 3 kw is provided through publicly accessible recharging stations if a member state’s ev share of the total projected vehicle fleet is below 2.5%;


### for each plug-in hybrid light-duty vehicle registered in their territory , a total power output of at least 0.66 kw is provided through publicly accessible recharging stations. ### for each plug-in hybrid light-duty vehicle registered in their territory , a total power output of at least 1 kw is provided through publicly accessible recharging stations if a member state’s electric vehicles share of the total projected vehicle fleet for each year is less than 1%; and


### for each plug-in hybrid light-duty vehicle registered in their territory , a total power output of at least 0.66 kw is provided through publicly accessible recharging stations. ### for each plug-in hybrid light-duty vehicle registered in their territory , a total power output of at least 1 ,5 kw is provided through publicly accessible recharging stations.


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


### along the ten-t core network , publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 km in-between them: ### along the ten-t core network and the ten-t comprehensive network , publicly accessible recharging pools dedicated to light-duty vehicles and meeting the following requirements are deployed in each direction of travel with a maximum distance of 60 to 120 km in-between them , considering local conditions:


### by 31 december 2025 , each recharging pool shall offer a power output of at least 300 kw and include at least one recharging station with an individual power output of at least 150 kw; ### by 31 december 2025 , each recharging pool shall offer a power output of at least 600kw and include at least one recharging station with an individual power output of at least 300kw;


### by 31 december 2025 , each recharging pool shall offer a power output of at least 300 kw and include at least one recharging station with an individual power output of at least 150 kw; ### by 31 december 2025 , each recharging pool shall offer a power output of at least 600 kw and include at least one recharging station with an individual power output of at least 300 kw;


### by 31 december 2025 , each recharging pool shall offer a power output of at least 300 kw and include at least one recharging station with an individual power output of at least 150 kw; ### by 31 december 2025 , each recharging pool shall offer a power output of at least 300 kw and include at least one recharging station with an individual power output of at least 350 kw;


### by 31 december 2025 , each recharging pool shall offer a power output of at least 300 kw and include at least one recharging station with an individual power output of at least 150 kw; ### by 31 december 2025 , each recharging pool shall offer a power output of at least 600 kw and include at least one recharging station with an individual power output of at least 300kw;


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 600 kw and include at least two recharging stations with an individual power output of at least 150 kw; ### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 1200kw and include at least two recharging stations with an individual power output of at least 300kw;


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 600 kw and include at least two recharging stations with an individual power output of at least 150 kw; ### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 1200 kw and include at least two recharging stations with an individual power output of at least 300 kw;


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 600 kw and include at least two recharging stations with an individual power output of at least 150 kw; ### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 600 kw and include at least two recharging stations with an individual power output of at least 350 kw;


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 600 kw and include at least two recharging stations with an individual power output of at least 150 kw; ### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 1200 kw and include at least two recharging stations with an individual power output of at least 300kw;


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


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


### 1. member states shall ensure a minimum coverage of publicly accessible recharging points dedicated to heavy-duty vehicles in their territory. to that end , member states shall ensure that: ### 1. member states shall take necessary measures to ensure a minimum coverage of publicly accessible recharging points dedicated to heavy-duty vehicles in their territory. to that end , member states shall ensure that:


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


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


### by 31 december 2025 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### by 1 july 2025 , each recharging pool shall offer a power output of at least 5000 kw and include at least four recharging stations with an individual power output of at least 350 kw and at least four recharging stations with an individual power output of at least 800 kw;


### by 31 december 2025 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### by 31 december 2028 , each recharging pool shall offer a power output of at least 700 kw and include at least one recharging station with an individual power output of at least 350 kw;


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


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


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


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 31 december 2033 , each recharging pool shall offer a power output of at least 1400 kw and include at least two recharging stations with an individual power output of at least 350 kw;


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 1 july 2030 , each recharging pool shall offer a power output of at least 6500 kw and include at least four recharging stations with an individual power output of at least 1200 kw;


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 31 december 2029 , each recharging pool shall offer a power output of at least 5000 kw and include at least two recharging stations with an individual power output of at least 350 kw;


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 750 kw;


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


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


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


### by 31 december 2030 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### by 31 december 2033 , each recharging pool shall offer a power output of at least 700 kw and include at least one recharging station with an individual power output of at least 350 kw;


### by 31 december 2030 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### by 1 july 2027 , each recharging pool shall offer a power output of at least 1400 kw and include at least two recharging stations with an individual power output of at least 350 kw;


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


### by 31 december 2030 , each recharging pool shall offer a power output of at least 1400 kw and include at least one recharging station with an individual power output of at least 350 kw; ### by 31 december 2029 , each recharging pool shall offer a power output of at least 2000 kw and include at least one recharging station with an individual power output of at least 350 kw;


### (ii) by 1 december 2035 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 31 december 2038 , each recharging pool shall offer a power output of at least 1400 kw and include at least two recharging stations with an individual power output of at least 350 kw;


### (ii) by 1 december 2035 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 1 july 2030 , each recharging pool shall offer a power output of at least 3000 kw and include at least two recharging stations with an individual power output of at least 800kw;


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


### (ii) by 1 december 2035 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 1 december 2035 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 750 kw;


### (ii) by 1 december 2035 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 1 july 2030 , each recharging pool shall offer a poweroutput of at least 3000 kw and include at least two recharging stations with an individual power output of at least 800 kw;


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


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


### by 31 december 2030 , in each safe and secure parking area at least one recharging station dedicated to heavy-duty vehicles with a power output of at least 100 kw is installed; ### by 31 december 2028 , in each safe and secure parking area at least one recharging station dedicated to heavy-duty vehicles with a power output of at least 350 kw is installed;


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


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


### by 31 december 2030 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 1200 kw are deployed , provided by recharging stations with an individual power output of at least 150 kw. ### by 31 december 2030 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 1600 kw are deployed , provided by recharging stations with an individual power output of at least 150 kw.


### 2. operators of recharging points shall , at the publicly accessible recharging points operated by them , provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using a payment instrument that is widely used in the union. to that end: ### 2. operators of recharging points shall , at the publicly accessible recharging points operated by them and deployed from the date referred to in article 24 , provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using a payment instrument that is widely used in the union. to that end they shall accept electronic payments through terminals and devices used for payment services , at least via payment cards;


### 2. operators of recharging points shall , at the publicly accessible recharging points operated by them , provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using a payment instrument that is widely used in the union. to that end: ### 2. operators of recharging points shall , at the publicly accessible recharging points operated by them and deployed from the date referred to in article 24 , provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using a payment instrument that is widely used in the union. to that end they shall accept electronic payments through terminals and devices used for payment services , at least via payment cards whitout prejudice to the inclussion of additional payment options;


### payment card readers; ### deleted


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


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


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


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


### from 1 january 2027 onwards , operators of recharging points shall ensure that all publicly accessible recharging stations with a power output equal to or more than 50 kw operated by them comply with the requirement in point (b). ### from 1 january 2027 onwards , operators of recharging points shall ensure that all publicly accessible recharging stations with a power output equal to or more than 50 kw operated by them comply with the requirement in paragraph 2.


### the requirements laid down in points (a) and (b) shall not apply to publicly accessible recharging points that do not require payment for the recharging service. ### the requirements laid down in paragraph 2 shall not apply to publicly accessible recharging points that do not require payment for the recharging service.


### 4. prices charged by operators of publicly accessible recharging points shall be reasonable , easily and clearly comparable , transparent and non-discriminatory. operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. where relevant , the level of prices may only be differentiated in a proportionate manner , according to an objective justification. ### 4. prices charged by operators of publicly accessible recharging points shall be reasonable , easily and clearly comparable , transparent and non-discriminatory. operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. where relevant , the level of prices may only be differentiated in a proportionate manner , according to an objective justification. member states shall take the necessary measures to provide an adequate regulatory framework that encourages investments and free competition for the sake of the efficiency and the deployment of recharging points.


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


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


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


### to that end member states shall ensure that by 31 december 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the ten-t core and the ten-t comprehensive network. liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them. ### to that end member states shall ensure that by 31 december 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 200 km in-between them along the ten-t core and the ten-t comprehensive network.


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


### to that end member states shall ensure that by 31 december 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the ten-t core and the ten-t comprehensive network. liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them. ### to that end member states shall ensure that by 31 december 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 100 km in-between them along the ten-t core and the ten-t comprehensive network. liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them.


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


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


### article 8 ### deleted


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


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


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


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


### targets for supply of lng in maritime ports ### targets for supply of alternative fuel in maritime ports


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


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


### 1. by 1 january 2024 , each member state shall prepare and send to the commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure. ### 1. by 1 january 2024 , each member state shall prepare and send to the commission a draft national policy framework for the development of the market as regards alternative fuels in the transport sector and the deployment of the relevant infrastructure , in line with the long-term objective of climate neutrality in the union and based on a technologically neutral approach.


### an assessment of the current state and future development of the market as regards alternative fuels in the transport sector , and of the development of alternative fuels infrastructure , considering intermodal access of alternative fuels infrastructure and , where relevant , cross-border continuity; ### an assessment of the current state and future development of the market as regards alternative fuels in the transport sector , and of the development of alternative fuels infrastructure , considering intermodal access of alternative fuels infrastructure and , where relevant , cross-border continuity to ensure:


### an assessment of the current state and future development of the market as regards alternative fuels in the transport sector , and of the development of alternative fuels infrastructure , considering intermodal access of alternative fuels infrastructure and , where relevant , cross-border continuity; ### an assessment of the current state and future development of the market as regards to alternative fuels in the transport sector , and of the development of alternative fuels infrastructure especially for heavy duty vehicles , aviation and maritime sectors as well as a feasibility study on the deployment of the relevant infrastructure , considering intermodal access of alternative fuels infrastructure and , where relevant , cross-border continuity;


### 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.


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


### 1. member states shall appoint an identification registration organisation (‘idro’). the idro shall issue and manage unique identification (‘id’) codes to identify , at least operators of recharging points and mobility service providers , at the latest one year after the date referred to in article 24. ### 1. member states shall issue and manage unique identification (‘id’) codes to identify , at least operators of recharging points and mobility service providers , at the latest one year after the date referred to in article 24.


### (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 , especially larger container vessels exceeding 366 meters , 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 , as well as port operational characteristics , it is necessary to distinguish between the shore-side electricity (sse) requirements for cruise ships and those for the other passenger ships , namely ferries , ro-ro passenger ships and high speed passenger vessels.


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


### (38) ‘publicly accessible’ alternative fuels infrastructure , means an alternative fuels infrastructure which is located at a site or premise that is open to the general public , irrespective of whether the alternative fuels infrastructure is located on public or on private property , whether limitations or conditions apply in terms of access to the site or premise and irrespective of the applicable use conditions of the alternative fuels infrastructure; ### (38) ‘publicly accessible’ alternative fuels infrastructure , means an alternative fuels infrastructure which is located at a site or premise that is open to the general public and is with unlimited access to the alternative fuels infrastructure , irrespective of whether the alternative fuels infrastructure is located on public or on private property , whether limitations or conditions apply in terms of access to the site or premise and irrespective of the applicable use conditions of the alternative fuels infrastructure;


### – publicly accessible recharging stations for light-duty vehicles are deployed commensurate to the uptake of light-duty electric vehicles; ### – publicly accessible recharging stations for light-duty vehicles are deployed commensurate to the uptake of light-duty electric vehicles including passenger cars and light commercial vehicles;


### 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


### 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; ### 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 350 kw;


### (ii) by 31 december 2035 , each recharging pool shall offer a power output of at least 600 kw and include at least two recharging stations with an individual power output of at least 150 kw. ### 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. ### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 600 kw and include at least two recharging stations with an individual power output of at least 350 kw.


### operators of recharging points shall , at publicly accessible recharging stations with a power output below 50 kw , deployed from the date referred to in article 24 , accept electronic payments through terminals and devices used for payment services , including at least one of the following: ### 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 newly installed or renovated publicly accessible recharging points operated by them are digitally-connected recharging points.


### 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 newly installed or renovated publicly accessible normal power recharging points operated by them are capable of smart recharging.


### 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 is designed to 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.


### 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; ### ten-t core and ten-t comprehensive maritime terminals whose average annual number of 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;


### 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; ### ten-t core and ten-t comprehensive maritime terminals whose average annual number of 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;


### 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. ### ten-t core and ten-t comprehensive maritime terminals whose average annual number of 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.


### 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 installation providing shore-side electricity supply to inland waterway vessels is deployed at all ten-t comprehensive inland waterway ports by 1 january 2027.


### 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 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.


### policies and measures necessary to ensure that the mandatory targets and objectives referred to in points (b) and (c) of this paragraph are reached; ### policies and measures necessary to ensure that the mandatory targets and objectives referred to in points (b) and (c) of this paragraph are reached , accompanied by a detailed assessment of the investments required , socio- economic and cost-benefit analysis;


### measures to promote alternative fuels infrastructure in urban nodes , in particular with respect to publicly accessible recharging points; ### measures to promote alternative fuels infrastructure in urban nodes , in particular with respect to publicly accessible recharging points and measures to support the multimodal local and regional travel;


### measures to promote alternative fuels infrastructure in urban nodes , in particular with respect to publicly accessible recharging points; ### measures to promote alternative fuels infrastructure in urban nodes in particular with respect to publicly accessible recharging points and measures to support the multimodal local and regional travel;


### 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; in particular , the final authorisation decision for installation of a publicly accessible charger shall take no longer than six months from the date of submission of the request for authorisation and the request procedure shall be fully digitalised;


### 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 measures to limit the latency between initial application and actual deployment to no longer than 6 months;


### 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 , in particular , the final authorisation decision for installation of a publicly accessible charging point shall take no longer than six months from the date of submission of the request for authorisation; where possible , the request procedure shall be fully digitalised;


### a deployment plan for alternative fuels infrastructure in airports other than for electricity supply to stationary aircraft , in particular for hydrogen and electric recharging for aircrafts; ### an assessment of the current state and future development of the hydrogen market for aviation as well as a feasibility study on the deployment of the relevant infrastructure to power aircrafts including , where appropriate , a deployment plan for alternative fuels infrastructure in airports other than for electricity supply to stationary aircraft , in particular for hydrogen and electric recharging for aircrafts;


### 4. where necessary , member states shall cooperate , by means of consultations or joint policy frameworks , to ensure that the measures required to achieve the objectives of this regulation are coherent and coordinated. in particular , member states shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. the commission shall assist the member states in the cooperation process. ### 4. member states shall cooperate , by means of consultations or joint policy frameworks on parts of the ten-t core and comprehensive network , where cross-border cooperation is needed , and shall consult the responsible ten-t coordinator for advise on the strategies to use of alternative fuels and on the deployment of the corresponding infrastructure ,to ensure that the measures required to achieve the objectives of this regulation are coherent and coordinated. in particular , member states shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. the commission shall assist the member states in the cooperation process.


### 9. by 1 january 2025 , each member state shall notify to the commission its final national policy framework. ### 9. by 1 july 2024 , each member state shall notify to the commission its final national policy framework.


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


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


### 1. by 1 january 2026 , the commission shall assess the national policy framework notified by member states pursuant to article 13(9) and submit to the european parliament and to the council a report on the assessment of those national policy frameworks and their coherence at union level , including a first assessment of the expected level of attainment of the national targets and objectives referred to in article 13 (1). ### 1. by 1 january 2025 , the commission shall assess the national policy framework notified by member states pursuant to article 13(9) and submit to the european parliament and to the council a report on the assessment of those national policy frameworks and their coherence at union level , including a first assessment of the expected level of attainment of the national targets and objectives referred to in article 13 (1).


### 2. 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 at no cost while ensuring the adequate level of cybersecurity and protection of personal data. the following data types shall be made available:


### by 31 december 2026 , the commission shall review this regulation , and , where appropriate , submit a proposal to amend it. ### by 31 december 2026 , the commission shall review this regulation , and , where appropriate , submit a proposal to amend it. to this end , the commission shall assess if new objectives for renewable fuel infrastructure for ships and aircrafts are required.


### 7. the commission shall assess the draft national policy frameworks and may issue recommendations to a member state no later than six months after the submission of the draft national policy frameworks as referred to in paragraph 1. those recommendations may , in particular , address: ### 7. the commission shall assess the draft national policy frameworks in consultation of the related responsible ten-t coordinator , if necessary , and may issue recommendations to a member state no later than six months after the submission of the draft national policy frameworks as referred to in paragraph 1. those recommendations may , in particular , address:


### 5. the commission shall adopt guidance and templates concerning the content , structure and format of the national policy frameworks and the content of the national progress reports to be submitted by the member states in accordance with article 13(1) and six months after the date referred to in article 24. the commission may adopt guidance and templates to facilitate the effective application across the union of any other provisions of this regulation. ### 5. the commission shall provide for technical and advisory assistance to the concerned national authorities and shall adopt guidance and templates concerning the content , structure and format of the national policy frameworks and the content of the national progress reports to be submitted by the member states in accordance with article 13(1) and six months after the date referred to in article 24. the commission may adopt guidance and templates to facilitate the effective application across the union of any other provisions of this regulation.


### (11) implementation in member states should ensure that a sufficient number of publicly accessible recharging points is installed , in particular at public transport stations , such as port passenger terminals , airports or railway stations. a sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the ten-t network to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the union. ### (11) implementation in member states should ensure that a sufficient number of publicly accessible recharging points is installed , in particular at public transport stations , such as port passenger terminals , airports or railway stations. a sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the ten-t network to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the union. the deployment of publicly accessible recharging infrastructure should primarily be the result of private market investment; however , in compliance with state aid rules , member states should support the deployment of the necessary infrastructure in cases where market conditions require public support until a fully competitive market is established.


### (11) implementation in member states should ensure that a sufficient number of publicly accessible recharging points is installed , in particular at public transport stations , such as port passenger terminals , airports or railway stations. a sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the ten-t network to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the union. ### (11) implementation in member states should ensure that a sufficient number of publicly accessible recharging points is installed , in particular at public transport stations , such as port passenger terminals , airports or railway stations and support multimodal travel. a sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the ten-t network to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the union.