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


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


### (37) in accordance with article 3 of directive 2014/94/eu , member states have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. both the assessment of the national policy framework and the evaluation of directive 2014/94/eu have highlighted the need for higher ambition and a better coordinated approach across member states in view of the expected acceleration in the uptake of alternative fuel vehicles , in particular of electric vehicles. furthermore , alternatives to fossil fuel will be needed in all transport modes to meet the ambitions of the european green deal. the existing national policy frameworks should be revised to clearly describe how the much greater need for publicly accessible recharging and refuelling infrastructure as expressed in the mandatory targets is going to be met by the member states. the revised frameworks should equally address all transport modes including those for which no mandatory deployment targets exists. ### (37) in accordance with article 3 of directive 2014/94/eu , member states have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. both the assessment of the national policy framework and the evaluation of directive 2014/94/eu have highlighted the need for higher ambition and a better coordinated approach across member states in view of the expected acceleration in the uptake of alternative fuel vehicles , in particular of electric vehicles. furthermore , alternatives to fossil fuel will be needed in all transport modes to meet the ambitions of the european green deal and the union objective of reaching climate neutrality by 2050. the existing national policy frameworks should be revised to clearly describe how the much greater need for publicly accessible recharging and refuelling infrastructure as expressed in the mandatory targets is going to be met by the member states. while fully reflecting the "do nor harm to cohesion" principle , the revision should be based on territorial analysis , identifying the different needs and taking into account , if applicable , existing local and regional deployment plans' of re-fuelling an recharging infrastructure. the revised frameworks should equally address all transport modes including those for which no mandatory deployment targets exists.


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


### (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 prepare two years after the entry into force of this regulation a technology-rediness report , analysing the market readiness and availability of key zero- and low-emission powertrains and fuel technologies and their dedicated infrastructure. based on this report , the commission should review this regulation by the end of 2026 in particular as regards the targets setting for electric recharging points for hdv as well as targets for infrastructure for alternative fuels for zero-emission vessels and aircraft in waterborne transport and aviation.


### (54) the market for alternative fuels and in particular for zero emission fuels is still in the early stages of development and technology is evolving fast. this should likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. the commission should therefore review this regulation by the end of 2026 in particular as regards the targets setting for electric recharging points for hdv as well as targets for infrastructure for alternative fuels for zero-emission vessels and aircraft in waterborne transport and aviation. ### (54) the market for alternative fuels and in particular for zero emission fuels is still in the early stages of development and technology is evolving fast. this should likely affect the demand for alternative fuels and consequently for alternative fuels infrastructure across the modes. the commission should therefore review this regulation by the end of 2026 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. such a review should not consider requirements already introduced in the regulation , in order to ensure legal certainty , facilitate long-term investments and avoiding the creation of stranded assets.


### (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.


### 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 if the share of battery electric light-duty vehicles in relation to the total projected light-duty vehicle fleet in that member state 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 between a range of a maximum of 3 kw and a minimum of 1.5 kw is provided through publicly accessible recharging stations. this number would be reduced to a minimum of 1.5 kw according to the progressive increase of member states’ share of the total projected vehicle fleet; 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; and


### for each plug-in hybrid light-duty vehicle registered in their territory , a total power output of at least 0.66 kw is provided through publicly accessible recharging stations. ### for each plug-in hybrid light-duty vehicle registered in their territory , a total power output of at least 2 kw is provided through publicly accessible recharging stations if a member state’s electric vehicles share of the total projected vehicle fleet is less than 1%; and


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


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


### 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;


### (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 900 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 300 kw;


### 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


### 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 ensure a minimum coverage of publicly accessible recharging points , dedicated to heavy-duty vehicles in their territory , including the deployment of smart and bidirectional recharging in particular for publicly accessible long-parking duration of heavy-duty vehicles in line with the obligations set by article 5.8 of this regulation. 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 , considering local conditions , 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 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 700 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 5000 kw and include 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; ### (i) 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;


### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 31 december 2030 , each recharging pool shall offer a power output of at least 5000 kw and include at least four recharging stations with an individual power output of at least 700 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 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 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;


### 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 , considering local conditions , 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 2027 , 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 700 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 3000 kw and include at least one recharging station with an individual power output of at least 800 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;


### (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 2032 , 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 700 kw;


### (ii) by 1 december 2035 , each recharging pool shall offer a power output of at least 3500 kw and include at least two recharging stations with an individual power output of at least 350 kw; ### (ii) by 1 december 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 1200 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 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 two recharging stations 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 lorry parking area at least two recharging stations dedicated to heavy-duty vehicles with a power output of at least 100 kw are installed;


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


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


### 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 3500 kw are deployed , provided by recharging stations with an individual power output of at least 350 kw.


### by 31 december 2030 , in each urban node publicly accessible recharging points dedicated to heavy-duty vehicles providing an aggregated power output of at least 1200 kw are deployed , provided by recharging stations with an individual power output of at least 150 kw. ### by 1 july 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 and at least two recharging stations with an individual power output of at least 350 kw


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


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


### operators of recharging points shall , at publicly accessible recharging stations with a power output below 50 kw , deployed from the date referred to in article 24 , accept electronic payments through terminals and devices used for payment services , including at least one of the following: ### operators of recharging points shall , at publicly accessible recharging stations deployed from the date referred to in article 24 , accept electronic payments through terminals and devices used for payment services , from payment card readers. in addition , other payment services could be added to include not limited to:


### payment card readers; ### deleted


### payment card readers; ### mobility service providers through subscription services;


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


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


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


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


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


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


### 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.


### 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 shall not apply to publicly accessible recharging points that do not require payment for the recharging service.


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


### 5. operators of recharging points shall clearly display the ad hoc price and all its components at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session. at least the following price components , if applicable at the recharging station , shall be clearly displayed: ### 5. operators of recharging points shall clearly make available the ad hoc price and all its components at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session. the ad hoc price shall be clearly made available in ‘price per kwh’ by default. to this end , operators shall ensure that recharging points operated by them are equipped with electrical energy meters allowing for accurate metering of electricity offtake.


### – price per session , ### deleted


### – price per minute , ### deleted


### – price per kwh. ### deleted


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


### 1. member states shall ensure that , in their territory , a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 december 2030. ### 1. member states shall ensure that , in their territory , a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 december 2027.


### 1. member states shall ensure that , in their territory , a minimum number of publicly accessible hydrogen refuelling stations are put in place by 31 december 2030. ### 1. member states shall ensure that , in their territory , a minimum number of publicly accessible hydrogen and other sustainable renewables fuels refuelling stations 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 2027 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 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 400 km in-between them.


### to that end member states shall ensure that by 31 december 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the ten-t core and the ten-t comprehensive network. liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them. ### to that end member states shall ensure that by 31 december 2025 along the ten-t core and the ten-t comprehensive network publicly accessible hydrogen refuelling stations and refuelling stations for other sustainable renewable fuels are deployed with a maximum distance between them of 150 km for hydrogen and (bio)lng and of 50 km for (bio)cng , with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser in the case of hydrogen. 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 2027 , at least one publicly accessible hydrogen refuelling station is deployed in each urban node. an analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied.


### they shall ensure that by 31 december 2030 , at least one publicly accessible hydrogen refuelling station is deployed in each urban node. an analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied. ### they shall ensure that by 31 december 2030 , at least one publicly accessible hydrogen refuelling station is deployed in each urban node. member states may choose to postpone this date up to 5 years , if there is no identified demand in the area. in any case , the hydrogen refuelling infrastructure is deployed in each urban node with capacity proportionate to the fleet of vehicles using alternative fuels. an analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied.


### they shall ensure that by 31 december 2030 , at least one publicly accessible hydrogen refuelling station is deployed in each urban node. an analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied. ### they shall ensure that by 31 december 2027 , at least one publicly accessible hydrogen refuelling station is deployed in each urban node. an analysis on the best location shall be carried out for such refuelling stations that shall in particular consider the deployment of such stations in multimodal hubs where also other transport modes could be supplied. these conditions apply to other sustainable renewables fuels refuelling stations as well.


### 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 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.


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


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


### payment card readers; ### deleted


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


### 2. prices charged by the operators of publicly accessible hydrogen refuelling points shall be reasonable , easily and clearly comparable , transparent and non-discriminatory. operators of publicly accessible hydrogen refuelling points shall not discriminate between the prices charged to end users and those charged to mobility service providers as well as between the prices charged to different mobility service providers. where relevant , the level of prices may only be differentiated according to an objective justification. ### 2. prices charged by the operators of publicly accessible hydrogen and other sustainable renewables fuels refuelling points shall be reasonable , easily and clearly comparable , transparent and non-discriminatory. operators of publicly accessible hydrogen refuelling points shall not discriminate between the prices charged to end users and those charged to mobility service providers as well as between the prices charged to different mobility service providers. where relevant , the level of prices may only be differentiated according to an objective justification.


### article 8 ### deleted


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


### member states shall ensure until 1 january 2025 that an appropriate number of publicly accessible refuelling points for lng are put in place , at least along the ten-t core network , in order to allow lng heavy-duty motor vehicles to circulate throughout the union , where there is demand , unless the costs are disproportionate to the benefits , including environmental benefits. ### member states shall ensure until 31 december 2029 that an appropriate number of publicly accessible refuelling points for lng and cng are put in place , at least along the ten-t core network , in order to allow lng and cng heavy-duty motor vehicles to circulate throughout the union , where there is demand , unless the costs are disproportionate to the benefits , including environmental benefits.


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


### 3. where the maritime port of the ten-t core network and the ten-t comprehensive network is located on an island which is not connected directly to the electricity grid , 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 in an outermost region 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.


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


### 11 targets for supply of lng in maritime ports ### 11 targets for supply of lng , hydrogen and ammonia in maritime ports


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


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


### 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 a core network of refuelling points for lng at maritime ports is available by 1 january 2025 which is appropriate to serve the demand for lng by seagoing ships. member states shall cooperate with neighbouring member states where necessary to ensure adequate coverage.


### 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 lng , hydrogen and ammonia 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 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 maritime ports that shall provide access to the refuelling points for lng , hydrogen and ammonia referred to in paragraph 1 , also taking into consideration technical and economically sustainable possibility , 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 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 lng referred to in paragraph 1 , taking into consideration actual market needs and developments , and environmental benefits.


### 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 particular sustainable renewable ones , in the transport sector and the deployment of the relevant infrastructure.


### 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 , in particular sustainable renewable ones , infrastructure , considering intermodal access of alternative fuels infrastructure and , where relevant , cross-border continuity;


### national targets and objectives pursuant to articles 3 , 4 , 6 , 8 , 9 , 10 , 11 and 12 for which mandatory national targets are set out in this regulation; ### national targets and objectives pursuant to articles 3 , 4 , 6 , 8 , 9 , 10 , 11 and 12 for which mandatory national targets are set out in this regulation , as well as the reference period of three years used to identify the scope of article 9 ,paragraph 1;


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


### 3. member states shall ensure that national policy frameworks take into account , as appropriate , the interests of regional and local authorities , in particular when recharging and refuelling infrastructure for public transport is concerned , as well as those of the stakeholders concerned. ### 3. member states shall ensure that national policy frameworks take into account the interests of regional and local authorities , in particular when recharging and refuelling infrastructure for public transport is concerned , as well as those of the stakeholders concerned. these regional and local authorities shall , from the outset , be taken on board regarding the deployment of the alternative fuels infrastructure.


### 5. support measures for alternative fuels infrastructure shall comply with the relevant state aid rules of the tfeu. ### 5. support measures for alternative fuels infrastructure shall comply with the relevant state aid rules of the tfeu. member states shall make sure that sufficient public support measures are taken for deployment of alternative fuels infrastructure in sparsely populated and remote areas , which are less attractive for private investment , due to lower traffic flows and recharging demand.


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


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


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


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


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


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


### (21) the increasing number of electric vehicles in road , rail , maritime and other transport modes will require that recharging operations are optimised and managed in a way that does not cause congestion and takes full advantage of the availability of renewable electricity and low electricity prices in the system. smart recharging in particular can facilitate the integration of electric vehicles into the electricity system further as it enables demand response through aggregation and through price based demand response. system integration can further be facilitated through bi-directional recharging (vehicle-to-grid). all normal recharging points at which vehicles are typically parked for a longer period should therefore support smart recharging. ### (21) the increasing number of electric vehicles in road , rail , maritime and other transport modes will require that recharging operations are optimised and managed in a way that does not cause congestion and takes full advantage of the availability of renewable electricity and low electricity prices in the system. smart recharging in particular can facilitate the integration of electric vehicles into the electricity system further as it enables demand response through aggregation and through price based demand response. system integration can further be facilitated through bi-directional recharging (vehicle-to-grid). all normal recharging points at which vehicles are typically parked for a longer period should therefore support smart recharging. from 1 january 2025 , operators should ensure that all publicly accessible recharging points are capable of smart recharging.


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


### (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) all shipping segments need to contribute to lowering emissions at berth. however , container ships and passenger ships , being the ship categories which are producing the highest amount of greenhouse gas emissions per ship at berth , should as a priority be provided with shore-side electricity supply. berths used by larger container vessels , exceeding 366 meters , which have due to the large power demand and high level of shore-power readiness the greatest potential to significantly reduce emissions at berth when using shore-side electricity (sse) , should have the highest priority in terms of implementation of shore-side electricity infrastructure. once these berths have shore side electricity infrastructure other container vessels calling on these berths should also use the available infrastructure. 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.


### (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’ means a recharging pool , station or point which is located at a site or premise that is open to the general public at least 8 hours per day and 6 days a week with chargers available to the general public without any restrictions (e.g. not limited to a determinate circle of persons/customers/clients) , irrespective of whether the recharging infrastructure is located on public or on private property.


### (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 , with unlimited and unconditional access to the alternative fuels infrastructure , irrespective of whether it is located on public or on private property;


### (56) ‘safe and secure parking’ means a parking and rest area as referenced in article 17 , point(1)(b) that is dedicated to heavy-duty vehicles overnight parking; ### (56) ‘lorry parking’ means a parking and rest area as referenced in article 17 , point(1)(b) that is dedicated to heavy-duty vehicles overnight parking;


### – 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;


### 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: ### 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: and heavy duty road transport vehicles and meeting the following requirements and deployed in each direction of travel; with a maximum distance of 100 km in between them:


### (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 publicly accessible recharging points operated by them are digitally connected recharging points and include e-roaming functionality.


### 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 new publicly accessible recharging points operated by them are capable of smart recharging. when deemed necessary by transmission system operators and distribution system operators and complementary to the provision laid down in article 14(4) of this regulation , publicly accessible recharging points should be capable of bi-directional recharging. from 1 january 2025 , operators of recharging points should ensure that all publicly accessible recharging points operated by them are capable of smart recharging.


### 8. from the date referred to in article 24 , operators of recharging points shall ensure that all publicly accessible 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 publicly accessible power recharging points operated by them are capable of smart recharging.


### 9. member states shall take the necessary measures to ensure that appropriate signposting is deployed within parking and rest areas on the ten-t road network where alternative fuels infrastructure is installed , to enable easy identification of the exact location of the alternative fuels infrastructure. ### 9. member states shall take the necessary measures to ensure that appropriate signposting is deployed along the ten-t road network where alternative fuels infrastructure is installed , to enable easy identification of the exact location of the alternative fuels infrastructure.


### 6 targets for hydrogen refuelling infrastructure of road vehicles ### 6 targets for hydrogen and other sustainable renewables fuels refuelling infrastructure of road vehicles


### 3. operators of hydrogen refuelling points shall make price information available before the start of a refuelling session at the refuelling stations operated by them. ### 3. operators of hydrogen and other sustainable renewables fuels refuelling points shall make price information available before the start of a refuelling session at the refuelling stations operated by them.


### 4. operators of publicly accessible refuelling stations may provide hydrogen refuelling services to customers on a contractual basis , including in the name and on behalf of other mobility service providers. mobility service providers shall charge prices to end users that are reasonable , transparent and non-discriminatory. mobility service providers shall make available to end users all applicable price information , prior to the start of the recharging session , and specific to their intended recharging session , through freely available , widely supported electronic means , clearly distinguishing the price components charged by the operator of the hydrogen refuelling point , applicable e-roaming costs and other fees or charges applied by the mobility service provider. ### 4. operators of publicly accessible refuelling stations may provide hydrogen and other sustainable renewables fuels refuelling services to customers on a contractual basis , including in the name and on behalf of other mobility service providers. mobility service providers shall charge prices to end users that are reasonable , transparent and non-discriminatory. mobility service providers shall make available to end users all applicable price information , prior to the start of the recharging session , and specific to their intended recharging session , through freely available , widely supported electronic means , clearly distinguishing the price components charged by the operator of the hydrogen refuelling point , applicable e-roaming costs and other fees or charges applied by the mobility service provider.


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing container ships above 5000 gross tonnes , in the previous three years , is above 50 have sufficient shore-side power output to meet at least 90% of that demand; ### by 1 january 2030 , maritime ports have sufficient shore-side power output to meet at least 90% of that demand by seagoing container ships , tankers and refrigerated bulk carriers above 400 gross tonnes;


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by 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; ### 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 70 provide shore-side electricity for 90% of these calls;


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by seagoing ro-ro passenger ships and high-speed passenger craft above 5000 gross tonnes , in the previous three years , is above 40 have sufficient shore-side power output to satisfy at least 90% of that demand; ### by 1 january 2025 , maritime ports have sufficient shore-side power output to satisfy at least 90% of demand by passenger ships above 400 gross tonnes;


### ten-t core and ten-t comprehensive maritime ports whose average annual number of port calls over the last three years by 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; ### terminals whose average annual number of calls over the last three years by seagoing passenger ships , other than cruise ships , above 5000gross tonnes , in the previous three years , is above 40 provide shore-side electricity for 90% of these calls;


### 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. ### by 1 january 2035 , maritime ports have sufficient shore-side power output to meet at least 90% of that demand by ships above 400 gross tonnes other than passenger ships , seagoing container ships , tankers and refrigerated bulk carriers.


### 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. ### terminals whose average annual number of port calls over the last three years by cruise ships above 5000 gross tonnes , in the previous three years , is above 50 provide shore-side electricity for 90% of the calls.


### 2. for the determination of the number of port calls the following port calls shall not be taken into account: ### 2. for the determination of the demand the following port calls shall not be taken into account:


### 2. for the determination of the number of port calls the following port calls shall not be taken into account: ### 2. for the determination of the number of port calls at terminals in accordance with article 9(1) , the following port calls shall not be taken into account:


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


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


### at least one installation providing shore-side electricity supply to inland waterway vessels is deployed at all ten-t comprehensive inland waterway ports by 1 january 2030. ### at least one refuelling point providing hydrogen supply to inland waterway vessels is deployed at all ten-t core and comprehensive inland waterway ports by 1 january 2030.


### targets for supply of electricity to stationary aircraft ### targets for supply of electricity and hydrogen to stationary aircraft


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


### 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. 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 and that the hydrogen supplied pursuant to paragraph 1 comes from renewable or low-carbon sources.


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


### 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 bio-lng and bio-cng recharging points;


### measures to remove possible obstacles with regards to planning , permitting and procuring of alternative fuels infrastructure; ### and how to limit the latency between initial application and actual deployment to no longer than 6 months;


### 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; ### a deployment plan for alternative fuels infrastructure in airports other than for electricity supply to stationary aircraft , in particular for hydrogen , other sustainable renewable fuels and electric recharging for aircrafts;


### by 31 december 2026 , the commission shall review this regulation , and , where appropriate , submit a proposal to amend it. ### the commission shall monitor the progress made towards achieving the implementation of the regulation. by 31 december 2026 , the commission shall , if/when appropriate , consider a review this regulation , and , where appropriate , submit a proposal to amend it. such a review shall not substantially alter requirements already introduced in the regulation. by the end of 2026 ,member states shall review the scope of article 9 if , based on a new three-year reference period , additional terminals in ports have to be added to the scope in accordance with article 9.


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


### 7 hydrogen refuelling infrastructure ### 7 hydrogen and other sustainable renewables fuels refuelling infrastructure


### port calls that are at berth for less than two hours , calculated on the basis of hour of departure and arrival monitored in accordance with article 14 of the proposal for a regulation com(2021)562; ### port calls that are at berth for less than two hours , calculated on the basis of hour of the estimated departure and arrival monitored in accordance with article 14 of the proposal for a regulation com(2021)562;


### port calls by ships that use zero-emission technologies , as specified in annex iii of the proposal for a regulation com(2021)562; ### port calls at a terminal by ships that use zero-emission technologies as specified in article 5.3.b and annex iii of the proposal for a regulation com(2021)562;


### a deployment plan for alternative fuels infrastructure in maritime ports , in particular for electricity and hydrogen , for port services as defined in regulation (eu) 2017/352 of the european parliament and of the council66 ; ### a deployment plan for alternative fuels infrastructure in maritime ports , in particular for electricity and hydrogen , which shall be accompanied by a comprehensive financing plan , for port services as defined in regulation (eu) 2017/352 of the european parliament and of the council66 ;


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


### – other national targets and objectives for which no eu wide mandatory national targets exist. for alternative fuels infrastructure in ports , airports and for rail the location and capacity/size of the installation has to be reported; ### – other national targets and objectives for which no eu wide mandatory national targets exist. for alternative fuels infrastructure in ports , airports and for rail the location and capacity/size of the installation as well as its use , and the demand for infrastructure has to be reported;


### 2. utilisation rates: for the categories under point 1(b) , reporting the utilisation of that infrastructure; ### 2. utilisation rates: for the categories under point1(b) , reporting the utilisation of , and expected future demand for , that infrastructure;


### 4.1. shore-side electricity supply for seagoing ships , including the design , installation and testing of the systems , shall comply with the technical specifications of the iec/ieee 80005-1:2019 standard , for high-voltage and low-voltage shore connections respectively. ### 4.1. shore-side electricity supply for seagoing ships , including the design , installation and testing of the systems , shall comply with the technical specifications of the iec/ieee 80005-1:2019 standard , for high-voltage and low-voltage shore connections respectively. vessels should foresee and adapt to these standards when planning and investing in ops on-board , including voltage , electrical frequency and onboard step-down transformer where necessary , avoiding incompatibilities.


### 4.5. technical specifications for port-to-grid communication interface in automated onshore power supply (ops) and battery recharging systems for maritime vessels. ### 4.5. technical specifications for port-to-grid communication interface in automated onshore power supply (ops) and battery recharging systems for maritime vessels , along with technical specifications for ops installed onboard vessels , including frequency and voltage standardisation where applicable.


### – natural gas , in gaseous form (compressed natural gas (cng)) and liquefied form (liquefied natural gas (lng)) , ### – natural gas , including biomethane , in gaseous form (compressed natural gas (cng)) and liquefied form (liquefied natural gas (lng)) ,


### 2. member states shall ensure a minimum coverage of publicly accessible recharging points dedicated to light-duty vehicles on the road network in their territory. to that end , member states shall ensure that: ### 2. member states shall ensure a minimum coverage of publicly accessible recharging points dedicated to light-duty vehicles on the road network in their territory , including the deployment of smart and bidirectional recharging in particular for publicly accessible long-parking duration of light-duty vehicles in line with the obligations set by article 5.8 of this regulation. to that end , member states shall ensure that:


### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute to achieving that target , including the land use , land use change and forestry sector. the contribution of net removals to the 2030 union climate target is limited to 225 million tonnes of co2 equivalent. in the context of regulation (eu) 2021/1119 , the commission reaffirmed in a corresponding statement its intention to propose a revision of regulation (eu) 2018/841 of the european parliament and of the council31 , in line with the ambition to increase net carbon removals to levels above 300 million tonnes of co2 equivalent in the land use , land use change and forestry sector by 2030. ### (4) in regulation (eu) 2021/1119 of the european parliament and of the council30 , the union has enshrined the target of economy-wide climate neutrality by 2050 in legislation. that regulation also establishes a binding union commitment to reduce net greenhouse gas emissions (emissions after deduction of removals) by at least 55 % below 1990 levels by 2030. all sectors of the economy are expected to contribute to achieving that target by prioritising emissions reductions , including the land use , land use change and forestry sector. the contribution of net removals to the 2030 union climate target is limited to 225 million tonnes of co2 equivalent. in the context of regulation (eu) 2021/1119 , the commission reaffirmed in a corresponding statement its intention to propose a revision of regulation (eu) 2018/841 of the european parliament and of the council31 , in line with the ambition to increase net carbon removals to levels above 300 million tonnes of co2 equivalent in the land use , land use change and forestry sector by 2030.


### (8) the land sector has the potential to become rapidly climate-neutral by 2035 in a cost-effective manner , and subsequently generate more greenhouse gas removals than emissions. a collective commitment aiming to achieve climate-neutrality in the land sector in 2035 at eu level can provide the needed planning certainty to drive land-based mitigation action in the short term , considering that it can take many years for such action to deliver the desired mitigation outcomes. moreover , the land sector is projected to become the largest sector in the eu greenhouse gas flux profile in 2050. it is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the collective target of climate neutrality in the land sector at eu level in 2035. on the basis of these plans , the commission should propose national targets , ensuring that the union-wide greenhouse gas emissions and removals in the land use , land use change and forestry sector and the emissions from the agriculture non-co2 sectors are at least balanced by 2035. contrary to the eu level target of climate neutrality for the land sector by 2035 , such national targets will be binding and enforceable on each member state. ### (8) the land sector has the potential to become rapidly climate-neutral by 2035 in a cost-effective manner , and subsequently generate more greenhouse gas removals than emissions. a collective commitment aiming to achieve climate-neutrality in the land sector in 2035 at eu level can provide the needed planning certainty to drive land-based mitigation action in the short term , considering that it can take many years for such action to deliver the desired mitigation outcomes. moreover , the land sector is projected to become the largest sector in the eu greenhouse gas flux profile in 2050. it is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the collective target of climate neutrality in the land sector at eu level in 2035. on the basis of these plans , the commission should propose national targets , ensuring that the union-wide greenhouse gas emissions and removals in the land use , land use change and forestry sector and the emissions from the agriculture non-co2 sectors are at least balanced by 2035. contrary to the eu level target of climate neutrality for the land sector by 2035 , such national targets will be binding and enforceable on each member state. in addition , the commission should propose more ambitious targets for 2042 and 2050 in the combined land sector.


### (8) the land sector has the potential to become rapidly climate-neutral by 2035 in a cost-effective manner , and subsequently generate more greenhouse gas removals than emissions. a collective commitment aiming to achieve climate-neutrality in the land sector in 2035 at eu level can provide the needed planning certainty to drive land-based mitigation action in the short term , considering that it can take many years for such action to deliver the desired mitigation outcomes. moreover , the land sector is projected to become the largest sector in the eu greenhouse gas flux profile in 2050. it is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the collective target of climate neutrality in the land sector at eu level in 2035. on the basis of these plans , the commission should propose national targets , ensuring that the union-wide greenhouse gas emissions and removals in the land use , land use change and forestry sector and the emissions from the agriculture non-co2 sectors are at least balanced by 2035. contrary to the eu level target of climate neutrality for the land sector by 2035 , such national targets will be binding and enforceable on each member state. ### (8) the land sector has the potential to become rapidly climate-neutral by 2035 in a cost-effective manner , and subsequently generate more greenhouse gas removals than emissions. member states aiming to achieve climate-neutrality in the land sector in 2035 at eu level can provide the needed planning certainty to drive land-based mitigation action in the short term , considering that it can take many years for such action to deliver the desired mitigation outcomes. moreover , the land sector is projected to become the largest sector in the eu greenhouse gas flux profile in 2050. it is therefore particularly important to anchor that sector to a trajectory that can effectively deliver net zero greenhouse gas emissions by 2050. by mid-2024 , the member states should submit their updated integrated national energy and climate plans in accordance with article 14 of regulation (eu) 2018/1999 of the european parliament and of the council34 . the plans should include relevant measures by which each member state best contributes to the target of climate neutrality in the land sector at eu level in 2035. on the basis of these plans , the commission should propose national targets , ensuring that greenhouse gas emissions and removals in the land use , land use change and forestry sector and the emissions from the agriculture non-co2 sectors are at least balanced by 2035. in addition to member states targeting to climate neutrality for the land sector by 2035 , national targets will be binding and enforceable on each member state.


### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a direct incentive to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling. ### (10) in order to enhance greenhouse gas removals , individual farmers and forest owners need a direct incentive to store more carbon on their land , in their forests and in carbon storage products. forest owners need to be encouraged to implement sustainable forest management practices. increasing carbon sinks by planting trees and plants , as well as local european food production requires an increasing amount of sustainably sourced natural resources , such as growing media constituents. this regulation should take into account the fact that securing the production of these materials is essential for the union’s food security and forestation targets. as outlined in the communication of the commission of 15 december 2021 on sustainable carbon cycles1a , new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio- economy , including through the use of durable harvested wood products and through substitution of non-biodegradable fossil-based raw materials , in full respect of ecological principles fostering biodiversity and the circular economy. renewable bio-based materials and products contribute to the circular bio economy by acting as substitutes for non-biodegradable fossil-based options other options with a higher environmental footprint in industries such as construction , textiles , chemicals and packaging. hence , new categories of all carbon storage products , including new innovative solutions , should be introduced in addition to the harvested wood products , considering the variety of other product groups and high value-added products with a long-life cycle created and contributing to carbon sequestration and their carbon capture capacity throughout the product life cycle to promote voluntary carbon market measures being taken in the land use sector. the emerging business models , further development of bio-energy with carbon capture and storage (beccs) technologies , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling.


### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a direct incentive to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling. ### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need direct and indirect incentives to store more carbon on their land and their forests by sustainable forest management. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy and substitute fossil-base raw materials , including through the use and production of carbon storage products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of carbon storage products based on ipcc guidelines covering also new innovative solutions should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling.


### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a direct incentive to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling. ### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a direct and indirect incentives to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy , such as the cascading principle of biomass. hence , new categories of carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling.


### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a direct incentive to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling. ### (10) in order to enhance greenhouse gas removals , individual farmers or forest managers need a direct incentive to store more carbon on their land and their forests. new business models based on carbon farming incentives and on the certification of carbon removals need to be increasingly deployed in the period until 2030. such incentives and business models will enhance climate mitigation in the bio-economy , including through the use of durable harvested wood products , in full respect of ecological principles fostering biodiversity and the circular economy. hence , new categories of sustainable long-term carbon storage products should be introduced in addition to the harvested wood products. the emerging business models , farming and land management practices to enhance removals contribute to a balanced territorial development and economic growth in rural areas. they also create opportunities for new jobs and provide incentives for relevant training , reskilling and upskilling.


### commitments of member states to take the necessary measures aiming towards the collective achievement of climate-neutrality in the union by 2035 in the land use , land use change and forestry sector including emissions by the non-co2 agriculture.’; ### commitments of member states to take the necessary measures aiming towards the achievement of climate-neutrality in each member state by 2035 in the land use , land use change and forestry sector including emissions by the non-co2 agriculture.’;


### the commission shall adopt implementing acts setting out the annual targets based on the linear trajectory for net greenhouse gas removals for each member state , for each year in the period from 2026 to 2029 in terms of tonnes co2 equivalent. these national trajectories shall be based on the average greenhouse gas inventory data for the years 2021 , 2022 and 2023 , reported by each member state. the value of the 310 million tonnes co2 equivalent net removals as a sum of the targets for member states set out in annex iia may be subject to a technical correction due to a change of methodology by member states. the method for determination of the technical correction to be added to the targets of the member states , shall be set out in these implementing acts. for the purpose of those implementing acts , the commission shall carry out a comprehensive review of the most recent national inventory data for the years 2021 , 2022 and 2023 submitted by member states pursuant to article 26(4) of regulation (eu) 2018/1999. ### the commission shall adopt implementing acts setting out the annual targets based on the linear trajectory for net greenhouse gas removals for each member state , for each year in the period from 2026 to 2029 in terms of tonnes co2 equivalent. these national trajectories shall be based on the average greenhouse gas inventory data for the years 2021 , 2022 and 2023 , reported by each member state. the value of the 310 million tonnes co2 equivalent net removals as a sum of the targets for member states set out in annex iia may be subject to a technical correction due to a change of methodology by member states , subject to independent expert review confirming the necessity and proportionality of the technical correction based on the improved accuracy of the data monitored and reported. the method for determination of the technical correction to be added to the targets of the member states and for the independent expert review , shall be set out in these implementing acts and made publicly available. for the purpose of those implementing acts , the commission shall carry out a comprehensive review of the most recent national inventory data for the years 2021 , 2022 and 2023 submitted by member states pursuant to article 26(4) of regulation (eu) 2018/1999.


### the union-wide greenhouse gas emissions in the sectors set out in article 2(3) , points (a) to (j) , shall aim to be net zero by 2035 and the union shall achieve negative emissions thereafter. the union and the member states shall take the necessary measures to enable the collective achievement of the target for 2035. ### the greenhouse gas emissions of the member states in the sectors set out in article 2(3) , points (a) to (j) , shall aim to be net zero by 2035 and the union shall achieve negative emissions thereafter. the union and the member states shall take the necessary measures to enable the achievement of the target for 2035.