## 1 Introduction  
The European Union has seen a strong growth of electric passenger vehicles over the last decade. Passing from slightly over 21,000 cars in 2011 to nearly 2.2 million cars in 2021 [1]. This is backed by a series of initiatives and declarations such as the inter-governmental Electric Vehicles Initiative (EVI30) [2], which sets a global target of at least 30 percent new electric vehicle sales by 2030, or the EV100 initiative grouping companies, which commit to 100% electric fleets by 2030 [3]. In addition, in the public transportation domain, the electrified bus sector saw a fast development. In fact, the number of buses on European roads increased from only 286 battery electric buses in 2011 to over 7350 in 2021 [1]. In this context, the main challenges faced by the manufacturers are the development of a mass market for electric vehicles and investments in modern technologies to overcome infrastructure barriers. The rapid increase in the number of electric vehicles in Europe requires a thorough analysis of the future development of infrastructure, which is critical to the continuous market growth of this technology. For this reason, the European Directive 2014/94/EU [4] and its forthcoming revision [5] require member states to ensure that charging points (CPs) for electric vehicles must be publicly accessible and provide sufficient coverage. Underdeveloped charging infrastructure is identified as one of the main barriers to EV market diffusion [6; 7]. In the case of insufficient charging infrastructure, there is no guarantee of flexibility and convenience in energy supply, which makes EV driving less attractive. To overcome these obstacles, the infrastructure (supply side) and the vehicles (demand side) must coevolve [8]. The sustainable development of EV infrastructures and their widescale adoption requires the combination of the quantitative balance between EVs and charging stations with social, technical, and economic criteria [9]. The shift in the paradigm of electrified transport user behavior [10; 11] shows that infrastructure should be planned in consideration of particular points of interest (POIs), where flows of people are the most important, or in the case of battery electric buses, at points where it is needed and based on a multiplicity of factors (i.e., the driven route, timetable, bus performance, etc.) [12; 13; 14]. Therefore, the process of locating charging points for electrified vehicles is complex and involves multiple factors, as well as stakeholders, and it has a strong influence on the effectiveness and functionality of the entire electromobility system. In this context, the authors address regional specificities when developing a network of charging infrastructure for public and private passenger transport. The use of charging infrastructure at an extra-urban scale is based on the tendency of longer distances that need to be served with low-density service areas and with a smaller number of vehicles with respect to the urban scale. Based on the literature review conducted, several examples of analyses can be found for the development of charging infrastructure (charging points for private vehicles and buses) in urban areas, but very few focus on the regional scale with specific features that address mountainous contexts. In the present study, charging infrastructure for both private vehicles and public buses are considered. Currently, the two are treated separately. However, both require similar infrastructural and grid connection investments; therefore, in regional areas with the specificities mentioned above, the dual use of charging stations or at least planning for the charging locations of both types can allow a higher degree of utilization of the infrastructure and thus enhance the efficiency of the investment, especially when it comes to publicly funded infrastructure. The paper also integrates considerations regarding the total cost of the infrastructure installations and the economic efficiency of public versus private investments in such infrastructures.