A-9-2022-0234 — EU Parl Watch

PR_COD_1amCom

Symbols for procedures

* Consultation procedure

*** Consent procedure

***I Ordinary legislative procedure (first reading)

***II Ordinary legislative procedure (second reading)

***III Ordinary legislative procedure (third reading)

(The type of procedure depends on the legal basis proposed by the draft act.)

Amendments to a draft act

Amendments by Parliament set out in two columns

Deletions are indicated in bold italics in the left-hand column. Replacements are indicated in bold italics in both columns. New text is indicated in bold italics in the right-hand column.

The first and second lines of the header of each amendment identify the relevant part of the draft act under consideration. If an amendment pertains to an existing act that the draft act is seeking to amend, the amendment heading includes a third line identifying the existing act and a fourth line identifying the provision in that act that Parliament wishes to amend.

Amendments by Parliament in the form of a consolidated text

New text is highlighted in bold italics. Deletions are indicated using either the ▌symbol or strikeout. Replacements are indicated by highlighting the new text in bold italics and by deleting or striking out the text that has been replaced.

By way of exception, purely technical changes made by the drafting departments in preparing the final text are not highlighted.

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

on the proposal for a regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council

(COM(2021)0559 – C90331/2021 – 2021/0223(COD))

(Ordinary legislative procedure: first reading)

– having regard to the Commission proposal to Parliament and the Council (COM(2021)0559),

– having regard to Article 294(2) and Article 91 of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C90331/2021),

– having regard to Article 294(3) of the Treaty on the Functioning of the European Union,

– having regard to the reasoned opinion submitted, within the framework of Protocol No 2 on the application of the principles of subsidiarity and proportionality, by the French National Assembly, asserting that the draft legislative act does not comply with the principle of subsidiarity,

– having regard to the opinion of the European Economic and Social Committtee of 8 December 2021,

– having regard to the opinion of the Committee of the Regions,

– having regard to Rule 59 of its Rules of Procedure,

– having regard to the opinions of the Committee on the Environment, Public Health and Food Safety, the Committee on Industry, Research and Energy and the Committee on Regional Development

– having regard to the report of the Committee on Transport and Tourism (A9-0234/2022),

1. Adopts its position at first reading hereinafter set out;

2. Calls on the Commission to refer the matter to Parliament again if it replaces, substantially amends or intends to substantially amend its proposal;

3. Instructs its President to forward its position to the Council, the Commission and the national parliaments.

Amendment 1

Proposal for a regulation

Recital 1

Text proposed by the Commission

Amendment

(1) Directive 2014/94/EU of the European Parliament and of the Council43 laid down a framework for the deployment of alternative fuels infrastructure. The Commission Communication on the application of that Directive44 points to the uneven development of recharging and refuelling infrastructure across the Union and the lack of interoperability and user friendliness. It notes that the absence of a clear common methodology for setting targets and adopting measures under the National Policy Frameworks required by Directive 2014/94/EU has led to a situation whereby the level of ambition in target setting and supporting policies varies greatly among Member States.

(1) Directive 2014/94/EU of the European Parliament and of the Council43 laid down a framework for the deployment of alternative fuels infrastructure. The Commission Communication on the application of that Directive44 points to the uneven development of recharging and refuelling infrastructure across the Union and the lack of interoperability and user friendliness. It notes that the absence of a clear common methodology for setting targets and adopting measures under the National Policy Frameworks required by Directive 2014/94/EU has led to a situation whereby the level of ambition in target setting and supporting policies varies greatly among Member States. This, in turn, has resulted in the failure to deliver a comprehensive and complete network of alternative fuels infrastructure across the Union.

__________________

43 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1).

44 COM(2020) 789 final.

Amendment 2

Proposal for a regulation

Recital 3

Text proposed by the Commission

Amendment

(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure.

(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. The revision of those instruments should be aligned with the revision of the current Regulation in order to ensure a coherent framework for the use and deployment of alternative fuels in road transport and in order to accelerate the uptake in particular of zero-emission vehicles and alternative fuels and thereby create demand for recharging and refuelling infrastructure.

__________________

46 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).

47 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).

Amendment 3

Proposal for a regulation

Recital 4

Text proposed by the Commission

Amendment

(4) The initiatives on ReFuelEU aviation48 and FuelEU maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. While the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure, investments are needed for the electricity supply of stationary aircraft. The FuelEU maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in TEN-T ports. However those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met.

(4) The initiatives on ReFuelEU aviation48 and FuelEU maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. While the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure, investments are needed for the electricity supply of stationary aircraft. Moreover, Member States and the Commission should assess the current state and future development of the hydrogen market for aviation and should provide for a feasibility study on the deployment of the relevant infrastructure to power aircraft including, where appropriate, a deployment plan for alternative fuels infrastructure in airports, in particular for hydrogen and electric recharging for aircrafts. The FuelEU maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in TEN-T ports. However those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met.

__________________

48 COM(2021) 561.

49 COM(2021) 562.

Amendment 4

Proposal for a regulation

Recital 5

Text proposed by the Commission

Amendment

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

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

Amendment 5

Proposal for a regulation

Recital 6

Text proposed by the Commission

Amendment

(6) Such biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. They can be technically used with the current vehicle technology with minor adaptations. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.

(6) In order to maximise the potential of reduction of greenhouse gas emissions, such biofuels, including biogas, and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. This is especially important for the reduction of greenhouse gas emissions in the aviation and maritime transport sectors for which electrification will be slower. Those fuels can be technically used with the current vehicle technology with minor adaptations. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.

Amendment 6

Proposal for a regulation

Recital 6 a (new)

Text proposed by the Commission

Amendment

(6 a) It is important to observe the general principles of technological neutrality and energy efficiency first among those technologies necessary to achieve climate neutrality, as some of the technologies that will be needed in the foreseeable future still require investments in research and development, while maintaining market competition between the different alternative technologies, taking due account of affordability and the different starting points of Member States.

Amendment 7

Proposal for a regulation

Recital 7

Text proposed by the Commission

Amendment

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

(7) The sustained use of liquefied natural gas (LNG) is not compatible with the Union's climate neutrality objective. Therefore, LNG in maritime transport should be phased out as soon as possible and substituted by more sustainable alternatives. However, in the short term, LNG is likely to play a transitional role in maritime transport, where there is currently no economically viable zero-emission powertrain technology available. The Communication on the Smart and Sustainable Mobility Strategy points to zero-emission seagoing ships becoming market ready by 2030 and such projects are already underway. Further developments in this regard should be promoted, duly monitored and reported. Fleet conversion should take place gradually due to the long lifetime of the ships. Given the transitional role of LNG, the availability of LNG bunkering infrastructure in ports should be demand driven, in particular as regards new public investments. Contrary to maritime transport, for inland waterways, with normally smaller vessels and shorter distances, zero-emission powertrain technologies, such as hydrogen and electricity, are becoming mature technologies and should enter the markets more quickly and could play an important role for maritime transport in terms of creating scale regarding zero-emission propulsion solutions. LNG is expected to no longer play a significant role in that sector. Transport fuels such as LNG need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-LNG) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. Those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.

Amendment 8

Proposal for a regulation

Recital 9

Text proposed by the Commission

Amendment

(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.

(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union and across regions. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will hinder the much-needed sustainable transition of the transport sector and not contribute to creating the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure, especially in geographic areas where owners of light-duty vehicles are less likely to own private parking lots. Special attention and higher national deployment rates are also needed for centres of relatively higher population density and higher electric vehicles market-share. Once a certain share of electric vehicles uptake has been reached in the given Member State, the market should self-regulate. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union, including in and to the outermost regions and islands of the Union, unless the costs involved are disproportionate to the benefits, in which case Member States may make exemptions or consider developing off-grid infrastructure. The development of such a network of infrastructure would facilitate the accessibility and connectivity of all regions in the Union, including the outermost regions and other remote or rural areas, strengthening social, economic and territorial cohesion between them.

Amendment 9

Proposal for a regulation

Recital 10

Text proposed by the Commission

Amendment

(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.

(10) National fleet based targets should be established on the basis of the share of registered electric vehicles in that Member State's total vehicle fleet, following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles, as well as population and market shares of electric vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States. Furthermore, the Commission should assess how vehicles with integrated solar panels may impact the deployment of publicly accessible recharging infrastructure and, if appropriate, any consequential adjustment of the charging infrastructure deployment targets of this Regulation.

Amendment 10

Proposal for a regulation

Recital 11

Text proposed by the Commission

Amendment

(11) Implementation in Member States should ensure that a sufficient number of publicly accessible recharging points is installed, in particular at public transport stations, such as port passenger terminals, airports or railway stations. A sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the TEN-T network to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the Union.

(11) Implementation in Member States should ensure that a sufficient number of publicly accessible fixed, off-grid or mobile recharging points is installed in a manner that supports territorial balance and multimodal travelling, avoids regional disparities and ensures that no territory is left behind. Deployment is particularly important in residential areas with a lack of off-street parking and where vehicles typically park for extended periods of time, including taxi parking areas and at public transport stations, such as port passenger terminals, airports or railway stations. A sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the TEN-T network to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the Union.

Amendment 11

Proposal for a regulation

Recital 11 a (new)

Text proposed by the Commission

Amendment

(11 a) The deployment of publicly accessible recharging infrastructure should primarily result from private market investment. However, until a competitive market has been established, Member States should support infrastructure deployment in cases where market conditions require public support, provided that such public support is in full compliance with State aid rules. Where relevant, Member States should also take into account that in certain portions of their territory, the demand for an adequate number of charging points might vary throughout the year, as it is the case in many touristic destinations. In such cases the possibility of deploying a temporary mobile off-grid charging infrastructure could offer added flexibility and facilitate meeting seasonal demand without requiring the installation of fixed infrastructure.

Amendment 12

Proposal for a regulation

Recital 11 b (new)

Text proposed by the Commission

Amendment

(11 b) The Commission should review, if necessary, the targets set in this Regulation for electric recharging infrastructure dedicated to light-duty and heavy-duty vehicles respectively, to ensure their compatibility with the requirements set in the Union Regulations on CO2 emission performance standards for light-duty vehicles and for heavy-duty vehicles, respectively.

Amendment 13

Proposal for a regulation

Recital 11 c (new)

Text proposed by the Commission

Amendment

(11 c) The Commission should review the need to include requirements for charging infrastructure to serve electrically power assisted cycles and L-category vehicles such as powered electric cycles and e-mopeds, and in particular the opportunity to equip charging infrastructure with a household power socket that makes it possible for such vehicles to be easily charged, since they represent a mode of transport that can help further reduce CO2 emissions and air pollution.

Amendment 14

Proposal for a regulation

Recital 13

Text proposed by the Commission

Amendment

(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the Union. A combined approach of distance-based targets along the TEN-T network, targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to support the expected market uptake of battery electric heavy-duty vehicles.

(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the Union and the deployment of infrastructure therefore needs to be accelerated. A combined approach of distance-based targets along the TEN-T network, targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to proactively support the market share increase of battery electric heavy-duty vehicles.

Amendment 15

Proposal for a regulation

Recital 13 a (new)

Text proposed by the Commission

Amendment

(13 a) Therefore, an initial public investment in infrastructure for electric heavy-duty vehicles is needed, whereas any further infrastructure development beyond the one provided for in this Regulation should be conditional on their Union-wide, national and regional market share development and relevant traffic data.

Amendment 16

Proposal for a regulation

Recital 14 a (new)

Text proposed by the Commission

Amendment

(14 a) New charging infrastructure standards for heavy-duty vehicles are currently being developed. It is technically possible to ensure the upgradability of the physical connections and communication exchange protocols so that individual charging stations and charging points can be upgraded to a new standard at a later stage. Therefore, the Commission should consider increasing the individual power output of recharging stations at recharging pools as soon as the new common technical specifications are available.

Amendment 17

Proposal for a regulation

Recital 17

Text proposed by the Commission

Amendment

(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clients. Recharging or refuelling points for car-sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, should not be considered as publicly accessible recharging or refuelling points.

(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. In such locations, where parking facilities have more than 30 parking spaces, Member States should ensure that a sufficient number of publicly accessible recharging or refuelling points is deployed. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clients. Recharging or refuelling points for car-sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, should not be considered as publicly accessible recharging or refuelling points.

Amendment 18

Proposal for a regulation

Recital 17 a (new)

Text proposed by the Commission

Amendment

(17 a) In order to avoid any unintended consequences of this Regulation in discouraging the deployment of charging infrastructure for captive fleets such as public transport, publicly accessible recharging stations partially dedicated to public transport fleets, can be counted towards the relevant targets set out in this Regulation. Recharging points for car-sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users.

Amendment 19

Proposal for a regulation

Recital 17 b (new)

Text proposed by the Commission

Amendment

(17 b) With a view to increase consumer convenience, Member States should encourage operators of publicly accessible recharging or refuelling points to ensure that the opening hours and uptime of their services fully meet the needs of end users.

Amendment 20

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

(20) Smart metering systems as defined in Directive (EU) 2019/944 of the European Parliament and of the Council52 enable real-time data to be produced, which is needed to ensure the stability of the grid and to encourage rational use of recharging services. By providing energy metering in real time and accurate and transparent information on the cost, they encourage, in combination with smart recharging points, recharging at times of low general electricity demand and low energy prices. The use of smart metering systems in combination with smart recharging points can optimise recharging, with benefits for the electricity system and for the end user. Member States should encourage the use of smart metering system for the recharging of electric vehicles at publicly accessible recharging stations, where technically feasible and economically reasonable, and ensure that these systems comply with the requirements laid down in Article 20 of Directive (EU) 2019/444.

(20) Smart metering systems as defined in Directive (EU) 2019/944 of the European Parliament and of the Council52 enable real-time data to be produced, which is needed to ensure the stability of the grid and to encourage rational use of recharging services. By providing energy metering in real time and accurate and transparent information on the cost, 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 ensure that these systems comply with the requirements laid down in Article 20 of Directive (EU) 2019/444.

Amendment 21

Proposal for a regulation

Recital 21

Text proposed by the Commission

Amendment

(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 points, as well as off-grid recharging points, in particular, can facilitate the integration of electric vehicles into the electricity system and reduce the impact of electric vehicles on the electricity distribution network, 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 recharging points should therefore support smart recharging.

Amendment 22

Proposal for a regulation

Recital 21 a (new)

Text proposed by the Commission

Amendment

(21 a) Bidirectional charging at both private and publicly accessible infrastructure could encourage people to purchase electric vehicles, as they can then be used for mobility as well as energy storage. Therefore, legislative hurdles such as double taxation should be prevented in order to further develop the business case of bidirectional charging and a sufficient number of private and publicly accessible charging stations should be made available for smart, bidirectional charging.

Justification

Sufficient availability of bidirectional charging (V2G) at private as well as publicly accessible infrastructure allows the vehicle owner to use his or her vehicle for both mobility as well as energy storage. It therefore incentivizes the uptake of electric vehicles and fosters sector integration.

Amendment 23

Proposal for a regulation

Recital 21 b (new)

Text proposed by the Commission

Amendment

(21 b) To ensure that the swift transformation towards e-mobility takes place in a sustainable way, the Union should take a global leadership role in sustainable products, technologies, services and innovations in particular concerning a circular, socially fair, environmentally responsible, and sustainable battery value chain, including job security and sustainability in the transition to zero and low emission road, maritime and air transport sector.

Amendment 24

Proposal for a regulation

Recital 22

Text proposed by the Commission

Amendment

(22) The development of infrastructure for electric vehicles, the interaction of that infrastructure with the electricity system, and the rights and responsibilities assigned to the different actors in the electric mobility market, have to be consistent with the principles established under Directive (EU) 2019/944. In that sense, distribution system operators should cooperate on a non-discriminatory basis with any person establishing or operating publicly accessible recharging points and Member States should ensure that the electricity supply for a recharging point can be the subject of a contract with a supplier other than the entity supplying electricity to the household or premises where this recharging point is located. The access of Union electricity suppliers to recharging points should be without prejudice to the derogations under Article 66 of Directive (EU) 2019/944.

(22) The development of on-grid and off-grid infrastructure for electric vehicles, the interaction of that infrastructure with the electricity system, and the rights and responsibilities assigned to the different actors in the electric mobility market, have to be consistent with the principles established under Directive (EU) 2019/944. In that sense, distribution system operators should cooperate on a non-discriminatory basis with any person establishing or operating publicly accessible recharging points and Member States should ensure that the electricity supply for a recharging point can be the subject of a contract with a supplier other than the entity supplying electricity to the household or premises where this recharging point is located. The access of Union electricity suppliers to recharging points should be without prejudice to the derogations under Article 66 of Directive (EU) 2019/944.

Amendment 25

Proposal for a regulation

Recital 23

Text proposed by the Commission

Amendment

(23) The establishment and operation of recharging points for electric vehicles should be developed as a competitive market with open access to all parties interested in rolling-out or operating recharging infrastructures. In view of the limited alternative locations on highways, existing highway concessions such as for conventional refuelling stations or rest areas are a particular cause for concern, since they can run over very long periods and sometimes even lack a specified end date altogether. Member States should seek, to the extent possible and in compliance with Directive (EU) 2014/23 of the European Parliament and of the Council53 , to competitively award new concessions specifically for recharging stations on or adjacent to existing highway rest areas in order to limit deployment cost and enable new market entrants.

(23) The establishment and operation of recharging points for electric vehicles should be developed as a competitive market with open access to all parties interested in rolling-out or operating recharging infrastructures. Therefore, Member States should prevent the emergence of dominant operators of charging infrastructure during the infrastructure development phase. Regional and local authorities support this objective by designating areas for competing operators. In view of the limited alternative locations for charging operators on highways, existing highway concessions such as for conventional refuelling stations or rest areas are a particular cause for concern, since they can run over very long periods and sometimes even lack a specified end date altogether. Member States should seek, to the extent possible and in compliance with Directive (EU) 2014/23 of the European Parliament and of the Council, to competitively award new concessions specifically for recharging stations on or adjacent to existing highway rest areas in order to prevent encroaching onto green spaces and to limit deployment cost and enable new market entrants. The possibility of setting up recharging points of competing operators at a highway rest area can also be considered.

__________________

53 Directive 2014/23/EU of the European Parliament and of the Council of 26 February 2014 on the award of concession contracts (OJ L 94, 28.3.2014, p. 1).

Amendment 26

Proposal for a regulation

Recital 23 a (new)

Text proposed by the Commission

Amendment

(23 a) There is a wide range of funding sources available for Member States to support the deployment of alternative fuels infrastructure, in particular the Recovery and Resilience Facility established by Regulation (EU) 2021/2411a, the Commission’s Technical Support Instrument established by Regulation (EU) 2021/2401b, the Connecting Europe Facility established by Regulation (EU) 2021/11531c and Horizon Europe partnerships and missions, in particular the proposed Mission on Climate Neutral and Smart Cities, which aims to make 100 cities climate neutral by 2030. In addition, the European Regional Development Fund and the Cohesion Fund established by Regulation (EU) 2021/10581d are available to support investment in research, innovation and deployment, in particular in the less developed Member States and regions and the Invest EU programme, through its Sustainable Infrastructure window, can bolster future-proof investment across the European Union, help mobilise private investment and provide advisory services to project promoters and operators working in sustainable infrastructure and mobile assets. In recent years, the EIB Group has also ramped up its support to accelerate newer technologies such as e-mobility and digitalisation under the Cleaner Transport Facility, and the EIB is expected to continue providing a range of financing structures to help accelerate the deployment. Member States should tap into these financing possibilities, in particular to support public transport and active transport solutions and to finance measures designed to support citizens in energy and mobility poverty.

__________________

1a Regulation (EU) 2021/241 of the European Parliament and of the Council of 12 February 2021 establishing the Recovery and Resilience Facility

1b Regulation (EU) 2021/240 of the European Parliament and of the Council of 10 February 2021 establishing a Technical Support Instrument

1c Regulation (EU) 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility and repealing Regulations (EU) No 1316/2013 and (EU) No 283/2014

1d Regulation (EU) 2021/1058 of the European Parliament and of the Council of 24 June 2021 on the European Regional Development Fund and on the Cohesion Fund.

Amendment 27

Proposal for a regulation

Recital 24

Text proposed by the Commission

Amendment

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

(24) Price transparency and affordability is crucial to ensure seamless and easy recharging and refuelling. Users of alternative fuel vehicles should be given accurate price information before the start of the recharging or refuelling service. The price should be communicated in a clearly structured manner, displaying, when applicable, the cost per kWh or per kg, to allow end users to identify, and to anticipate, the total cost of the recharging or refuelling operation.

Amendment 28

Proposal for a regulation

Recital 24 a (new)

Text proposed by the Commission

Amendment

(24 a) The uptake of battery-electric and hydrogen vehicles will lead to a substantial change in recharging patterns which makes information on the availability of electric recharging points and refuelling stations essential for a seamless travel within the EU. To optimise the efficiency of both journey planning and recharging or refuelling, drivers should be given comprehensive information on the availability of specific recharging and refuelling points and expected waiting times. Therefore, Member States should encourage operators to offer information systems for end users. Such systems should be precise, user-friendly and operable in the official language(s) of the Member State and in English.

Amendment 29

Proposal for a regulation

Recital 25

Text proposed by the Commission

Amendment

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

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

Amendment 30

Proposal for a regulation

Recital 26

Text proposed by the Commission

Amendment

(26) Hydrogen-powered motor vehicles have at present very low market penetration rates. However, a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the Commission’s hydrogen strategy for a climate-neutral Europe54 . Currently, hydrogen refuelling points are only deployed in a few Member States and are largely not suitable for heavy-duty vehicles, not allowing for a circulation of hydrogen vehicles across the Union. Mandatory deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the TEN-T core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the Union.

(26) Hydrogen-powered motor vehicles have at present very low market penetration rates. However, a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the Commission’s hydrogen strategy for a climate-neutral Europe54 . Currently, hydrogen refuelling points are only deployed in a few Member States and are largely not suitable for heavy-duty vehicles, not allowing for a circulation of hydrogen vehicles across the Union. Mandatory deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the TEN-T core network to allow for the seamless travel of hydrogen fuelled light-duty, heavy-duty vehicles and long-distance collective passenger transport throughout the Union.

__________________

54 COM(2020) 301 final.

Amendment 31

Proposal for a regulation

Recital 27

Text proposed by the Commission

Amendment

(27) Hydrogen fuelled vehicles should be able to refuel at or close to the destination, which is usually located in an urban area. To ensure that publicly accessible destination refuelling is possible at least in the main urban areas, all urban nodes as defined in Regulation (EU) No 1315/2013 of the European Parliament and of the Council55 should provide such refuelling stations. Within the urban nodes, public authorities should consider to deploy the stations within multimodal freight centres as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes, such as rail and inland shipping.

(27) Hydrogen fuelled vehicles should be able to refuel at or close to the destination, which is usually located in an urban area. To ensure that publicly accessible destination refuelling is possible at least in the main urban areas, all urban nodes as defined in Regulation (EU) No 1315/2013 of the European Parliament and of the Council55 should provide such refuelling stations. Within the urban nodes, public authorities should consider to deploy the stations within multimodal freight centres as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes, such as rail, inland shipping and long-distance collective passenger transport.

__________________

55 Regulation (EU) No 1315/2013 of the European Parliament and of the Council of 11 December 2013 on Union guidelines for the development of the trans-European transport network and repealing Decision No 661/2010/EU (OJ L 348, 20.12.2013, p. 1).

Amendment 32

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.

(28) At the early stage of market deployment there is still uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.

__________________

56 COM(2020) 301 final

Amendment 33

Proposal for a regulation

Recital 28 a (new)

Text proposed by the Commission

Amendment

(28 a) It is important to support the effective rollout in Member States of the hydrogen refuelling infrastructure that is foreseen. This will require coordination amongst all stakeholders, including by European, national, and regional institutions, trade unions, and the industry. Initiatives, such as the Clean Hydrogen Joint Undertaking, set up by Council Regulation (EU) 2021/2085, should also be used with a view to facilitating and leveraging private funding so that it reaches the relevant targets identified in this Regulation.

Amendment 34

Proposal for a regulation

Recital 30

Text proposed by the Commission

Amendment

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

(30) Users of alternative fuel vehicles should be able to pay easily and conveniently at all publicly accessible recharging and refuelling points, without the need to enter into a contract with the operator of the recharging or refuelling point or a mobility service provider. Therefore, for recharging or refuelling on an ad hoc basis, all publicly accessible recharging and refuelling points should accept electronic card payment or devices with a contactless functionality that is at least able to read payment cards, and if possible also additional payment instruments that are widely used in the Union. That ad hoc payment method should always be available to consumers, even when contract-based payments are offered at the recharging or refuelling point. In order to guarantee consumer friendly and seamless payments at charging and refuelling stations, the Commission should be encouraged to amend Directive (EU) 2015/2366 to guarantee that contactless payment by card is possible at charging and refuelling stations.

Amendment 35

Proposal for a regulation

Recital 30 a (new)

Text proposed by the Commission

Amendment

(30 a) To ensure that recharging infrastructure is used efficiently and improves reliability and consumer confidence in e-mobility, it is essential to ensure that the use of publicly accessible recharging stations are accessible to all users, regardless of the automobile brand, in a user friendly and non-discriminatory way.

Amendment 36

Proposal for a regulation

Recital 31

Text proposed by the Commission

Amendment

(31) Transport infrastructure should allow seamless mobility and accessibility for all users, including persons with disabilities and older persons. In principle, the location of all recharging and refuelling stations as well as the recharging and refuelling stations themselves should be designed in such a way that they can be used by as much of the public as possible, in particular by older persons, persons with reduced mobility and persons with disabilities. This should include for example providing sufficient space around the parking lot, ensuring that the recharging station is not installed on a kerbed surface, ensuring that the buttons or screen of the recharging station are at an appropriate height and the weight of the recharging and refuelling cables is such that persons with limited strength can handle them with ease. In addition the user interface of the related recharging stations should be accessible. In that sense, the accessibility requirements in Annexes I and III to Directive 2019/88257 should be applicable to recharging and refuelling infrastructure.

(31) Transport infrastructure should allow seamless mobility and accessibility for all users, including persons with disabilities and older persons. The location of all recharging and refuelling stations as well as the recharging and refuelling stations themselves should be designed in such a way that they can be accessible and user-friendly for all of the public, in particular by older persons, persons with reduced mobility and persons with disabilities. This should include for example providing sufficient space around the parking lot, ensuring that the recharging station is not installed on a kerbed surface, ensuring that the buttons or screen of the recharging station are at an appropriate height and the weight of the recharging and refuelling cables is such that persons with limited strength can handle them with ease. In addition the user interface of the related recharging stations should be accessible. In that sense, the accessibility requirements in Annexes I and III to Directive 2019/88257 should be applicable to recharging and refuelling infrastructure.

__________________

57 Directive (EU) 2019/882 of the European Parliament and of the Council of 17 April 2019 on the accessibility requirements for products and services (OJ L 151, 7.6.2019, p. 70).

Amendment 37

Proposal for a regulation

Recital 32

Text proposed by the Commission

Amendment

(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, either fixed or mobile, 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. The public health and climate benefits of using onshore-power supply over other options are prominent in terms of air quality for urban areas surrounding 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. As there are diverse governance frameworks regulating maritime ports in the Union, Member States may decide that the infrastructure is deployed in the relevant terminals with the highest amount of port calls for each individual ship type, in order to reach those targets. The application of these targets to all TEN-T maritime ports should ensure the level playing field between ports. Given the costs and complexity related to the roll-out of shore-side electricity in maritime ports, it is essential to prioritise investments within ports and, where relevant, between terminals, where they make the most sense in terms of utilisation, economic viability, reductions of greenhouse gas emissions and air pollution, and grid capacity. Or.

Amendment 38

Proposal for a regulation

Recital 32 a (new)

Text proposed by the Commission

Amendment

(32 a) Member States should take all necessary steps to ensure sufficient frequency conversion, power reserve and that the electricity grid is sufficiently extended, in connectivity and capacity, to ensure that enough shore-side electricity supply is provided to meet the power demands resulting from the provision of shore-side electricity in ports, as required in this Regulation. To ensure continuity, Member States should upgrade and maintain the grid so that it is able to handle present and future increased demand of shore-side electricity services in ports. In case it is impossible to supply sufficient shore-side electricity due to weak capacity in the local grid connecting to the port, this should be rectified by the Member State and not be considered as a failure by the port nor of the ship owner or operator to comply with the requirements of this Regulation, as long as the insufficient local grid capacity is duly attested by the grid manager.

Amendment 39

Proposal for a regulation

Recital 32 b (new)

Text proposed by the Commission

Amendment

(32 b) The development and deployment of alternative fuels for the maritime sector requires a coordinated approach to match supply and demand and avoid stranded assets. Therefore, all relevant public and private actors should be involved in the roll-out of alternative fuels and notably of shore-side electricity, including but not limited to relevant authorities at local, regional and national level, port authorities, terminal operators, grid operators, onshore power supply operators, ship-owners and other relevant maritime market actors.

Amendment 40

Proposal for a regulation

Recital 32 c (new)

Text proposed by the Commission

Amendment

(32 c) In order to ensure a coherent legislative framework for the use and deployment of alternative fuels, this Regulation should be aligned with Regulation XXXX-XXX [FuelEU Maritime] and Directive 2003/96/EC [Energy Taxation Directive]. This alignment should ensure that the provisions on onshore power supply in ports is accompanied by rules mandating the use of shore-side electricity by ships and by rules incentivising its use through a tax exemption.

Amendment 41

Proposal for a regulation

Recital 32 d (new)

Text proposed by the Commission

Amendment

(32 d) The prioritisation of certain segments of shipping for the provision and use of shore-side electricity to lower emissions at berth should not exempt other segments from contributing to the climate and zero pollution goals. Therefore, as part of the review of this Regulation, the Commission should assess extending the provisions relating to minimum shore-side electricity supply in TEN-T core and comprehensive maritime ports to include also smaller ships and additional ship types. The Commission should in particular consider the availability of relevant data, the potential reduction in greenhouse gas emissions and air pollution, the technological development and the effectiveness of a widening of the scope in terms of climate and health benefits, the scale of administrative burden as well as financial and social consequences thereof. In addition, the Commission should assess extending the provisions to allow for infrastructure that would supply shore-side electricity to vessels at anchorage within a port area;

Amendment 42

Proposal for a regulation

Recital 32 e (new)

Text proposed by the Commission

Amendment

(32 e) It is important to avoid stranded assets and make sure that the public and private investments that are made today are future proof and contributing to the climate neutral pathway as set out by the European Green Deal. The deployment of shore-side electricity in maritime ports has to be seen together with the current and future deployment of equivalent alternative zero-greenhouse gas emission and zero-pollutants technologies, in particular those technologies that deliver emission and pollutants reductions both at berth and during navigation.

Amendment 43

Proposal for a regulation

Recital 34

Text proposed by the Commission

Amendment

(34) These targets should take into account the types of vessels served and their respective traffic volumes. Maritime ports with low traffic volumes of certain ship categories, should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume, so as to avoid underused capacity being installed. Similarly, the mandatory targets should not aim to target maximum demand, but a sufficiently high volume, in order to avoid underused capacity and to take account of port operational characteristics. Maritime transport is an important link for the cohesion and economic development of islands in the Union. Energy production capacity in these islands may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. In such a case islands should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources.

(34) These targets should take into account the types of vessels served and their respective traffic volumes. Maritime ports with low traffic volumes of certain ship categories, should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume, so as to avoid underused capacity being installed. Similarly, the mandatory targets should not aim to target maximum demand, but a sufficiently high volume, in order to avoid underused capacity and to take account of port operational characteristics. Maritime transport is an important link for the cohesion and economic development of islands in the Union, as well as of the outermost regions, for which maritime transport is used for the purposes of tourism activities. Their energy production capacity may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. In such a case these territories should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources.

Amendment 44

Proposal for a regulation

Recital 35

Text proposed by the Commission

Amendment

(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. The deployment of LNG infrastructure, due to the fuel´s transitional role, should be driven by market demand, to avoid stranded assets and underused capacity. Refuelling points for LNG include LNG terminals, tanks, mobile containers, bunker vessels and barges.

Amendment 45

Proposal for a regulation

Recital 36

Text proposed by the Commission

Amendment

(36) Electricity supply to stationary aircraft at airports should replace the consumption of liquid fuel with a cleaner power source by aircraft (use of Auxiliary Power Unit) or ground power units (GPUs). This should reduce pollutant and noise emissions, improve air quality and reduce the impact on climate change. Therefore, all commercial transport operation should be able to make use of external electricity supply while parked at gates or at outfield positions at TEN-T airports.

(36) Electricity supply to stationary aircraft at airports should replace the consumption of liquid fuel with a cleaner power source by aircraft (use of Auxiliary Power Unit) or ground power units (GPUs). Therefore, all commercial transport operations covered under the scope of this Regulation should make use of external electricity supply while parked at gates or at outfield positions at airports. Additionally, in order for commercial passenger aircraft to completely turn off their engines while parked, pre-conditioned air (PCA) systems in in TEN-T core airports should be taken into account. This would reduce pollutant and noise emissions, improve air quality and reduce the impact on climate change. Therefore, all commercial transport operation should be able to make use of external electricity supply and pre-conditioned air systems while parked at gates or at outfield positions at TEN-T airports.

Amendment 46

Proposal for a regulation

Recital 37

Text proposed by the Commission

Amendment

(37) In accordance with Article 3 of Directive 2014/94/EU, Member States have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. Both the assessment of the national policy framework and the evaluation of Directive 2014/94/EU have highlighted the need for higher ambition and a better coordinated approach across Member States in view of the expected acceleration in the uptake of alternative fuel vehicles, in particular of electric vehicles. Furthermore, alternatives to fossil fuel will be needed in all transport modes to meet the ambitions of the European Green Deal. The existing National Policy Frameworks should be revised to clearly describe how the much greater need for publicly accessible recharging and refuelling infrastructure as expressed in the mandatory targets is going to be met by the Member States. The revised frameworks should equally address all transport modes including those for which no mandatory deployment targets exists.

(37) In accordance with Article 3 of Directive 2014/94/EU, Member States have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. Both the assessment of the national policy framework and the evaluation of Directive 2014/94/EU have highlighted the need for higher ambition and a better coordinated approach across Member States in view of the expected acceleration in the uptake of alternative fuel vehicles, in particular of electric vehicles. Furthermore, fossil fuels should be phased out and sustainable alternatives will be needed in all transport modes to meet the ambitions of the European Green Deal and the Union climate objectives. 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 national policy frameworks should be based on territorial analysis, identifying the different needs and taking into account, when relevant, existing regional and local deployment plans of recharging and refuelling infrastructure. Attention should be paid to rural areas in order to ensure full accessibility to such infrastructure. Furthermore, the revised frameworks should equally address all transport modes including those for which no mandatory deployment targets exists.

Amendment 47

Proposal for a regulation

Recital 38

Text proposed by the Commission

Amendment

(38) The revised national policy frameworks should include supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium-sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.

(38) The revised national policy frameworks should be aligned with the Union climate objectives and include detailed market and traffic shares, especially for transit traffic, data monitoring and evaluation on a frequent basis, providing for market projections and supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of ensuring a socially just transition and of small and medium-sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved. The revised national policy frameworks should take into utmost account the 'energy efficiency first' principle. Member States should consider the recently released Recommendation and Guidelines on the implementation of the principle, which explain how planning, policy and investment decisions can reduce energy consumption in a number of key sectors, including transport.

Amendment 48

Proposal for a regulation

Recital 39

Text proposed by the Commission

Amendment

(39) The development and implementation of the revised national policy frameworks of the Member States should be facilitated by the Commission by means of exchanges of information and best practices between the Member States.

(39) The development and implementation of the revised national policy frameworks of the Member States should be facilitated by the Commission by means of exchanges of information and best practices between the Member States and regional and local authorities.

Amendment 49

Proposal for a regulation

Recital 40

Text proposed by the Commission

Amendment

(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.

(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise, such as aviation, maritime transport and inland waterway transport, as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies, and taking into consideration the national market and traffic share data and market projections, the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.

Amendment 50

Proposal for a regulation

Recital 40 a (new)

Text proposed by the Commission

Amendment

(40 a) While only around only 56% of the existing European rail network is electrified, electricity-powered trains make up more than 80 % of total travelled train-kilometres. However, there are still an estimated 6,000 diesel trains in service today. Since they are dependent on fossil fuels, they generate greenhouse gas emissions and air pollution. The further deployment of alternative fuels infrastructure in the rail sector is therefore necessary and urgent to ensure a shift away from fossil fuel powered trains, and thereby to ensure that all transport sectors play their role in shifting towards a climate neutral economy. Consequently, it is appropriate for this Regulation to lay down concrete targets are proposed under this Regulation. Different technologies are available to the rail sector to shift away from diesel trains, including direct electrification, battery powered trains and hydrogen applications, where direct electrification of a segment is not possible for reasons of cost-efficiency of the service. The development of these technologies requires the deployment of suitable recharging and refuelling infrastructure in Member States. Before their deployment, Member States should carefully assess the best locations for such infrastructure, and should, in particular, consider deployment in multimodal hubs and urban nodes. The ‘energy efficiency first’ principle should be fully taken into account in planning and investment decisions.

Amendment 51

Proposal for a regulation

Recital 41

Text proposed by the Commission

Amendment

(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 market-based and regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks, in close cooperation with regional and local authorities, as well as private sector actors, who should play a key role in supporting and financing the development of alternative fuels infrastructure.

Amendment 52

Proposal for a regulation

Recital 41 b (new)

Text proposed by the Commission

Amendment

(41 b) Member States should introduce incentive schemes and should take all necessary measures when seeking to promote sustainable modes of transport. Particular emphasis should be placed on the role of municipal or regional authorities, which can facilitate the uptake of vehicles using alternative fuels through dedicated tax incentives, public procurements or local traffic regulations.

Amendment 53

Proposal for a regulation

Recital 42

Text proposed by the Commission

Amendment

(42) Pursuant to Directive 2009/33/EC of the European Parliament and of the Council58 , minimum national shares of public procurement are reserved for clean and zero-emission buses, where a clean bus uses alternative fuels as defined in Article 2, point (3) of this Regulation. With ever more public transport authorities and operators switching to clean and zero-emission buses in order to reach those targets, Member States should include the targeted promotion and development of the necessary bus infrastructure as a key element in their National Policy Frameworks. Member States should establish and maintain appropriate instruments to promote the deployment of charging and refuelling infrastructure also for captive fleets, in particular for clean and zero-emission buses at local level.

(42) Pursuant to Directive 2009/33/EC of the European Parliament and of the Council58 , minimum national shares of public procurement are reserved for clean and zero-emission buses, where a clean bus uses alternative fuels as defined in Article 2, point (3) of this Regulation. With ever more public transport authorities and operators switching to clean and zero-emission buses in order to reach those targets, Member States should include the targeted promotion and development of the necessary bus infrastructure as a key element in their National Policy Frameworks. Member States should establish and maintain appropriate instruments to promote the deployment of charging and refuelling infrastructure also for captive fleets, in particular for zero-emission buses, coaches and for car sharing along roads and should be able to count such deployment towards the targets set out in this Regulation.

__________________

58 Directive 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean and energy-efficient road transport vehicles (OJ L 120, 15.5.2009, p. 5).

Amendment 54

Proposal for a regulation

Recital 43

Text proposed by the Commission

Amendment

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

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

Amendment 55

Proposal for a regulation

Recital 44

Text proposed by the Commission

Amendment

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

(44) Simple and easy-to-compare information on the prices of different fuels could play an important role in enabling vehicle users to better evaluate the relative cost of individual fuels available on the market. Therefore, a unit price comparison of certain alternative fuels and conventional fuels, expressed as ‘fuel price per 100km’ should be displayed for information purposes at all relevant fuel stations. It should be made clear to consumers that this price comparison concerns the average fuel prices in the Member State, which may differ from the actual prices charged at the fuel station in question. Moreover, for ad hoc recharging of electricity and refuelling of hydrogen, the price charged at the station in question should also be provided per kWh and per kg, respectively.

Amendment 56

Proposal for a regulation

Recital 46

Text proposed by the Commission

Amendment

(46) Data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. The format, the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. Moreover, those data should be accessible in a coherent manner in all Member States. Therefore, data should be provided in accordance with the requirements set in Directive 2010/40/EU of the European Parliament and the Council59 for national access points (NAPs).

(46) Data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. The format, the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. Moreover, those data should be accessible in a coherent manner in all Member States. Therefore, data should be provided as open data in accordance with the requirements set in Directive 2010/40/EU of the European Parliament and the Council59 for national access points (NAPs). For services allowing seamless travel across the Union, a Union wide system should also be created, importing standardised information from national systems. Therefore, the Commission should establish a common European access point at Union level, to function as a data gateway for end users and mobility service providers to easily access the relevant data retained in the National Access Points. It should, when possible, be compatible and interoperable with existing information and reservation systems developed by Member States. The European access point could facilitate better price comparisons for consumers between publicly accessible recharging and refuelling operators on the internal market and provide users with information on the accessibility and availability, waiting times and the remaining alternative fuels capacity of the refuelling and recharging points. This could help preventing traffic disruption and benefit road safety. This information should be made available through a public, up-to-date, user-friendly, accessible and multilingual interface at EU level.

__________________

59 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).

Amendment 57

Proposal for a regulation

Recital 52

Text proposed by the Commission

Amendment

(52) In the application of this Regulation, the Commission should consult relevant expert groups, and in particular the Sustainable Transport Forum (‘STF’) and the European Sustainable Shipping Forum (‘ESSF’). Such expert consultation is of particular importance when the Commission intends to adopt delegated or implementing acts under this Regulation.

(52) In the application of this Regulation, the Commission should consult a broad range of organisations and stakeholders, including but not limited to consumers groups, municipalities, cities and regions, as well as relevant expert groups, 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.

Amendment 58

Proposal for a regulation

Recital 53

Text proposed by the Commission

Amendment

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

(53) Alternative fuels infrastructure is a fast developing area. The lack of common technical specification constitutes a barrier for the creation of a single market of alternative fuels infrastructure. Therefore, the power to adopt acts in accordance with Article 290 TFEU should be delegated to the Commission to norm technical specifications for areas where common technical specifications are outstanding but necessary. In particular, this should include the communication between the electric vehicle and the recharging point, the communication between the recharging point and the recharging software management system (back-end); the communication related to the electric vehicle roaming service and the communication with the electricity grid, while ensuring a high level of cybersecurity and consumer data protection. It is also necessary to swiftly define the suitable governance framework and roles of the different actors involved in the vehicle-to-grid communication ecosystem while taking into account and supporting emerging technological developments with high GHG emission reduction potential, such as electric road systems (‘ERS’), notably inductive and overhead catenary line charging solutions. As concerns data provision, it is necessary to provide for additional data types and technical specifications related to the format, the frequency and the quality in which these data should be made available and accessible. It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level, and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making. In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council receive all documents at the same time as Member States’ experts, and their experts systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts.

Amendment 59

Proposal for a regulation

Recital 54 a (new)

Text proposed by the Commission

Amendment

(54 a) Given that this Regulation will generate additional compliance costs for affected sectors, compensatory actions need to be taken in order to prevent the total level of regulatory burdens from increasing. The Commission should therefore be obliged to present, before the entry into force of this Regulation, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU Regulations that generate unnecessary compliance costs in the affected sectors.

Amendment 60

Proposal for a regulation

Article 1 – paragraph 1

Text proposed by the Commission

Amendment

1. This Regulation sets out mandatory national targets for the deployment of sufficient alternative fuels infrastructure in the Union, for road vehicles, vessels and stationary aircraft. It lays down common technical specifications and requirements on user information, data provision and payment requirements for alternative fuels infrastructure.

1. This Regulation sets out minimum national targets for the deployment of sufficient alternative fuels infrastructure in the Union, for road vehicles, vessels, trains and stationary aircraft. It lays down common technical specifications and requirements on user information, data provision and payment requirements for alternative fuels infrastructure.

Amendment 61

Proposal for a regulation

Article 1 – paragraph 3

Text proposed by the Commission

Amendment

3. This Regulation establishes a reporting mechanism to stimulate cooperation and ensures a robust tracking of progress. The mechanism shall comprise a structured, transparent, iterative process between the Commission and Member States for the purpose of the finalisation of the national policy frameworks and their subsequent implementation and corresponding Commission action.

3. This Regulation establishes a reporting mechanism to stimulate cooperation and ensures a robust tracking of progress. The mechanism shall comprise a structured, transparent, iterative and multi-level governance process between the Commission, and the Member States, and regional and local authorities for the purpose of the finalisation of the national policy frameworks, taking into account existing local and regional strategies for the deployment of alternative fuels infrastructure, and their subsequent implementation and corresponding Commission action.

Amendment 62

Proposal for a regulation

Article 2 – paragraph 1 – point 2 a (new)

Text proposed by the Commission

Amendment

(2 a) ‘along the TEN-T network' means, when used in respect of electric recharging stations and hydrogen refuelling stations, that they are located on the TEN-T network or within 1.5 km driving distance from the nearest exit of a TEN-T road;

Amendment 63

Proposal for a regulation

Article 2 – paragraph 1 – point 3 – point a – introductory part

Text proposed by the Commission

Amendment

(a) ‘alternative fuels for zero-emission vehicles’:

(a) ‘alternative fuels for zero-emission vehicles, vessels and aircraft’:

Amendment 64

Proposal for a regulation

Article 2 – paragraph 1 – point 3 – point b – indent 1

Text proposed by the Commission

Amendment

– biomass fuels and biofuels as defined in Article 2, points (27) and (33) of Directive (EU) 2018/2001,

– biomass fuels, including biogas, and biofuels as defined in Article 2, points (27), (28) and (33) of Directive (EU) 2018/2001,

Amendment 65

Proposal for a regulation

Article 2 – paragraph 1 – point 3 – point c – introductory part

Text proposed by the Commission

Amendment

(c) ‘alternative fossil fuels’ for a transitional phase:

(c) ‘alternative fossil fuels’ for a limited transitional phase:

Amendment 66

Proposal for a regulation

Article 2 – paragraph 1 – point 9 a (new)

Text proposed by the Commission

Amendment

(9 a) ‘citizen energy community’ means a community as defined in Article 2(11) of Directive (EU)2019/944

Amendment 67

Proposal for a regulation

Article 2 – paragraph 1 – point 17

Text proposed by the Commission

Amendment

(17) ‘electric road system’ means a physical installation along a road that allows for the transfer of electricity to an electric vehicle while the vehicle is in motion;

(17) ‘electric road system’ means a physical installation along a road that allows for the transfer of electricity to an electric vehicle to provide it the energy necessary for propulsion, or for dynamic charging;

Amendment 68

Proposal for a regulation

Article 2 – paragraph 1 – point 17 a (new)

Text proposed by the Commission

Amendment

(17 a) 'dynamic charging' means the charging of an electric vehicle battery while the vehicle is in motion;

Amendment 69

Proposal for a regulation

Article 2 – paragraph 1 – point 19 a (new)

Text proposed by the Commission

Amendment

(19 a) ’energy efficiency first’ means ‘energy efficiency first’ as defined in of Article 2, point (18) of Regulation (EU) 2018/1999;

Amendment 70

Proposal for a regulation

Article 2 – paragraph 1 – point 19 b (new)

Text proposed by the Commission

Amendment

(19 b) ’technological neutrality’ means ‘technological neutrality’ as laid down in Recital 25 of Directive (EU) 2018/1972;

Amendment 71

Proposal for a regulation

Article 2 – paragraph 1 – point 35 a (new)

Text proposed by the Commission

Amendment

(35 a) 'payment card' means a payment service that works on the basis of a physical and digital debit or credit card and comprises payment cards embedded in a smartphone application;

Amendment 72

Proposal for a regulation

Article 2 – paragraph 1 – point 35 b (new)

Text proposed by the Commission

Amendment

(35 b) 'payment service' means a 'payment service' as defined in Article 4, point (3), of Directive (EU) 2015/2366;

Amendment 73

Proposal for a regulation

Article 2 – paragraph 1 – point 37 a (new)

Text proposed by the Commission

Amendment

(37 a) ‘preconditioned air system’ means a fixed or mobile system at airports providing the external supply of conditioned air to cool, ventilate or heat the cabins of stationary aircraft;

Amendment 74

Proposal for a regulation

Article 2 – paragraph 1 – point 38

Text proposed by the Commission

Amendment

(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, including persons with reduced mobility, 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.

Amendment 75

Proposal for a regulation

Article 2 – paragraph 1 – point 40

Text proposed by the Commission

Amendment

(40) ‘recharge on an ad hoc basis’ means a recharging service purchased by an end user without the need for that end user to register, conclude a written agreement, or enter into a longer-lasting commercial relationship with the operator of that recharging point beyond the mere purchase of the service;

(40) ‘recharge on an ad hoc basis’ means a recharging service purchased by an end user without the need for that end user to register, conclude a written agreement, or enter into a longer-lasting commercial relationship with the operator of that recharging point or to electronically log-in or sign-in to online intermediation services, beyond the mere purchase of the service;

Amendment 76

Proposal for a regulation

Article 2 – paragraph 1 – point 41

Text proposed by the Commission

Amendment

(41) ‘recharging point’ means a fixed or mobile interface that allows for the transfer of electricity to an electric vehicle, which, whilst it may have one or several connectors to accommodate different connector types, is capable of recharging only one electric vehicle at a time, and excludes devices with a power output less than or equal to 3,7 kW the primary purpose of which is not recharging electric vehicles.

(41) ‘recharging point’ means a fixed or mobile, on-grid or off-grid interface that allows for the transfer of electricity to an electric vehicle, which, whilst it may have one or several connectors to accommodate different connector types, is capable of recharging only one electric vehicle at a time, and excludes devices with a power output less than or equal to 3,7 kW the primary purpose of which is not recharging electric vehicles.

Amendment 77

Proposal for a regulation

Article 2 – paragraph 1 – point 49

Text proposed by the Commission

Amendment

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

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

Amendment 78

Proposal for a regulation

Article 2 – paragraph 1 – point 54 a (new)

Text proposed by the Commission

Amendment

(54 a) ‘renewable energy community’ means a community as defined in Article2 (16) of Directive(EU) 2018/2001;

Amendment 79

Proposal for a regulation

Article 2 – paragraph 1 – point 56

Text proposed by the Commission

Amendment

(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) ‘safe and secure parking’ means a parking and rest area as referred to in Article 17, point(1)(b) of Regulation (EU) No 1315/2013, that is dedicated to heavy-duty vehicles overnight parking and has been certified pursuant to the provisions in Article 8a of Regulation (EC) No 561/2006;

Amendment 80

Proposal for a regulation

Article 2 – paragraph 1 – point 57

Text proposed by the Commission

Amendment

(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 quayside in a port falling under the jurisdiction of a Member State while it is loading, unloading, embarking or disembarking passengers or hotelling, including the time spent when not engaged in cargo or passenger operations;

Amendment 81

Proposal for a regulation

Article 2 – paragraph 1 – point 58

Text proposed by the Commission

Amendment

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

Amendment 82

Proposal for a regulation

Article 2 – paragraph 1 – point 66 a (new)

Text proposed by the Commission

Amendment

(66 a) 'multimodal hub' means a mobility service infrastructure, such as rail, road, air, maritime and inland waterways stations and terminals, that allows for the performance of 'multimodal transport’ defined in Article 3, point (n) of Regulation (EU) No 1315/2013;

Amendment 83

Proposal for a regulation

Article 2 – paragraph 1 – point 66 b (new)

Text proposed by the Commission

Amendment

(66 b) 'L-category vehicles’ means powered two-, three- and four-wheel vehicles as categorised in Regulation (EU) No 168/2013 and Annex I, including powered cycles, two- and three-wheel mopeds, two- and three-wheel motorcycles, motorcycles with side-cars, light and heavy on-road quads, and light and heavy quadri-mobiles.

Amendment 84

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – indent 2

Text proposed by the Commission

Amendment

– in their territory, publicly accessible recharging stations dedicated to light-duty vehicles are deployed that provide sufficient power output for those vehicles.

– in their territory, publicly accessible recharging stations dedicated to light-duty vehicles are deployed in a manner that supports territorial balance and multimodal travelling that provide sufficient power output for those vehicles;

Amendment 85

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – indent 2 a (new)

Text proposed by the Commission

Amendment

- a sufficient number of publicly accessible recharging stations for light-duty vehicles is deployed on public roads in residential areas where vehicles typically park for extended periods of time;

Amendment 86

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – indent 2 b (new)

Text proposed by the Commission

Amendment

- a sufficient number of publicly accessible recharging stations for light-duty vehicles is enabled for smart and bi-directional charging;

Amendment 87

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – indent 2 c (new)

Text proposed by the Commission

Amendment

- the grid connection and the grid capacity are provided.

Amendment 88

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point a

Text proposed by the Commission

Amendment

(a) 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

(a) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 3 kW is provided, through publicly accessible recharging stations, if the share of the total projected light-duty vehicle fleet represented by battery electric light-duty vehicles in that Member State is less than 1%;

Amendment 89

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point a a (new)

Text proposed by the Commission

Amendment

(a a) for each battery electric light-duty vehicle registered in their territory, a total power output of 2,5 kW is provided through publicly accessible recharging stations if the share of battery electric light-duty vehicles in relation to the total projected light-duty vehicle fleet in that Member State is 1 % or greater than 1 % but below 2,5 %;

Amendment 90

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point a b (new)

Text proposed by the Commission

Amendment

(a b) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 2 kW is provided through publicly accessible recharging stations if the share of battery electric light-duty vehicles in relation to the total projected light-duty vehicle fleet in that Member State is 2,5 % or greater than 2,5 % but below 5 %;

Amendment 91

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point a c (new)

Text proposed by the Commission

Amendment

(a c) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 1,5 kW is provided through publicly accessible recharging stations if the share of battery electric light-duty vehicles in relation to the total projected light-duty vehicle fleet in that Member State is 5 % or greater than 5 % but below 7,5 %; and

Amendment 92

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point a d (new)

Text proposed by the Commission

Amendment

(a d) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 1 kW is provided through publicly accessible recharging stations if the share of battery electric light-duty vehicles in relation to the total projected light-duty vehicle fleet in that Member State is 7,5 % or greater;

Amendment 93

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point b

Text proposed by the Commission

Amendment

(b) 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.

(b) 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 the share of electric vehicles in relation to the total projected vehicle fleet in that Member State is less than 1 %;

Amendment 94

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point b a (new)

Text proposed by the Commission

Amendment

(b a) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 1.65 kW is provided through publicly accessible recharging stations if the share of electric vehicles in relation to the total projected vehicle fleet in that Member State is 1 % or greater than 1 % but below 2,5 %;

Amendment 95

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point b b (new)

Text proposed by the Commission

Amendment

(b b) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 1,33 kW is provided through publicly accessible recharging stations if the share of electric vehicles in relation to the total projected vehicle fleet in that Member State is 2,5 % or greater than 2, 5 % but below 5 %;

Amendment 96

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point b c (new)

Text proposed by the Commission

Amendment

(b c) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 1 kW is provided through publicly accessible recharging stations if the share of electric vehicles in relation to the total projected vehicle fleet in that Member State is 5 % or greater than 5 % but below 7,5 %; and

Amendment 97

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point b d (new)

Text proposed by the Commission

Amendment

(b d) 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 if the share of electric vehicles in relation to the total projected vehicle fleet in that Member State is 7,5 % or greater.

Amendment 98

Proposal for a regulation

Article 3 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1 a. Without prejudice to paragraph 1, second subparagraph, point (a) of , Member States shall ensure a deployment of minimum power output targets of recharging infrastructure at national level that is sufficient for:

- 3 % of the total projected light-duty vehicle fleet by 31 December 2027;

- 5 % of the total projected light-duty vehicle fleet by 31 December 2030;

Amendment 99

Proposal for a regulation

Article 3 – paragraph 2 – point a – introductory part

Text proposed by the Commission

Amendment

(a) 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:

(a) 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:

Amendment 100

Proposal for a regulation

Article 3 – paragraph 2 – point a – point i

Text proposed by the Commission

Amendment

(i) 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;

(i) 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;

Amendment 101

Proposal for a regulation

Article 3 – paragraph 2 – point a – point ii

Text proposed by the Commission

Amendment

(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;

Amendment 102

Proposal for a regulation

Article 3 – paragraph 2 – point b

Text proposed by the Commission

Amendment

(b) 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

(i) by 31 December 2030, each recharging pool shall offer a power output of at least 300 kW and include at least one recharging station with an individual power output of at least 150 kW;

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

Amendment 103

Proposal for a regulation

Article 3 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2 a. In the case of rapid market uptake of electric vehicles in any relevant reporting period, Member States should shorten the deadlines specified in paragraph 2 accordingly and increase the targets for recharging pools accordingly.

Amendment 104

Proposal for a regulation

Article 3 – paragraph 2 b (new)

Text proposed by the Commission

Amendment

2 b. If the costs are disproportionate to the benefits, including environmental benefits, Member States may decide not to apply paragraphs 1 and 2 of this Article to:

(a) outermost regions of the Union, as referred to in Article 349 of the Treaty on the Functioning of the European Union; or

(b) islands that are not connected to mainland energy networks, falling under the definition of small connected systems or isolated systems according to Directive 2019/944.

In such cases, that Member State shall justify its decisions to the Commission and shall make available all relevant information in its national policy frameworks.

Amendment 105

Proposal for a regulation

Article 3 – paragraph 2 c (new)

Text proposed by the Commission

Amendment

2 c. Following a reasoned request by a Member State the Commission may grant an exemption from the requirement laid down in paragraph 2 for TEN-T roads with a total annual average daily traffic of less than 2000 light-duty vehicles, provided that the infrastructure cannot be justified in socio-economic cost-benefit terms. When granted, a Member State may on such roads deploy, a single publicly accessible recharging pool which serves both directions of travel, while meeting the requirements set out in paragraph 2 in terms of distance, total power output of the pool, number of points and power output of single points applicable for a single direction of travel, provided that the recharging pool is easily accessible from both directions of travel. The Commission shall grant such exemptions in duly justified cases, after an assessment of the reasoned request submitted by the Member State.

Amendment 106

Proposal for a regulation

Article 3 – paragraph 2 d (new)

Text proposed by the Commission

Amendment

2 d. Following a reasoned request by a Member State the Commission may grant an exemption from the maximum distance requirement laid down in paragraph 2 of this Article for TEN-T roads with a total annual average daily traffic of less than 1500 light-duty vehicles, provided that the infrastructure cannot be justified in socio-economic cost-benefit terms. Where such a derogation is granted, Member States may allow a higher maximum distance of up to 100km between recharging points. The Commission shall grant such exemptions in duly justified cases, after an assessment of the reasoned request submitted by the Member State.

Amendment 107

Proposal for a regulation

Article 3 – paragraph 2 e (new)

Text proposed by the Commission

Amendment

2 e. In densely populated areas and regions with a lack of available off-street parking or high uptake in registered light-duty electricity vehicles, Member States shall ensure that the number of publicly accessible recharging stations is increased accordingly in order to provide the necessary infrastructure and support the market development.

Amendment 108

Proposal for a regulation

Article 3 – paragraph 3

Text proposed by the Commission

Amendment

3. Neighbouring Member States shall ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

3. Neighbouring Member States shall take the necessary measures to ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

Amendment 109

Proposal for a regulation

Article 3 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3 a. The Commission shall take the necessary measures to ensure the cooperation with third-countries, especially candidate countries and those third countries, in which transit corridors connecting Member States, are situated.

Amendment 110

Proposal for a regulation

Article 4 – paragraph 1 – point a – point i

Text proposed by the Commission

Amendment

(i) 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 31 December 2025, each recharging pool shall offer a power output of at least 2000 kW and include at least two recharging station with an individual power output of at least 800 kW;

Amendment 111

Proposal for a regulation

Article 4 – paragraph 1 – point a – point ii

Text proposed by the Commission

Amendment

(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 800 kW;

Amendment 112

Proposal for a regulation

Article 4 – paragraph 1 – point b – point i

Text proposed by the Commission

Amendment

(i) 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;

(i) by 31 December 2030, each recharging pool shall offer a power output of at least 2000 kW and include at least one recharging station with an individual power output of at least 800 kW;

Amendment 113

Proposal for a regulation

Article 4 – paragraph 1 – point b – point ii

Text proposed by the Commission

Amendment

(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 800 kW;

Amendment 114

Proposal for a regulation

Article 4 – paragraph 1 – point b a (new)

Text proposed by the Commission

Amendment

(b a) following a reasoned request by a Member State the Commission may grant an exemption from the requirement laid down in paragraph 1 for TEN-T roads with a total annual average daily traffic of less than 800 heavy-duty vehicles, provided that the infrastructure cannot be justified in socio-economic cost-benefit terms. When granted, a Member State may on such roads deploy, a single publicly accessible recharging pool which serves both directions of travel, while meeting the requirements set out in paragraph 1 in terms of distance, total power output of the pool, number of points and power output of single points applicable for a single direction of travel, provided that the recharging pool is easily accessible from both directions of travel. The Commission shall grant such exemptions in duly justified cases, after an assessment of the reasoned request submitted by the Member State;

Amendment 115

Proposal for a regulation

Article 4 – paragraph 1 – point b b (new)

Text proposed by the Commission

Amendment

(b b) following a reasoned request by a Member State the Commission may grant an exemption from the maximum distance requirement laid down in paragraph 1 of this Article for TEN-T roads with a total annual average daily traffic of less than 600 heavy-duty vehicles, provided that the infrastructure cannot be justified in socio-economic cost-benefit terms. Where such a derogation is granted, Member States may allow a higher maximum distance of up to 100km between recharging points. The Commission shall grant such exemptions in duly justified cases, after an assessment of the reasoned request submitted by the Member State;

Amendment 116

Proposal for a regulation

Article 4 – paragraph 1 – point c

Text proposed by the Commission

Amendment

(c) 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;

(c) by 31 December 2027, in each safe and secure parking area at least two recharging stations dedicated to heavy-duty vehicles with a power output of at least 100 kW are installed and enabled for smart and bi-directional charging;

Amendment 117

Proposal for a regulation

Article 4 – paragraph 1 – point c a (new)

Text proposed by the Commission

Amendment

(c a) by 31 December 2030, in each safe and secure parking area, at least four recharging stations dedicated to heavy-duty vehicles with a power output of at least 100 kW are installed and enabled for smart and bi-directional charging;

Amendment 118

Proposal for a regulation

Article 4 – paragraph 1 – point d

Text proposed by the Commission

Amendment

(d) 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;

(d) 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 1 400 kW are deployed, provided by recharging stations with an individual power output of at least 350 kW;

Amendment 119

Proposal for a regulation

Article 4 – paragraph 1 – point e

Text proposed by the Commission

Amendment

(e) 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.

(e) 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 3 500 kW are deployed, provided by recharging stations with an individual power output of at least 350 kW.

Amendment 120

Proposal for a regulation

Article 4 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1 a. The requirements referred to in paragraph 1, points (c), (ca), (d) and (e), shall apply in addition to the requirements set out in paragraph 1, points (a) and (b).

Amendment 121

Proposal for a regulation

Article 4 – paragraph 1 b (new)

Text proposed by the Commission

Amendment

1 b. The Commission shall consider whether to increase the individual power output referred to in paragraph 1, points (a), (b), (d), and (e), once the common technical specifications are available and supplemented in accordance with Annex II as part of the review of this Regulation, pursuant to Article 22.

Amendment 122

Proposal for a regulation

Article 4 – paragraph 1 c (new)

Text proposed by the Commission

Amendment

1 c. Member States shall ensure that the necessary electricity grid connection and grid capacity is provided. Therefore, Member States should, in coordination with the relevant stakeholders, carry out an analysis before 2025 in order to evaluate and plan the necessary grid reinforcements to the electricity grids.

Amendment 123

Proposal for a regulation

Article 4 – paragraph 2

Text proposed by the Commission

Amendment

2. Neighbouring Member States shall ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

2. Neighbouring Member States shall take the necessary measures to ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

Amendment 124

Proposal for a regulation

Article 4 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2 a. The Commission shall take the necessary measures to ensure the cooperation with third countries, especially candidate countries and those third countries, in which transit corridors connecting Member States are situated.

Amendment 125

Proposal for a regulation

Article 4 – paragraph 2 b (new)

Text proposed by the Commission

Amendment

2 b. If the costs are disproportionate to the benefits, including the environmental benefits, a Member State may decide not to apply paragraph 1 and 2 of this Article to:

(a) outermost regions of the Union, as referred to in Article 349 of the Treaty on the Functioning of the European Union; or

(b) islands that are not connected to mainland energy networks, falling under the definition of small connected systems or isolated systems according to Directive 2019/944.

In such cases, Member States shall justify their decisions to the Commission and shall make available all relevant information in their national policy frameworks.

Amendment 126

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1 – point a – introductory part

Text proposed by the Commission

Amendment

(a) 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:

To that end, operators of recharging points shall, at publicly accessible recharging stations deployed from [date of entry into force of this Regulation], accept electronic payments through terminals and devices used for payment services, including at least payment card readers or devices with a contactless functionality that is at least able to read payment cards. Additionally, if possible, devices using an internet connection with which for instance a Quick Response code can be specifically generated and used for the payment transaction may be provided.

Amendment 127

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1 – point a – point i

Text proposed by the Commission

Amendment

(i) payment card readers;

deleted

Amendment 128

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1 – point a – point ii

Text proposed by the Commission

Amendment

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

deleted

Amendment 129

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1 – point a – point iii

Text proposed by the Commission

Amendment

(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

Amendment 130

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1 – point b

Text proposed by the Commission

Amendment

(b) 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

(i) payment card readers;

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

Amendment 131

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 2

Text proposed by the Commission

Amendment

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

From 1 January 2027 onwards, operators of recharging points shall ensure that all publicly accessible recharging stations operated by them comply with the requirements laid down in this paragraph.

Amendment 132

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 3

Text proposed by the Commission

Amendment

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

Amendment 133

Proposal for a regulation

Article 5 – paragraph 3

Text proposed by the Commission

Amendment

3. Operators of recharging points shall, when they offer automatic authentication at a publicly accessible recharging point operated by them, ensure that end users always have the right not to make use of the automatic authentication and may either recharge their vehicle on an ad hoc basis, as provided for in paragraph 3, or use another contract-based recharging solution offered at that recharging point. Operators of recharging points shall transparently display that option and offer it in a convenient manner to the end user, at each publicly accessible recharging point that they operate and where they make available automatic authentication.

3. Operators of recharging points shall, when they offer automatic authentication at a publicly accessible recharging point operated by them, ensure that end users always have the right not to make use of the automatic authentication and may either recharge their vehicle on an ad hoc basis, as provided for in paragraph 3, or use another contract-based recharging solution offered at that recharging point. Operators of recharging points shall transparently display that option and offer it in a convenient manner to the end user, and shall ensure that e-roaming is available, at each publicly accessible recharging point that they operate and where they make available automatic authentication.

Amendment 134

Proposal for a regulation

Article 5 – paragraph 4

Text proposed by the Commission

Amendment

4. Prices charged by operators of publicly accessible recharging points shall be reasonable, easily and clearly comparable, transparent and non-discriminatory. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. Where relevant, the level of prices may only be differentiated in a proportionate manner, according to an objective justification.

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

Amendment 135

Proposal for a regulation

Article 5 – paragraph 4 a (new)

Text proposed by the Commission

Amendment

4 a. Member States shall take appropriate measures to prevent unfair practices that target consumers, including in relation to the prices set for the use of publicly accessible charging points, such as price gouging, with the overall objective of safeguarding competition on the market and consumer rights. The adoption of such measures shall be based on regular monitoring of pricing and practices of vehicle producers and recharging point operators. The Member States shall notify the Commission of the adoption of such measures by the appropriate regulatory authority.

Amendment 136

Proposal for a regulation

Article 5 – paragraph 5 – introductory part

Text proposed by the Commission

Amendment

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.

Amendment 137

Proposal for a regulation

Article 5 – paragraph 5 – indent 1

Text proposed by the Commission

Amendment

– price per session,

deleted

Amendment 138

Proposal for a regulation

Article 5 – paragraph 5 – indent 2

Text proposed by the Commission

Amendment

– price per minute,

deleted

Amendment 139

Proposal for a regulation

Article 5 – paragraph 5 – indent 3

Text proposed by the Commission

Amendment

– price per kWh.

deleted

Amendment 140

Proposal for a regulation

Article 5 – paragraph 6

Text proposed by the Commission

Amendment

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 and affordable, 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 and affordable, transparent and non-discriminatory. No extra charges for cross-border e-roaming shall be applied.

Amendment 141

Proposal for a regulation

Article 5 – paragraph 6 a (new)

Text proposed by the Commission

Amendment

6 a. Operators of smart or bi-directional recharging points shall make available information that they receive from transmission system operators, electricity suppliers, or via their own electricity production, on the share of renewable electricity in the transmission system and the associated greenhouse gas emissions. That information shall be made available in regular real time intervals, it shall be accompanied by forecasting, where available, and, where applicable, the terms of the contract with the electricity provider shall apply.

Amendment 142

Proposal for a regulation

Article 5 – paragraph 7

Text proposed by the Commission

Amendment

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 [date of entry into force of this Regulation], operators of recharging points shall ensure that all newly built or renovated publicly accessible recharging points operated by them are digitally-connected, include e-roaming functionality and their location and status are easily visible online.

Amendment 143

Proposal for a regulation

Article 5 – paragraph 8

Text proposed by the Commission

Amendment

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 [date of entry into force of this Regulation], operators of recharging points shall ensure that all newly built or renovated publicly accessible recharging points operated by them are capable of smart recharging.

Amendment 144

Proposal for a regulation

Article 5 – paragraph 8 a (new)

Text proposed by the Commission

Amendment

8 a. Operators of publicly accessible recharging points shall ensure that:

(a) the recharging stations operate in a proper condition throughout their commercial lifetime and that the functionalities set out in paragraphs 2 to 5 are always available to end users, with regular m Maintenance and repair operations being executed as soon as any malfunction is detected;

(b) all publicly accessible recharging points operated by them comply with provisions of directive (EU) 2016/1148 of the European Parliament and of the Council of 6 July 2016 concerning measures for a high common level of security of network and information systems across the Union.

Amendment 145

Proposal for a regulation

Article 5 – paragraph 9

Text proposed by the Commission

Amendment

9. Member States shall take the necessary measures to ensure that appropriate signposting is deployed within parking and rest areas on the TEN-T road network where alternative fuels infrastructure is installed, to enable easy identification of the exact location of the alternative fuels infrastructure.

9. From [date of entry into force of this Regulation], 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. Signposting shall also be deployed at an appropriate distance on the TEN-T road network leading up to parking and rest areas where such alternative fuels infrastructure is installed.

Amendment 146

Proposal for a regulation

Article 5 – paragraph 9 a (new)

Text proposed by the Commission

Amendment

9 a. Member States shall encourage operators to take necessary measures to offer standardised and fully interoperable information systems providing information about the availability of recharging points. Such systems shall be precise, user-friendly and operable in the official language(s) of the Member State and in English.

Amendment 147

Proposal for a regulation

Article 5 – paragraph 11 a (new)

Text proposed by the Commission

Amendment

11 a. Operators of publicly accessible recharging points shall ensure that the necessary contact information for local emergency services is clearly displayed at charging stations.

Amendment 148

Proposal for a regulation

Article 5 – paragraph 11 b (new)

Text proposed by the Commission

Amendment

11 b. At unattended charging stations, Member States shall facilitate the installation of camera surveillance systems and an emergency call button for immediate contact with local emergency services.

Amendment 149

Proposal for a regulation

Article 6 – paragraph 1 – subparagraph 1

Text proposed by the Commission

Amendment

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.

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.

Amendment 150

Proposal for a regulation

Article 6 – paragraph 1 – subparagraph 2

Text proposed by the Commission

Amendment

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.

Amendment 151

Proposal for a regulation

Article 6 – paragraph 1 – subparagraph 3

Text proposed by the Commission

Amendment

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.

Amendment 152

Proposal for a regulation

Article 6 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1 a. Member States shall publish a detailed list of multimodal transport hubs, industrial clusters and ports suitable for the deployment of hydrogen refuelling stations by 31 December 2024.

Amendment 153

Proposal for a regulation

Article 6 – paragraph 2

Text proposed by the Commission

Amendment

2. Neighbouring Member States shall ensure that the maximum distance referred to in paragraph 1, second subparagraph is not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

2. Neighbouring Member States shall take the necessary measures to ensure that the maximum distance referred to in paragraph 1, second subparagraph is not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

Amendment 154

Proposal for a regulation

Article 6 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3 a. If the costs are disproportionate to the benefits, including the environmental benefits, Member States may decide not to apply paragraph 1 of this Article to: (a) outermost regions of the Union, as referred to in Article 349 of the Treaty on the Functioning of the European Union; or (b) islands that are not connected to mainland energy networks, falling under the definition of small connected systems or isolated systems according to Directive 2019/944, In such cases, Member States shall justify their decisions to the Commission and shall make available all relevant information in their national policy frameworks.

Amendment 155

Proposal for a regulation

Article 6 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3 b. The Commission shall take the necessary measures to ensure cooperation with third countries, especially candidate countries and those third countries in which transit corridors connecting Member States are situated.

Amendment 156

Proposal for a regulation

Article 7 – paragraph 1 – subparagraph 1 – introductory part

Text proposed by the Commission

Amendment

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:

From [date of entry into force of this Regulation] 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 payment card readers or contactless devices that are able to read payment cards.

Amendment 157

Proposal for a regulation

Article 7 – paragraph 1 – subparagraph 1 – point a

Text proposed by the Commission

Amendment

(a) payment card readers;

deleted

Amendment 158

Proposal for a regulation

Article 7 – paragraph 1 – subparagraph 1 – point b

Text proposed by the Commission

Amendment

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

deleted

Amendment 159

Proposal for a regulation

Article 7 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1 a. Member States shall encourage operators to offer standardised and fully interoperable information systems providing information about the availability of refuelling points. Such systems shall be precise, user-friendly and operable in the official language(s) of the Member State and in English.

Amendment 160

Proposal for a regulation

Article 7 – paragraph 3

Text proposed by the Commission

Amendment

3. Operators of hydrogen refuelling points shall make price information available before the start of a refuelling session at the refuelling stations operated by them.

3. Operators of hydrogen refuelling points shall make price information available before the start of a refuelling session at the refuelling stations operated by them. They shall clearly display the ad hoc price and all its components at all publicly accessible refuelling stations operated by them so that these are known to end users before a refuelling session is initiated. The price per kg shall be clearly displayed.

Amendment 161

Proposal for a regulation

Article 7 – paragraph 4

Text proposed by the Commission

Amendment

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 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 refuelling session, and specific to their intended refuelling 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.

Amendment 162

Proposal for a regulation

Article 9 – paragraph 1 – introductory part

Text proposed by the Commission

Amendment

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

1. Member States shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in TEN-T core and comprehensive maritime ports. To that end, and in full alignment with Article 5, (1) and (2) of Regulation XXXX-XXX [FuelEU Maritime], Member States shall, in cooperation with the managing body or the competent authority, take the necessary measures to ensure that by 1 January 2030:

Amendment 163

Proposal for a regulation

Article 9 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1 a. Member States shall ensure that sufficient grid infrastructure and capacity, power reserve and frequency conversion is made available to meet the requirements set out in paragraph 1, points (a), (b) and (c).

Amendment 164

Proposal for a regulation

Article 9 – paragraph 2 – introductory part

Text proposed by the Commission

Amendment

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 and in full alignment with Article 5(3) of Regulation XXXX-XXX [FuelEU Maritime], the following port calls shall not be taken into account:

Amendment 165

Proposal for a regulation

Article 9 – paragraph 2 – point a a (new)

Text proposed by the Commission

Amendment

(a a) port calls estimated to be at berth for less than two hours which were prevented from departing within that timeframe due to events that could not be foreseen when entering the port and that were clearly outside the operator’s control or responsibility;

Amendment 166

Proposal for a regulation

Article 9 – paragraph 2 – point c a (new)

Text proposed by the Commission

Amendment

(c a) several short port calls to load and unload at different berths in the same port, not surpassing the time limit specified in point (a);

Amendment 167

Proposal for a regulation

Article 9 – paragraph 3

Text proposed by the Commission

Amendment

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 of the Union as referred to in Article 349 TFEU, 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.

Amendment 168

Proposal for a regulation

Article 9 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3 a. Without prejudice to paragraph 3, paragraph 1 shall not apply to the territory of Ceuta and Melilla until a connection directly to the electricity grid of the mainland, or to that of a neighbouring country, has been completed, or there is sufficient locally generated capacity from clean energy sources.

Amendment 169

Proposal for a regulation

Article 10 – paragraph 1 – point b a (new)

Text proposed by the Commission

Amendment

(b a) sufficient grid capacity and connection, power reserve and frequency conversion to the ports are available.

Amendment 170

Proposal for a regulation

Article 11 – title

Text proposed by the Commission

Amendment

Targets for supply of LNG in maritime ports

Targets for supply of LNG, ammonia and hydrogen in maritime ports

Amendment 171

Proposal for a regulation

Article 11 – paragraph 1

Text proposed by the Commission

Amendment

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 meet market demand both in the short and long term for such fuels and 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.

Amendment 172

Proposal for a regulation

Article 11 – paragraph 2

Text proposed by the Commission

Amendment

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 referred to in paragraph 1, also taking into consideration port development, existing LNG supply points and actual market needs and developments, as well as their obligations in relation to the Union climate neutrality objective.

Amendment 173

Proposal for a regulation

Article 12 – paragraph 1 – introductory part

Text proposed by the Commission

Amendment

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 and suppliers of ground handling services of all TEN-T core and comprehensive network airports ensure the provision of electricity supply to stationary aircraft, by:

Amendment 174

Proposal for a regulation

Article 12 – paragraph 1 – subparagraph 1 a (new)

Text proposed by the Commission

Amendment

However, paragraph 1(a) and (b) shall not apply to short-term parking positions, for the de-icing of aircraft, parking positions in military areas and parking positions for general air traffic (below 5,7 to MTOW).

Amendment 175

Proposal for a regulation

Article 12 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2 a. By way of derogation from paragraph 1 (a) and (b), where the airport of the TEN-T core network or the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid, or in an outermost region, that paragraph shall not apply until such a connection has been completed or there is sufficient locally generated capacity from clean energy sources, or if the costs are disproportionate to the benefits, including environmental benefits.

Amendment 176

Proposal for a regulation

Article 12 – paragraph 2 b (new)

Text proposed by the Commission

Amendment

2 b. Member States shall ensure that airport managing bodies or ground handling service suppliers of TEN-T core network airports provide preconditioned air systems.

Amendment 177

Proposal for a regulation

Article 12 a (new)

Text proposed by the Commission

Amendment

Article 12 a

Infrastructure targets for railway lines

1. Member States shall ensure the provision of sufficient infrastructure to enable railway lines across the Union to meet the electrification objectives of Regulation (EU) No 1315/2013 [TEN T Regulation].

2. Where the direct electrification of railway lines is not possible, including for reasons linked to the cost-efficiency of the service, Member States shall ensure that an appropriate number of charging stations for battery-powered trains, and hydrogen refuelling stations for rail, are put in place. To that end, Member States shall ensure that, along the TEN-T core and comprehensive networks, recharging stations for battery-powered trains and refuelling stations for hydrogen trains are deployed in each direction of travel in sections for which electrification is not provided for in Regulation (EU) No 1315 2013 [TEN T Regulation].

3. Member States shall ensure that, when decisions are taken on the necessary infrastructure to be deployed in order to comply with paragraph 2, the ‘energy efficiency first’ principle is fully taken into account.

4. Prior to deployment, Member States shall carry out an analysis of the best location for such stations. In doing so, Member States shall consider, in particular, the deployment of stations in urban nodes and multimodal hubs where other transport modes could also be integrated.

Amendment 178

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 1

Text proposed by the Commission

Amendment

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.

By 1 January 2024, each Member State shall prepare, in coordination with national, regional and local authorities, 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.

Amendment 179

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point a

Text proposed by the Commission

Amendment

(a) 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;

(a) 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 and mobility and accessibility between islands and outermost regions, as well as between them and the mainland;

Amendment 180

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point a a (new)

Text proposed by the Commission

Amendment

(a a) an assessment of how measures are implemented in full accordance with the energy efficiency first principle; Member States shall provide an account for how the ‘energy efficiency first’ principle has been applied when making planning and investment decisions related to the deployment of recharging and refuelling infrastructure of alternative fuels;

Amendment 181

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point a b (new)

Text proposed by the Commission

Amendment

(a b) an assessment of the current state and future development of grid connections and capacity, including any improvements and resilience measures needed, as well as the required financing;

Amendment 182

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point a c (new)

Text proposed by the Commission

Amendment

(a c) an assessment of the prospects of changes in the amount of electricity available to the transport sector, as well as its sources;

Amendment 183

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point b

Text proposed by the Commission

Amendment

(b) 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;

(b) national targets and objectives pursuant to Articles 3, 4, 6, 8, 9, 10, 11, 12 and 12a for which mandatory national targets are set out in this Regulation;

Amendment 184

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point c

Text proposed by the Commission

Amendment

(c) national targets and objectives for the deployment of alternative fuels infrastructure related to points (l), (m), (n), (o) and (p) of this paragraph for which no mandatory targets are set out in this Regulation;

(c) national targets and objectives for the deployment of alternative fuels infrastructure related to points (l), (l a), (m), (n), (o), (p), (p a) and (p b) of this paragraph for which no mandatory targets are set out in this Regulation;

Amendment 185

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point e

Text proposed by the Commission

Amendment

(e) 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;

(e) 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, as well as for taxis;

Amendment 186

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point g a (new)

Text proposed by the Commission

Amendment

(g a) national targets and measures to promote alternative fuels infrastructure along the road networks which are not included in the core and comprehensive TEN-T networks, in particular with respect to publicly accessible recharging points. In particular, Member States shall ensure that high and medium-level road networks for both light and heavy mobility are adequately covered by the recharge infrastructure;

Amendment 187

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point h

Text proposed by the Commission

Amendment

(h) measures to promote a sufficient number of publicly accessible high power recharging points;

(h) measures to promote a sufficient number of publicly accessible high power recharging points with a sufficient power output to increase consumer convenience and ensure the seamless circulation of electric vehicles on its territory and, where applicable, across borders;

Amendment 188

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point i a (new)

Text proposed by the Commission

Amendment

(i a) measures to guarantee accessibility of all territories to recharging and refuelling infrastructure, paying particular attention to rural areas to ensure their accessibility and territorial cohesion; targeted policies and measures should be considered and implemented for these territories by the Member States;

Amendment 189

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point j

Text proposed by the Commission

Amendment

(j) measures to ensure that publicly accessible recharging and refuelling points are accessible to older persons, persons with reduced mobility and with disabilities, which have to be in line with the accessibility requirements of Annex I and Annex III of Directive 2019/882;

(j) measures to ensure that all publicly accessible recharging and refuelling points are accessible to older persons, persons with reduced mobility and with disabilities, which have to be in line with the accessibility requirements of Annex I and Annex III of Directive 2019/882;

Amendment 190

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point j a (new)

Text proposed by the Commission

Amendment

(j a) measures targeting the specific needs of outermost regions, where applicable;

Amendment 191

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point k

Text proposed by the Commission

Amendment

(k) measures to remove possible obstacles with regards to planning, permitting and procuring of alternative fuels infrastructure;

(k) measures to remove possible obstacles with regards to planning, permitting and procuring of alternative fuels infrastructure and to limit the latency between initial application and actual deployment to no longer than 6 months, with due respect for stakeholder consultations and environmental impact assessment procedures. The authorisation procedure shall be fully digitalised;

Amendment 192

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point k a (new)

Text proposed by the Commission

Amendment

(k a) measures to ensure that the density of publicly accessible alternative fuels infrastructure available at national level takes into account the population density and the number of registrations of vehicles, powered by alternative fuels in the local area based on NUTS 3 level in accordance with the latest NUTS classification;

Amendment 193

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point k b (new)

Text proposed by the Commission

Amendment

(k b) measures to promote the use of electrically power assisted cycles as well as L-category vehicles such as powered electric cycles and e-mopeds.

Amendment 194

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point k c (new)

Text proposed by the Commission

Amendment

(k c) measures to support renewable energy communities, citizen energy communities and non-commercial operators in deploying recharging points, especially in sparsely populated areas.

Amendment 195

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point l

Text proposed by the Commission

Amendment

(l) 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;

(l) an assessment of the current state and future development of the market for hydrogen and electric propulsion aviation as well as a feasibility study on the deployment of the relevant infrastructure including, where appropriate, a deployment plan for alternative fuels infrastructure at airports, in particular for hydrogen and electric recharging for aircrafts;

Amendment 196

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point l a (new)

Text proposed by the Commission

Amendment

(l a) a deployment plan including targets and financing needed for pre-conditioned air systems at TEN-T core airports, as well as a feasibility study on the deployment of the relevant fixed or mobile infrastructure;

Amendment 197

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point p

Text proposed by the Commission

Amendment

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

(p) a deployment plan including targets, key milestones and financing needed, for hydrogen or battery electric trains on network segments that cannot be electrified, where appropriate.

Amendment 198

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point p a (new)

Text proposed by the Commission

Amendment

(p a) a comprehensive investment plan, based on a socio-economic, environmental and cost-benefit analysis, laying out the investments necessary to achieve the targets set in the national policy framework and which shall also include the infrastructures outside the TEN-T network;

Amendment 199

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point p b (new)

Text proposed by the Commission

Amendment

(p b) a map of future appropriate locations for site development for all alternative fuels infrastructure, including information on sufficient grid capacity, based on demand, which shall be made publicly available;

Amendment 200

Proposal for a regulation

Article 13 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1 a. Without prejudice to paragraph 1 and before the deadline set therein, Member States are invited to submit preliminary national policy frameworks in order to ensure a smooth and quick development and deployment of the infrastructure. When a Member State decides to hand in a preliminary national policy framework, the Commission shall assess the preliminary national policy framework and issue recommendations no later than six months after the submission of the preliminary national policy frameworks.

Amendment 201

Proposal for a regulation

Article 13 – paragraph 2

Text proposed by the Commission

Amendment

2. Member States shall ensure that the national policy frameworks take into account the needs of the different transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.

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

Amendment 202

Proposal for a regulation

Article 13 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2 a. Member States shall assess the cumulative contribution of the provisions laid down in paragraph 1 to the Union 2030 climate target and the objective of reaching climate neutrality by 2050, as laid down in Regulation (EU) 2021/1119.

Amendment 203

Proposal for a regulation

Article 13 – paragraph 2 b (new)

Text proposed by the Commission

Amendment

2 b. Member States shall ensure the up-skilling and re-skilling of workers handling the alternative fuels deployed under this regulation and the appropriate investment in occupational health and safety, to ensure a social just transition.

Amendment 204

Proposal for a regulation

Article 13 – paragraph 3

Text proposed by the Commission

Amendment

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 all the stakeholders concerned. Member States shall regularly consult regional and local authorities and shall encourage them to establish appropriate policy frameworks, which may include an action plan, specifying areas for infrastructure deployment, fast charging possibilities, relevant financial frameworks and concrete actions for the different actors involved, to facilitate the deployment of alternative fuels infrastructure.

Amendment 205

Proposal for a regulation

Article 13 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3 a. Member States shall assess and report, as part of their national policy framework, how the provisions laid down in Articles 5 and 7 have been implemented by operators of recharging and refuelling points. On the basis of the results of the assessment, Member States shall take the appropriate measures to ensure operators of recharging and refuelling points comply with Articles 5 and 7.

Amendment 206

Proposal for a regulation

Article 13 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3 b. Each Member State shall, preferably without creating an additional position, appoint a national coordinator for alternative fuels infrastructure who oversees the national coordination (inter-ministry) and implementation of the national policy framework. The national coordinator shall cooperate with the Commission, the responsible TEN-T coordinator and, if needed, other national coordinators, and assists regional and local authorities, e.g. by providing expertise, tooling, guidelines based on EU standards, and advises on regional coordination of the relevant local mobility plans.

Amendment 207

Proposal for a regulation

Article 13 – paragraph 4

Text proposed by the Commission

Amendment

4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process.

4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process. The European Coordinators for the core network corridors of the trans-European Transport Network (TEN-T) shall be consulted in line with Article 45 of Regulation (EU) No 1315/2013.

Amendment 208

Proposal for a regulation

Article 13 – paragraph 4 a (new)

Text proposed by the Commission

Amendment

4 a. Where necessary, the Member States shall cooperate with third countries, especially candidate countries and those third countries in which transit corridors connecting Member States are situated. The Commission shall assist the Member States in this cooperation process.

Amendment 209

Proposal for a regulation

Article 13 – paragraph 5

Text proposed by the Commission

Amendment

5. Support measures for alternative fuels infrastructure shall comply with the relevant State aid rules of the TFEU.

5. Support measures for alternative fuels infrastructure shall be aligned to climate objectives to avoid creating stranded assets and comply with the relevant State aid rules of the TFEU.

Amendment 210

Proposal for a regulation

Article 13 – paragraph 6

Text proposed by the Commission

Amendment

6. Each Member State shall make available to the public its draft national policy framework and shall ensure that the public is given early and effective opportunities to participate in the preparation of the draft national policy framework.

6. Each Member State shall make available to the public its draft national policy framework, including a comprehensive investment plan, and shall ensure that the public is given early and effective opportunities to participate in the preparation of the draft national policy framework.

Amendment 211

Proposal for a regulation

Article 13 – paragraph 7 – introductory part

Text proposed by the Commission

Amendment

7. The Commission shall assess the draft national policy frameworks and may issue recommendations to a Member State no later than six months after the submission of the draft national policy frameworks as referred to in paragraph 1. Those recommendations may, in particular, address:

7. The Commission shall assess the draft national policy frameworks. The Commission may request the opinion of the responsible European TEN-T Coordinator when examining the policy framework, in order to ensure consistency and advancement of each corridor, and may issue recommendations to a Member State no later than six months after the submission of the draft national policy frameworks as referred to in paragraph 1. Those recommendations shall be made publicly available in an easily readable and understandable form and may, in particular, address:

Amendment 212

Proposal for a regulation

Article 13 – paragraph 7 – point a

Text proposed by the Commission

Amendment

(a) 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;

(a) 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, 12 and 12a;

Amendment 213

Proposal for a regulation

Article 13 – paragraph 7 – point b a (new)

Text proposed by the Commission

Amendment

(b a) if policies and measures are geographically distributed across the regions within the Member State.

Amendment 214

Proposal for a regulation

Article 13 – paragraph 9

Text proposed by the Commission

Amendment

9. By 1 January 2025, each Member State shall notify to the Commission its final national policy framework.

9. By 1 January 2025, each Member State shall notify to the Commission its final national policy framework. That framework shall be made publicly available in an easily readable and understandable form.

Amendment 215

Proposal for a regulation

Article 14 – paragraph 1

Text proposed by the Commission

Amendment

1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 2027 and every two years thereafter.

1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 2026 and every year thereafter. That report shall be made publicly available in an easily readable and understandable form and displayed in the European Alternative Fuels Observatory

Amendment 216

Proposal for a regulation

Article 14 – paragraph 3

Text proposed by the Commission

Amendment

3. The regulatory authority of a Member States shall assess, at the latest by 30 June 2024 and periodically every three years thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, whether public or private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944.

3. The regulatory authority of a Member States shall assess, at the latest by 30 June 2024 and periodically every year thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, smart, bi-directional and of all power outputs, both public and private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall consider inputs from all relevant stakeholders, including operators of recharging points, transmission and distribution system operators, consumer organisations and solution providers, and be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. Member States shall also take the appropriate measures to ensure consistency between the recharge infrastructure planning and the respective grid planning. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944.

Amendment 217

Proposal for a regulation

Article 14 – paragraph 4

Text proposed by the Commission

Amendment

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

4. On the basis of input from transmission system operators and distribution system operators, the regulatory authority of a Member States shall assess, at the latest by 30 June 2024 and periodically every year thereafter, the potential contribution of bidirectional charging to peak shaving and the penetration of renewable electricity into the electricity system. That assessment shall be made publicly available. On the basis of the results of the assessment, Member States shall take the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points, in both public and private areas and include them in their progress report referred to in paragraph 1.

Amendment 218

Proposal for a regulation

Article 14 – paragraph 5

Text proposed by the Commission

Amendment

5. The Commission shall adopt guidance and templates concerning the content, structure and format of the national policy frameworks and the content of the national progress reports to be submitted by the Member States in accordance with Article 13(1) and six months after the date referred to in Article 24. The Commission may adopt guidance and templates to facilitate the effective application across the Union of any other provisions of this Regulation.

5. The Commission shall provide for technical and advisory assistance to the national authorities concerned and shall adopt guidance and templates concerning the content, structure and format of the national policy frameworks and the content of the national progress reports to be submitted by the Member States in accordance with Article 13(1) and six months after the date referred to in Article 24. The Commission may adopt guidance and templates to facilitate the effective application across the Union of any other provisions of this Regulation.

Amendment 219

Proposal for a regulation

Article 15 – paragraph 2

Text proposed by the Commission

Amendment

2. The Commission shall assess the progress reports submitted by Member States pursuant to Article 14(1) and shall as appropriate issue recommendations to Member States to ensure the achievement of the objectives and obligations laid down in this Regulation. Following those recommendations, the Member States shall issue an update of their progress report within six months following the Commission’s recommendations.

2. The Commission shall assess the progress reports submitted by Member States pursuant to Article 14(1). The Commission shall ensure that those progress reports are made publicly available in an easily readable and understandable form, and displayed in the European Alternative Fuels Observatory. The Commission shall, as appropriate, issue recommendations to Member States to ensure the achievement of the objectives and obligations laid down in this Regulation. Following those recommendations, the Member States shall issue an update of their progress report within six months following the Commission’s recommendations.

Amendment 220

Proposal for a regulation

Article 15 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2 a. The Member State concerned shall, within six months of receipt of the recommendations, notify the Commission on how it intends to implement the recommendations.

Amendment 221

Proposal for a regulation

Article 15 – paragraph 2 b (new)

Text proposed by the Commission

Amendment

2 b. After the submission of the notification referred to in paragraph 2a, the Member State concerned shall set out, in its follow-up progress report submitted in the year following that in which the recommendations were issued, how it has implemented the recommendations. If the Member State concerned decides not to implement the recommendations or a substantial part thereof, it shall provide the Commission with its reasons for not doing so.

Amendment 222

Proposal for a regulation

Article 15 – paragraph 3 – introductory part

Text proposed by the Commission

Amendment

3. The Commission shall submit to the European Parliament and to the Council a report on its assessment of the progress reports pursuant to Article 14(1) one year after submission of the national progress reports by the Member States. This assessment shall contain an assessment of:

3. The Commission shall submit to the European Parliament and to the Council a report on its assessment of the progress reports pursuant to Article 14(1) six months after submission of the national progress reports by the Member States. This assessment shall contain an assessment of:

Amendment 223

Proposal for a regulation

Article 15 – paragraph 4 – point d

Text proposed by the Commission

Amendment

(d) the infrastructure for electricity supply for stationary aircraft in airports of the TEN-T core network and the TEN-T comprehensive network;

(d) the infrastructure for electricity supply for stationary aircraft in airports of the TEN-T core network and the TEN-T comprehensive network, as well as, where applicable, recharging points for powering electric and hydrogen propulsion aircrafts;

Amendment 224

Proposal for a regulation

Article 15 – paragraph 4 – point e

Text proposed by the Commission

Amendment

(e) the number of refuelling points for LNG at maritime and inland ports of the TEN-T core network and the TEN-T comprehensive network;

(e) 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;

Amendment 225

Proposal for a regulation

Article 15 – paragraph 4 – point j a (new)

Text proposed by the Commission

Amendment

(j a) the number of publicly accessible recharging points partially dedicated to captive fleets including public transport and car sharing;

Amendment 226

Proposal for a regulation

Article 15 – paragraph 4 – point j b (new)

Text proposed by the Commission

Amendment

(j b) the alternative fuel infrastructure in outermost regions and islands.

Amendment 227

Proposal for a regulation

Article 15 – paragraph 4 a (new)

Text proposed by the Commission

Amendment

4 a. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every third year until 2050, the results of an evaluation on the functioning of this Regulation, with emphasis on this Regulation’s effects on the functioning of the single market, the competitiveness of affected sectors and the magnitude of carbon leakage.

Amendment 228

Proposal for a regulation

Article 15 – paragraph 4 b (new)

Text proposed by the Commission

Amendment

4 b. The Commission shall report to the European Parliament and the Council, by 1 January 2030, and every fifth year until 2050, the results of a comprehensive evaluation of the aggregated macroeconomic impact of the Regulations that make up the ‘Fit for 55’ package 1a, with emphasis on the effects on the Union’s competitiveness, job creation, transport freight rates, household purchasing power and the magnitude of carbon leakage.

_________________

1a Communication from the Commission (COM(2021)0550), 14 July 2021.

Amendment 229

Proposal for a regulation

Article 15 – paragraph 4 c (new)

Text proposed by the Commission

Amendment

4 c. The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities in the Member States shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.

Amendment 230

Proposal for a regulation

Article 16 – paragraph 2

Text proposed by the Commission

Amendment

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

2. Where it is evident from the report referred to in paragraph 1 of this Article or from any information available to the Commission that a Member State is at risk of not meeting its national targets as referred to in Article 3(1), the Commission shall issue a finding to this effect and request the Member State concerned to take corrective measures to meet the national targets. Within three months following the receipt of the Commission’s findings, the Member State concerned shall notify to the Commission the corrective measures that it plans to implement to meet the targets set in Article 3(1). The corrective measures shall entail additional actions that the Member State shall implement to meet the targets set in Article 3 (1) and a clear timetable for actions that enables the assessment of the annual progress towards meeting those targets. Where the Commission finds that the corrective measures are satisfactory, the Member State concerned shall update its latest progress report as referred to in Article 14 with these corrective measures and submit it to the Commission. Where the Commission finds that the corrective measures are not satisfactory, it shall consider taking necessary measures in respect of that Member State. The measures shall be proportionate, appropriate and in accordance with the Treaties.

Amendment 231

Proposal for a regulation

Article 16 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2 a. The Commission shall duly inform the European Parliament and Council about any measures taken in accordance with paragraph 2, and make these decisions publicly available, in accordance with Regulation (EC) No 1049/2001.

Amendment 232

Proposal for a regulation

Article 17 – paragraph 1

Text proposed by the Commission

Amendment

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

1. Relevant, consistent and clear information shall be made available as regards motor vehicles which can be regularly fuelled with individual fuels placed on the market, or recharged by recharging points. To that end, Member States shall ensure that all motor vehicle information relevant to the fuels or e-charging provided for in this Regulation and in other applicable Union legislation shall be made available in motor vehicle manuals, at refuelling and recharging points, on motor vehicles and in motor vehicle dealerships in their territory. This requirement shall apply to all motor vehicles, and their motor vehicle manuals, placed on the market.

To this end, the Commission shall review, as appropriate, the Directive 1999/94/EC no later than one year after the date mentioned in Article 24 of this Regulation.

Amendment 233

Proposal for a regulation

Article 17 – paragraph 2 – introductory part

Text proposed by the Commission

Amendment

2. Identification of vehicles and infrastructures compatibility as well as identification of fuels and vehicle compatibility referred to in paragraph 1 shall be in compliance with the technical specifications referred to in points 9.1 and 9.2 of Annex II. Where such standards refer to a graphical expression, including a colour coding scheme, the graphical expression shall be simple and easy to understand, and it shall be placed in a clearly visible manner:

2. Identification of vehicles and infrastructures compatibility as well as identification of fuels and vehicle compatibility referred to in paragraph 1 shall be in compliance with the technical specifications referred to in points 9.1 and 9.2 of Annex II. Member States shall ensure that, where such standards refer to a graphical expression, including a colour coding scheme, the graphical expression shall be simple and easy to understand, and it shall be placed in a clearly visible manner:

Amendment 234

Proposal for a regulation

Article 17 – paragraph 2 – point a

Text proposed by the Commission

Amendment

(a) on corresponding pumps and their nozzles at all refuelling points, as from the date on which fuels are placed on the market; or

(a) on corresponding pumps and their nozzles at all refuelling points, as from the date on which fuels are placed on the market; and

Amendment 235

Proposal for a regulation

Article 17 – paragraph 2 – point b

Text proposed by the Commission

Amendment

(b) in the immediate proximity of all fuel tanks' filling caps of motor vehicles recommended for and compatible with that fuel and in motor vehicle manuals, when such motor vehicles are placed on the market after 18 November 2016.

(b) in the immediate proximity of all fuel tanks' filling caps of motor vehicles recommended for and compatible with that fuel and in motor vehicle manuals, when such motor vehicles are placed on the market.

Amendment 236

Proposal for a regulation

Article 17 – paragraph 3

Text proposed by the Commission

Amendment

3. When fuel prices are displayed at a fuel station, a comparison between the relevant unit prices shall be displayed where appropriate, and in particular for electricity and hydrogen, for information purposes following the common methodology for alternative fuels unit price comparison referred to in point 9.3 of Annex II.

3. When fuel prices are displayed at a fuel station, Member States shall ensure that a comparison between the relevant unit prices is displayed where appropriate, and in particular for electricity and hydrogen, for information purposes following the common methodology for alternative fuels unit price comparison referred to in point 9.3 of Annex II. For ad hoc recharging of electricity and refuelling of hydrogen, the price shall also be provided per kWh and per kg, respectively.

Amendment 237

Proposal for a regulation

Article 18 – paragraph 2 – introductory part

Text proposed by the Commission

Amendment

2. Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, shall ensure the availability of static and dynamic data concerning alternative fuels infrastructure operated by them and allow accessibility of that data through the National Access Points at no cost. The following data types shall be made available:

2. Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, shall ensure the availability of static and dynamic data concerning alternative fuels infrastructure operated by them and allow accessibility of that data through the National Access Points at no cost. In doing so, those operators shall also ensure the highest possible level of cybersecurity, data protection and security, especially in authentication, billing and payment processes. Where applicable, those operators shall comply with the provisions in the Directive on measures for a high common level of cybersecurity across the Union (NIS2 Directive). The following data types shall be made available:

Amendment 238

Proposal for a regulation

Article 18 – paragraph 2 – point a – point i

Text proposed by the Commission

Amendment

(i) geographic location of the recharging or refuelling point,

(i) geographic location of the recharging or refuelling point and, if possible, information about resting facilities and food supply nearby,

Amendment 239

Proposal for a regulation

Article 18 – paragraph 2 – point a – point i a (new)

Text proposed by the Commission

Amendment

(i a) facilities offering protection from rain or other severe weather conditions,

Amendment 240

Proposal for a regulation

Article 18 – paragraph 2 – point a – point i b (new)

Text proposed by the Commission

Amendment

(i b) illumination during night-time charging,

Amendment 241

Proposal for a regulation

Article 18 – paragraph 2 – point b – point ii

Text proposed by the Commission

Amendment

(ii) type of connector,

(ii) type and availability of connector,

Amendment 242

Proposal for a regulation

Article 18 – paragraph 2 – point b – point iv

Text proposed by the Commission

Amendment

(iv) power output (kW),

(iv) power output (kW) in total and maximum individual power output,

Amendment 243

Proposal for a regulation

Article 18 – paragraph 2 – point b – point iv a (new)

Text proposed by the Commission

Amendment

(iv a) accessibility for heavy-duty vehicles, including height, length and width restrictions of the recharging and refuelling points.

Amendment 244

Proposal for a regulation

Article 18 – paragraph 2 – point c – point ii

Text proposed by the Commission

Amendment

(ii) availability (in use/ not in use),

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

Amendment 245

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii a (new)

Text proposed by the Commission

Amendment

(iii a) when available, the share of renewable electricity and the greenhouse gas emissions content of the electricity supplied at recharging points,

Amendment 246

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii b (new)

Text proposed by the Commission

Amendment

(iii b) enabled for bi-directional charging (yes/no),

Amendment 247

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii c (new)

Text proposed by the Commission

Amendment

(iii c) capability of smart charging,

Amendment 248

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii d (new)

Text proposed by the Commission

Amendment

(iii d) accepted payment methods,

Amendment 249

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii e (new)

Text proposed by the Commission

Amendment

(iii e) if applicable, price and time limit for parking,

Amendment 250

Proposal for a regulation

Article 18 – paragraph 2 – point c a (new)

Text proposed by the Commission

Amendment

(c a) available languages on the display,

Amendment 251

Proposal for a regulation

Article 18 – paragraph 2 – subparagraph 1 a (new)

Text proposed by the Commission

Amendment

Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, whilst in accordance with relevant Union law, shall not be obliged to disclose static or dynamic data that would result in the disclosure of company confidential data, which may prejudice the interest of a company.

Amendment 252

Proposal for a regulation

Article 18 – paragraph 3

Text proposed by the Commission

Amendment

3. Member States shall ensure the accessibility of data on an open and non-discriminatory basis to all stakeholders through their National Access Point in application of Directive 2010/40/EU of the European Parliament and the Council67 .

3. Member States shall, whilst in accordance with relevant Union law, ensure the accessibility of data, not including company confidential data which may prejudice the interest of a company, on an open and non-discriminatory basis to all stakeholders through their National Access Point in application of Directive 2010/40/EU of the European Parliament and the Council67

__________________

67 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).

Amendment 253

Proposal for a regulation

Article 18 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3 a. By 31 December 2026, the Commission shall establish a common European access point for alternative fuels data. In doing so, the Commission shall ensure full compliance with the provisions laid down in Directive XX-XXX [ITS Directive] and the Regulation XX-XXX on Multimodal digital mobility services. The common European access point shall fully build on the National Access Points connecting them with one another. It shall offer access to all data made available to the NAPs, ensuring that it is publicly available, on a non-discriminatory basis, to end users, other market participants and service providers for their use, subject to compliance with data protection requirements. The Commission shall ensure that the common European access point is made available to the public and easily accessible, for example through the creation of a dedicated web portal. The Commission shall ensure that the data contained in the common European access point on the availability and accessibility, including waiting times and the remaining alternative fuels capacity, of the refuelling and recharging points, is available through a publicly accessible, up-to-date, user-friendly and multilingual interface at EU level.

Amendment 254

Proposal for a regulation

Article 18 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3 b. Member States shall ensure that their National Access Points allow for an automated and uniform data exchange with the common European access point and the operators of publicly accessible recharging and refuelling points, in accordance with the procedures and technical requirements to be established in accordance with paragraph 4.

Amendment 255

Proposal for a regulation

Article 18 – paragraph 4 – introductory part

Text proposed by the Commission

Amendment

4. The Commission shall be empowered to adopt delegated acts in accordance with Article 17 to:

4. The Commission shall be empowered to adopt delegated acts in accordance with Article 20 to:

Amendment 256

Proposal for a regulation

Article 18 – paragraph 4 – point c

Text proposed by the Commission

Amendment

(c) establish detailed procedures enabling the provision and exchange of data required pursuant to paragraph 2.

(c) establish detailed procedures and technical requirements enabling the uniform European provision and exchange of data required pursuant to paragraphs 2, 3a and 3b.

Amendment 257

Proposal for a regulation

Article 19 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3 a. Publicly accessible ammonia refuelling points deployed or renewed from [date of entry into force of this Regulation] shall comply with the technical specifications set out in points 7.1 and 7.2 of Annex II.

Amendment 258

Proposal for a regulation

Article 19 – paragraph 7 – introductory part

Text proposed by the Commission

Amendment

7. The Commission shall be empowered to adopt delegated acts in accordance with Article 17 to:

7. The Commission shall be empowered to adopt delegated acts in accordance with Article 20 to:

Amendment 259

Proposal for a regulation

Article 19 – paragraph 7 – point b

Text proposed by the Commission

Amendment

(b) amend Annex II by updating the references to the standards referred to in the technical specifications set out in that Annex.

(b) amend Annex II by updating the references to the standards referred to in the technical specifications set out in that Annex at the latest six months after their technical adoption.

Amendment 260

Proposal for a regulation

Article 21 a (new)

Text proposed by the Commission

Amendment

Article 21 a

Compensatory regulatory reduction

The Commission shall present, at the latest one year after the entry into force of this Regulation, and in line with its communication on the application of the ‘one in, one out’ principle 1a , proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or abolishment of provisions in other EU Regulations that generate unnecessary compliance costs in the affected sectors.

_________________

1a EC press release on the working methods of the von der Leyen Commission, 4 December 2019.

Amendment 261

Proposal for a regulation

Article 22 – paragraph 1

Text proposed by the Commission

Amendment

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 review this Regulation, paying special attention to the appropriateness of the targets and infrastructure requirements set within this Regulation. If it finds that one or more provisions are not appropriate any more or new technologies have emerged, the Commission shall submit a proposal to amend this Regulation. As part of this review, the Commission shall particularly consider the following:

- to decrease the gross tonnage threshold, laid down in Article 9 of this Regulation, to 400, as well as extending these provisions to apply also to all remaining types of ships falling under the scope of Regulation XXXX-XXX FuelEU Maritime;

- to introduce into this Regulation appropriate targets for the infrastructure required to power electric and hydrogen propulsion aircrafts;

- the technological advancement of electric road systems such as contactless inductive charging or overhead line technology and whether the deployment of such infrastructure may impact the deployment of publicly accessible recharging infrastructure and, if appropriate, any consequential adjustment is required of the charging infrastructure deployment targets of this Regulation. As part of this assessment, the Commission shall specifically consider the possibility for Member States to account electric road systems towards the achievement of the total power output targets for light commercial vehicles set out in Article 3 and for heavy commercial vehicles set out in Article 4.

Amendment 262

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point a – introductory part

Text proposed by the Commission

Amendment

(a) vehicle uptake projections for 31 December of the years 2025, 2030 and 2035 for:

(a) vehicle uptake projections for 31 December of the years 2025, 2027, 2030, 2032 and 2035 for:

Amendment 263

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point b – introductory part

Text proposed by the Commission

Amendment

(b) targets for 31 December 2025, 2030 and 2035 for:

(b) targets for 31 December 2025, 2027, 2030, 2032 and 2035 for:

Amendment 264

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point b – indent 7

Text proposed by the Commission

Amendment

– LNG refuelling points at maritime ports of the TEN-T core and TEN-T comprehensive network, including location (port) and capacity per port;

– LNG, hydrogen and ammonia refuelling points at maritime ports of the TEN-T core and TEN-T comprehensive network, including location (port) and capacity per port;

Amendment 265

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point b – indent 8

Text proposed by the Commission

Amendment

– 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;

Amendment 266

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point b – indent 11 a (new)

Text proposed by the Commission

Amendment

- electric recharging infrastructure for L-category vehicles: number of recharging stations and power output.

Amendment 267

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point b – indent 11 a (new)

Text proposed by the Commission

Amendment

– The information on recharging stations in indents 1 to 4 shall be disaggregated for normal, smart and bi-directional charging capability.

Amendment 268

Proposal for a regulation

Annex I – paragraph 1 – point 2

Text proposed by the Commission

Amendment

2. utilisation rates: for the categories under point 1(b), reporting the utilisation of that infrastructure;

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

Amendment 269

Proposal for a regulation

Annex I – paragraph 1 – point 3 – indent 1

Text proposed by the Commission

Amendment

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

– level of achievement of the infrastructure deployment targets as referred to in point 1(b) for all transport modes, in particular for electric recharging stations, electric road system (if applicable), hydrogen refuelling stations, shore-side electricity supply in maritime and inland waterway ports, LNG, hydrogen and ammonia bunkering at TEN-T core maritime ports, other alternative fuels infrastructure in ports, electricity supply to stationary aircrafts, as well as for hydrogen refuelling points and electric recharging points for trains;

Amendment 270

Proposal for a regulation

Annex I – paragraph 1 – point 3 – indent 3

Text proposed by the Commission

Amendment

– alternative fuels infrastructure deployment within urban nodes;

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

Amendment 271

Proposal for a regulation

Annex I – paragraph 1 – point 3 – indent 3 a (new)

Text proposed by the Commission

Amendment

- measures to ensure that the expansion of publicly accessible recharging and refuelling points, as well as alternative fuel powered transport options, in particular public transport, are affordable and accessible for vulnerable consumers and those at risk of, or in, energy poverty;

Amendment 272

Proposal for a regulation

Annex I – paragraph 1 – point 7 a (new)

Text proposed by the Commission

Amendment

7 a. explanation of how the 'energy efficiency first' principle has been taken into utmost account for vehicle uptake projections, target setting, estimation of utilisation rates, the development and implementation of policy measures supporting the national policy framework and the associated public investments.

Amendment 273

Proposal for a regulation

Annex III – point 3 – indent 4 a (new)

Text proposed by the Commission

Amendment

– number of bi-directional charging points for each of the categories under point 2.

Amendment 274

Proposal for a regulation

Annex II – Part 9 – point 9.3 a (new)

Text proposed by the Commission

Amendment

9.3 a. Technical specification for recharging stations for electricity recharging and hydrogen refuelling facilities for rail transport.

EXPLANATORY STATEMENT

Introduction

Transport and mobility is the lifeblood of society and an essential part of everyday day life, affecting the wellbeing of European citizens. It concerns all of us. A sustainable, affordable and well-functioning transport sector available to all citizens is the backbone of the EU internal market and of utmost importance to ensure accessibility and connectivity of all regions of the European Union.

The European transport sector is currently undergoing a transformation of historic dimensions. Being responsible for over 27 percent of all greenhouse gas (GHG) emissions in the Union, the sector has a significant ecological footprint. While the Union’s overall emissions decreased between 1990 and 2019, transport is the only major emitting sector whose emissions increased. This negative trend is not compatible with the Union’s transition towards a sustainable society or its climate objectives. It also falls short of maximising the potential of Europe’s industry to be a global frontrunner leading the shift towards sustainable mobility.

As outlined in the European Green Deal, the transport sector needs to cut at least 90 percent of its emissions by 2050, making the decarbonisation of the sector key for the Union to achieve its long-term objective of reaching climate neutrality, as set out in the European Climate Law.

Certainly, decarbonising transports will not come without challenges, but it also offers great opportunities. By shifting to sustainable, renewable and efficient energy solutions across all transport modes, the Union can reduce GHG emissions and air pollution to improve the quality of life and health of citizens, create new high-quality jobs while modernising and strengthening European industry and its competitiveness.

Sustainable alternative fuels and their infrastructure play a key role in this transition. A swift and continuous roll-out of alternative fuels infrastructure is a fundamental prerequisite to support and further boost the market uptake of sustainable vehicles, vessels and transport solutions. It is therefore crucial to have the best possible legal framework in place, to enable sufficient levels of deployment of alternative fuels infrastructure, and incentivise investments in sustainable technologies. The investment decisions that will be taken in the near future will be instrumental to put the transport sector on the right path in its ongoing transition and to ensure that it sufficiently contributes to reducing the Union’s GHG emissions by 55 percent by 2030 and to net-zero by 2050.

Current status of alternative fuels infrastructures in the EU

Directive 2014/94/EU on the deployment of alternative fuels infrastructure entered into force in November 2014, and Member States should transpose the provisions into national law by 18 November 2016.

The Directive sets out a framework of common measures for the deployment of alternative fuels infrastructure. Although the Directive has had a certain positive impact on the deployment of alternatively fuels infrastructure, its shortcomings are clearly visible. The internal market is fragmented and a there is a persisting lack of a seamless and interoperable network of alternative fuels infrastructure across the Union. It is painstakingly clear that the Directive has failed to meet the key objective of ensuring a coherent market development of alternative fuels infrastructure in the EU.

Your Rapporteur is convinced that a stronger and more coherent legal framework is required to enable a sufficient increase in the deployment and market uptake of sustainable alternative fuels, to ensure a fully interconnected and interoperable network across the Union. Without further EU action, the current lack of appropriate infrastructure is likely to impede progress, notably by becoming a barrier to the needed market growth of low- and zero-emission vehicles, vessels and aircraft.

Therefore, your Rapporteur welcomes the Commission’s proposal to turn the Directive into a Regulation. This is required to deliver sustainable, affordable and well-functioning transports available to all citizens and to meet the increased climate ambition for 2030 and the needs of the transition to climate neutrality by 2050. Your Rapporteur agrees that legally binding minimum requirements for Member States to deploy this infrastructure will give the Union the best possible capability to support the required uptake of alternative fuel vehicles, in all Member States and across all transport modes. Harmonised provisions will ensure the required accessibility to recharging and refuelling stations, facilitating the mobility of citizens in daily life, while also strengthening territorial cohesion and helping all regions in their transition towards a greener, climate neutral future. Furthermore, transparent and fair pricing, combined with uniform and easy-to-use payment solutions for users, are necessary to guarantee full accessibility for all citizens and to make it easier to switch to sustainable transport solutions.

The Commission’s proposal is a good starting point in many aspects, but your Rapporteur believes that there is room for further improvement and therefore proposes to strengthen the policy framework as follows:

Decarbonisation of road transports

The decarbonisation of road transports is of paramount importance and zero-emission technologies are developing rapidly in the automotive landscape. To support this development, it is crucial that the required infrastructure is deployed in large scale.

Your Rapporteur welcomes the Commission’s proposal to introduce mandatory targets for the deployment of publicly accessible recharging stations for electric light-duty vehicles. However, to ensure a rapid, complete, fair and geographically inclusive development of e-mobility across the entire Union, your Rapporteur believes that distance-based targets along both the TEN-T core and comprehensive networks must apply by 2025. In order to fully support and maximise the increasing share of electric vehicles on the market, it is also important to strengthen the fleet-based target through a higher minimum power output per vehicle. This will be particularly important in the short- and medium-term, to ensure a basic coverage enabling users to charge wherever they are driving. Therefore, the power output requirement per vehicle should be linked to the share of electric vehicles in the fleet, with higher output requirements initially which would then digress over time, as the share increases.

Concerning heavy duty vehicles (HDVs), your Rapporteur believes that targets must be significantly strengthened so as to meet the expected demand from the market. First and foremost, it is imperative that the provisions in place are designed from a user-centric perspective and that they meet the needs of lorry drivers. This means increasing significantly the minimum power output of chargers, to enable drivers to charge up during rest periods and increased capacity for charging stations in safe and secure parking areas. Also here, the proposed roll-out of recharging stations along the TEN-T network must be swifter and more complete than in the Commission’s proposal, in order to support the market penetration of battery electric trucks.

As regards LNG in road transport, on the other hand, your Rapporteur does not believe that this fuel has any significant potential to reduce GHG emissions from HDVs. Consequently, the Union should not encourage any further development of this infrastructure, which would risk stranded assets and detrimental lock-in effects in fossil technologies at the expense of sustainable alternatives with a higher potential to reduce emissions. Thus, LNG refuelling infrastructure for HDVs should not be part of this regulation.

Ensuring user-friendly and accessible recharging

Recharging of vehicles must be easy, efficient and accessible for all people in society. Therefore, all publicly accessible charging and refuelling stations shall be fully accessible to persons with reduced mobility. Furthermore, operators of charging stations shall be obliged to display the ad hoc price in ‘price per kWh’ before the start of a recharging session and ensure that electronic card payment is always possible. To enable better management of the electricity grid all charging points shall be capable of smart charging, which will ultimately lead to lower electricity prices for consumers.

Your Rapporteur also believes it is important to improve the transparency and quality of the data which operators of recharging and refuelling stations are obliged to make available. This also includes delegating power to the Commission to set up a common European access point at European level, to facilitate price comparisons between actors across the internal market, as well as setting up an EU-level interface enabling users to access an exhaustive EU-wide map and route planner containing all publicly accessible recharging and refuelling stations.

Hydrogen refuelling infrastructure

Clean hydrogen will be essential to reach the Union objectives under the European Green Deal and to reach climate neutrality by 2050. A rapid technology development is taking place and Europe must harness the full potential of the hydrogen refuelling ecosystem for heavy duty road transport, which will require both gaseous and liquid hydrogen. Therefore, your Rapporteur proposes to increase further the deployment of distance-based refuelling stations for HDVs along the TEN-T network. Member States shall also ensure that an appropriate number of hydrogen refuelling points are deployed for maritime transports.

Supply of shore-side electricity and of electricity to stationary aircraft

Your Rapporteur agrees with the Commission’s proposal to ensure that all TEN-T core and comprehensive network airports provide electricity supply to stationary aircraft.

Regarding shore-side electricity supply, however, the proposal must be strengthened, to further reduce ships’ GHG emissions at berth. Although the technology exists for two decades, few ships in the Union today connect to shore-side electricity supply. In order to further support the increased deployment of this infrastructure and its business case, your Rapporteur strengthens the relevant provisions both in terms of lowering the tonnage limit for ships and by advancing the deployment date to 2025.

Ensuring compliance and transparency

Your Rapporteur believes it is of utmost importance that the obligations laid down in this Directive are complied with. Therefore, Member States should take all measures necessary to ensure that the rules are followed and establish penalties for any infringements. Additionally, the framework for ensuring that Member States make progress and meet national targets must be made more transparent and robust.

ANNEX: LIST OF ENTITIES OR PERSONS FROM WHOM THE RAPPORTEUR HAS RECEIVED INPUT

The following list is drawn up on a purely voluntary basis under the exclusive responsibility of the rapporteur. The rapporteur has received input from the following entities or persons in the preparation of the report, until the adoption thereof in committee:

Entity and/or person

Mazda Motor Europe

EnBW Energie Baden-Württemberg AG

Federation Internationale de l‘Automobile

ChargeUp Europe

Hubject

European Copper Institute

Deutschen Sparkassen- und Giroverband

EDF – European Affairs Division

Daimler

Alstom

Transport & Environment

Volkswagen

European Automobile Manufacturers‘ Association

Deutscher Städtetag

Tesla

Nationale Leitstelle Ladeinfrastruktur

Methanol Institute

VDA - Verband der Deutschen Automobilndustrie e. V.

UNIFE - The European Rail Supply Industry Association

ADAC Automobile Club

BEUC European Consumer Organisation

VZBV Verbraucherzentrale Bundesverband

Monopolkommission

CLEPA

ePURE - European renewable ethanol

SmartEN

NABU (Naturschutzbund Deutschland) e.V.

Zentralverband der deutschen Seehafenbetriebe e.V.

Initiative Deutsche Zahlungssysteme e.V.

ubitricity Gesellschaft für verteilte Energiesysteme

Verband kommunaler Unternehmen e.V.

ÖBB-Holding AG

ADV Flughafenverband

VDR – Verband Deutscher Reeder

Eurocities

Nati

BMW

Honda

European Sea Ports Organisation - ESPO

Clean Air Task Force

SHV Energy

Zürich 5 Coalition

Liquid Gas Europe

Parking Energy

E.ON

Eaton

Transdev

Eurelectric

Shell

Payments Europe

Mastercard

Visa

FedEx

Federation of European Private Port Companies and Terminals

Aena

Union Française de l’Électricité

Volvo

Avis Budget Group

Europcar Mobility Group

Hertz Corporation

Cruise Lines International Association Europe

Robert Bosch GmbH

Scania

Freie und Hansestadt Hamburg

avere

CEDEC - European Federation of Local Energy Companies

BDEW Bundesverband der Energie- und Wasserwirtschaft e.V.

TRATON

Wiener Stadtwerke

Leaseurope

Costa Group

Bundesverband der Deutschen Industrie e.V.

Union Internationale des Transports Publics

GRTgaz

Fastned

International DME Association

The European Association for Storage and Energy - EASE

AeroSpace and Defence Industries Association of Europe

Portugal Shipowners

bp

Verband Deutscher Verkehrsunternehmen e.V.

SHARE NOW

Groupe ADP

Autobahnen- und Schnellstraßen-Finanzierungs-Aktiengesellschaft

Verband der Elektro- und Digitalindustrie e.V.

Charging Interface Initiative e.V.

Fraport

BusinessEurope

Iberdrola

Edison

Natural & Bio Gas Vehicle Association

Lucid Motors

E.DSO – European Distribution System Operators

IONITY

Bauindustrie

Hydrogen Europe

Air Liquide

ACI EUROPE

eurogas

Central and East European Transport Initiative

Card Payment Sweden

7.4.2022

OPINION OF THE COMMITTEE ON THE ENVIRONMENT, PUBLIC HEALTH AND FOOD SAFETY

for the Committee on Transport and Tourism

on the proposal for a regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council

(COM(2021)0559 – C90331/2021 – 2021/0223(COD))

Rapporteur for opinion: Alexandr Vondra

SHORT JUSTIFICATION

The development of alternative fuels infrastructure is fundamental to the transition to low-emission – and, ultimately, zero-emission – modes of transport. The primary energy source in the European transport sector will soon be electricity, accompanied by hydrogen and ammonia. However, Europe will require several bridging sources to reach this goal and provide Member States with much-needed financial and regulatory flexibility, particularly those with limited electric charging infrastructure for road vehicles.

Therefore, the Commission’s proposal to amend the 2014 directive as a regulation must thoroughly consider the importance of technological neutrality, which should not be based on impractical assumptions about the development time and rollout of high-cost infrastructure.

At present, electric charging infrastructure for light-duty vehicles is the most advanced. For that reason, I leave much of the Commission’s text as drafted. However, with regard to heavy-duty vehicles, maritime and inland waterway vessels, and aircraft, I consider the proposal overly ambitious in terms of the prospects and feasibility of developing the necessary infrastructure. That is why, in my amendments, I recommend postponing the targets for electric vehicle charging points and hydrogen filling stations by three years; and, at the same time, extending the obligation to support LNG infrastructure by three years. I believe this approach will provide the flexibility needed and account for the different starting points in the Member States.

Furthermore, I have reservations about several sub-definitions of alternative fuels as prescribed in the Commission proposal. Some definitions are misleading and could lead to blending and delivery problems, particularly for renewable fuels such as bio-methane and renewable hydrogen. The Commission’s sub-definition of ‘alternative fuels for zero-emissions vehicles’ is also problematic. Some of the fuels listed require high-emitting production processes, risking the credibility of the final regulation. I have therefore introduced amendments to address these concerns and provide legal clarity.

Because the Commission proposal imposes onerous administrative obligations on Member States regarding progress reporting, I recommend several extended deadlines. As a final point, I consider the Commission’s plan to review the new law in 2026 to be premature, as it offers too short a timescale for conducting a robust evaluation of its regulatory impact, given the extent of the new infrastructure required. I consequently propose a two-year deferral period.

AMENDMENTS

The Committee on the Environment, Public Health and Food Safety calls on the Committee on Transport and Tourism, as the committee responsible, to take into account the following amendments:

Amendment 1

Proposal for a regulation

Recital 2

Text proposed by the Commission

Amendment

(2) Various instruments of Union law already set targets for renewable fuels. Directive 2018/2001/EU of the European Parliament and of the Council45 for instance set a market share target of 14 % of renewables in transport fuels.

(2) Various instruments of Union law already set targets for renewable fuels. Directive 2018/2001/EU of the European Parliament and of the Council45 for instance set a market share target for renewables in transport fuels. At the same time, it is essential to take into account the fact that if the EU’s goal of climate neutrality by 2050 is to be met, emissions from the transport sector will need to be reduced by around 90%.

__________________

45 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

Amendment 2

Proposal for a regulation

Recital 3

Text proposed by the Commission

Amendment

(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure.

(3) Regulation(EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and alternative fuels and thereby create demand for recharging and refuelling infrastructure. The measures introduced by this Regulation are intended to help vehicle manufacturers meet their targets and reduce CO2 emissions from road transport, while enabling uninterrupted travel and connectivity throughout Europe.

__________________

46 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).

47 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).

Amendment 3

Proposal for a regulation

Recital 3 a (new)

Text proposed by the Commission

Amendment

(3a) According to the Joint Research Centre’s (JRC) well-to-wheels analysis of EU fuel and power train options1a, renewable fuels from non-biological origin (RFNBO) such as synthetic diesel offer the advantage of being a drop-in fuel, easily usable in standard infrastructures and powertrains. Their GHG performance is mainly determined by the source of energy used for production. Their conversion from residual feedstocks or renewable electricity can offer remarkable emission savings, approaching zero carbon emissions well-to-wheel.

__________________

1a Prussi, M., Yugo, M., De Prada, L., Padella, M., Edwards. JRC Well-To-Wheels report v5. EUR 30284 EN, Publications Office of the European Union, Luxembourg, 2020, ISBN 978-92-76-20109-0, doi:10.2760/100379, JRC121213.

Justification

Reference to the Commission's own in-house research on the feasibility of various fuel pathways, including efuels.

Amendment 4

Proposal for a regulation

Recital 4

Text proposed by the Commission

Amendment

(4) The initiatives on ReFuelEU aviation48 and FuelEU maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. While the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure, investments are needed for the electricity supply of stationary aircraft. The FuelEU maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in TEN-T ports. However those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met.

(4) The initiatives on ReFuelEU aviation48 and FuelEU maritime49should boost the production and uptake of sustainable alternative fuels in stationary aircraft and maritime transport. While the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure, investments are needed for the electricity supply of stationary aircraft. Moreover, the Commission should assess the current state and future development of the hydrogen market for aviation and conduct a feasibility study on the deployment of the relevant infrastructure to power aircraft including, where appropriate, a deployment plan for alternative fuels infrastructure in airports, in particular for hydrogen and electric recharging for aircraft. The FuelEU maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in TEN-T ports. When the technologies for vessels powered with synthetic fuels other than synthetic diesel mature, the associated refuelling infrastructure will be required. However those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite for the targets to be met. The review of Directive 2014/94/EU finds that the deployment of on-shore power supply infrastructure in ports islimited in most Member States. Therefore, binding targets for the timely deployment of the relevant infrastructure should ensure that ship operators have sufficient shore-side electricity supply in TEN-T ports to meet the obligations set by FuelEU maritime.

__________________

48 COM(2021)0561.

49 COM(2021)0562.

Amendment 5

Proposal for a regulation

Recital 4 a (new)

Text proposed by the Commission

Amendment

(4a) The Commission should ensure that onshore power is used in the most efficient way possible. To assist Member States in this decision, the Commission should evaluate in the mid-term assessment which ports are best suited for onshore power and where alternative solutions would be better in terms of efficiency and CO2 reduction.

Amendment 6

Proposal for a regulation

Recital 5 b (new)

Text proposed by the Commission

Amendment

(5b) Furthermore, a differentiated approach for the Member States and regions in the Union should be applied, depending on their economy and infrastructure development levels, geographical and national market characteristics, including trans-border infrastructure with third countries. However, no Member State should be exempt from the common Union climate objectives, while timetables and milestones might naturally vary.

Amendment 7

Proposal for a regulation

Recital 9

Text proposed by the Commission

Amendment

(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.

(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. It is therefore essential to work on levelling up approaches at national level to create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T),.National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union, including in and to the Union's outermost regions. The development of such a network of infrastructure would facilitate the accessibility and connectivity of all regions in the Union, including the outermost regions and other remote or rural areas, strengthening social, economic and territorial cohesion between them. However, TEN-T network characteristics, such as the average traffic density and population, should be taken into account when specifying the mandatory minimum distance-based targets.

Amendment 8

Proposal for a regulation

Recital 9 a (new)

Text proposed by the Commission

Amendment

(9a) Sparsely populated areas are less attractive for private investment in recharging infrastructure, due to lower traffic flows and recharging demand. In order for Member States to be able to effectively comply with their obligations under this Regulation, and realise the deployment of recharging infrastructure also in sparsely populated areas, Union state aid rules should provide for increased public support of charging infrastructure in such areas.

Amendment 9

Proposal for a regulation

Recital 9 b (new)

Text proposed by the Commission

Amendment

(9b) Non-commercial operators, such as private recharging point owners making their points publicly accessible for free or in return for a discretionary, financial contribution, on their own or as part of a peer-to-peer network, play an important role in the resource-efficient transition to zero-emissions mobility, particularly in sparsely populated areas; while being excluded from the requirements set by this Regulation, non-commercial charging schemes should be promoted by Member States and charging points with a capacity of at least 11 kW may be counted to 50 % towards the targets.

Amendment 10

Proposal for a regulation

Recital 9 c (new)

Text proposed by the Commission

Amendment

(9c) Citizen and renewable energy communities, as defined in Directives (EU) 2019/944 and (EU) 2018/2001, also play an important role in the expansion of zero-emissions mobility, when these communities act as commercial operators of recharging and refuelling points or as mobility service providers. In accordance with Articles 5 and 7, these communities may choose to charge a lower price to final users being members of their communities compared to non-members, provided they do so in a proportionate manner.

Amendment 11

Proposal for a regulation

Recital 10

Text proposed by the Commission

Amendment

(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.

(10) National fleet based targets should be established on the basis of the total share of electric vehicles of the total passenger vehicle fleet Member States following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States. The methodology should also account for the state of development of the electric vehicle market and adjust accordingly, providing proper weighting to ensure attainable targets that will stimulate the development of markets with small fleets.

Amendment 12

Proposal for a regulation

Recital 11 a (new)

Text proposed by the Commission

Amendment

(11a) The deployment of publicly accessible recharging infrastructure should primarily result from private market investment. However, Member States should support infrastructure deployment through initial public investments, in cases where market conditions require public support, provided it is in full compliance with State aid rules, until a competitive market has been established.

Amendment 13

Proposal for a regulation

Recital 13

Text proposed by the Commission

Amendment

(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the Union. A combined approach of distance-based targets along the TEN-T network, targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to support the expected market uptake of battery electric heavy-duty vehicles.

(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however, at present, almost entirely unavailable in the Union. For that reason, heavy-duty vehicles will require a longer development and deployment time than the infrastructure for light-duty vehicles. An incremental approach combining distance-based targets along the TEN-T network,targets for overnight recharging infrastructure and targets at urban nodes should ultimately ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to proactively support the expected market share development of battery electric heavy-duty vehicles. Therefore, a jump-start investment in infrastructure for electric heavy-duty vehicles is needed, whereas any further infrastructure development should be conditional to their Union-wide, national and regional market share development and relevant traffic data.

Amendment 14

Proposal for a regulation

Recital 14

Text proposed by the Commission

Amendment

(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.

(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector. However, TEN-T network characteristics, such as the average traffic density and population, should be taken into account when specifying the mandatory minimum distance-based targets.

Amendment 15

Proposal for a regulation

Recital 15 a (new)

Text proposed by the Commission

Amendment

(15a) In order to avoid traffic jams at the electrical charging points the Commission should incentivise innovations for fast charging stations and make sure Member States use the most efficient infrastructure around these charging points.

Amendment 16

Proposal for a regulation

Recital 15 a (new)

Text proposed by the Commission

Amendment

(15a) The infrastructure requirements applicable to the TEN-T core and comprehensive network should allow the possibility for justified exemptions, including cases where investment cannot be justified in socio-economic cost-benefit terms.

Amendment 17

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

(20) Smart metering systems as defined in Directive (EU) 2019/944 of the European Parliament and of the Council52 enable real-time data to be produced, which is needed to ensure the stability of the grid and to encourage rational use of recharging services. By providing energy metering in real time and accurate and transparent information on the cost, they encourage, in combination with smart recharging points, recharging at times of low general electricity demand and low energy prices. The use of smart metering systems in combination with smart recharging points can optimise recharging, with benefits for the electricity system and for the end user. Member States should encourage the use of smart metering system for the recharging of electric vehicles at publicly accessible recharging stations, where technically feasible and economically reasonable, and ensure that these systems comply with the requirements laid down in Article 20 of Directive (EU) 2019/444.

(20) Smart metering systems as defined in Directive (EU) 2019/944 of the European Parliament and of the Council52 enable real-time data to be produced, which is needed to ensure the stability of the grid and to encourage rational use of recharging services. By providing energy metering in real time and accurate and transparent information on the cost and the renewable share, they encourage, in combination with smart recharging points, as well as bidirectional charging points, recharging at times of low general electricity demand and low energy prices. The use of smart metering systems in combination with smart recharging points can optimise recharging, with benefits for the electricity system and for the end user. Member States should encourage the use of smart metering system for the recharging of electric vehicles at publicly accessible recharging stations, where technically feasible and economically reasonable, and ensure that these systems comply with the requirements laid down in Article 20 of Directive (EU) 2019/444.

__________________

52 Directive (EU) 2019/944 of the European Parliament and of the Council of 5 June 2019 on common rules for the internal market for electricity and amending Directive 2012/27/EU (OJ L 158, 14.6.2019, p. 125).

Amendment 18

Proposal for a regulation

Recital 21

Text proposed by the Commission

Amendment

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

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

Amendment 19

Proposal for a regulation

Recital 21 a (new)

Text proposed by the Commission

Amendment

(21a) To ensure that the swift transformation towards e-mobility takes place in a sustainable way, the Union should take a global leadership role in sustainable products, technologies, services and innovations in particular concerning a circular, socially fair, environmentally responsible, sustainable and ethically responsible battery value chain.

Amendment 20

Proposal for a regulation

Recital 23 a (new)

Text proposed by the Commission

Amendment

(23a) There is a wide range of funding sources available for Member States to support the deployment of alternative fuels infrastructure, in particular the Recovery and Resilience Facility established by Regulation (EU) 2021/2411a, Commission’s Technical Support Instrument established by Regulation (EU) 2021/2401b, the Connecting Europe Facility established by Regulation (EU) 2021/11531c, 'Alternative Fuels Facility' (AFF) established by Regulation (EU) 2022/xxx1d and Horizon Europe partnerships and missions, in particular the proposed Mission on Climate Neutral and Smart Cities, which aims to make 100 cities climate neutral by 2030. In addition, the European Regional Development Fund and the Cohesion Fund established by Regulation (EU) 2021/10581e are available to support investment in research, innovation and deployment, in particular in the less developed Member States and regions and the Invest EU programme, through its Sustainable Infrastructure window, can bolster future-proof investment across the European Union, help mobilise private investment and provide advisory services to project promoters and operators working in sustainable infrastructure and mobile assets. In recent years, the EIB Group has also ramped up its support to accelerate newer technologies such as e-mobility and digitalisation under the Cleaner Transport Facility, and the EIB is expected to continue providing a range of financing structures to help accelerate the deployment. Member States should tap into these financing possibilities, in particular to support public transport and active transport solutions and to finance measures designed to support citizens in energy poverty.

__________________

1a Regulation (EU) 2021/241 of the European Parliament and of the Council of 12 February 2021 establishing the Recovery and Resilience Facility.

1b Regulation (EU) 2021/240 of the European Parliament and of the Council of 10 February 2021 establishing a Technical Support Instrument.

1c Regulation (EU) 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility and repealing Regulations (EU) No 1316/2013 and (EU) No 283/2014.

1d Regulation (EU) 2021/....on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council.

1e Regulation (EU) 2021/1058 of the European Parliament and of the Council of 24 June 2021 on the European Regional Development Fund and on the Cohesion Fund.

Amendment 21

Proposal for a regulation

Recital 24

Text proposed by the Commission

Amendment

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

(24) Price transparency is crucial to ensure seamless and easy recharging and refuelling. Users of alternative fuel vehicles should be given accurate price information before the start of the recharging or refuelling service. The price should be communicated in a clearly structured manner to allow end users to identify the different cost components. Irrespective of other ways of communicating it, the price must always be stated at the relevant recharging or refuelling station.

Amendment 22

Proposal for a regulation

Recital 25

Text proposed by the Commission

Amendment

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

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

Amendment 23

Proposal for a regulation

Recital 26

Text proposed by the Commission

Amendment

(26) Hydrogen-powered motor vehicles have at present very low market penetration rates. However, a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the Commission’s hydrogen strategy for a climate-neutral Europe54. Currently, hydrogen refuelling points are only deployed in a few Member States and are largely not suitable for heavy-duty vehicles, not allowing for a circulation of hydrogen vehicles across the Union. Mandatory deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the TEN-T core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the Union.

(26) Hydrogen-powered motor vehicles have at present very low market penetration rates. However, a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make the increased market share of hydrogen-powered motor vehicle possible as envisaged in the Commission’s hydrogen strategy for a climate-neutral Europe54. Currently, hydrogen refuelling points are only deployed in a few Member States and are largely not suitable for heavy-duty vehicles, not allowing for a circulation of hydrogen vehicles across the Union. Mandatory deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the TEN-T core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the Union. However, TEN-T network characteristics, such as the average traffic density and population, should be taken into account when specifying the mandatory minimum distance-based targets.

__________________

54 COM(2020)0301.

Amendment 24

Proposal for a regulation

Recital 27

Text proposed by the Commission

Amendment

(27) Hydrogen fuelled vehicles should be able to refuel at or close to the destination, which is usually located in an urban area. To ensure that publicly accessible destination refuelling is possible at least in the main urban areas, all urban nodes as defined in Regulation (EU) No 1315/2013 of the European Parliament and of the Council55 should provide such refuelling stations. Within the urban nodes, public authorities should consider to deploy the stations within multimodal freight centres as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes, such as rail and inland shipping.

(27) Hydrogen fuelled vehicles should be able to refuel at or close to the destination, which is usually located in an urban area. To ensure that publicly accessible destination refuelling is possible at least in the main urban areas, all urban nodes as defined in Regulation (EU) No 1315/2013 of the European Parliament and of the Council55 should provide such hydrogen refuelling stations. Within the urban nodes, public authorities should consider to deploy hydrogen refuelling stations within multimodal freight centres as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes, such as rail and inland shipping.

__________________

55 Regulation (EU) No 1315/2013 of the European Parliament and of the Council of 11 December 2013 on Union guidelines for the development of the trans-European transport network and repealing Decision No 661/2010/EU (OJ L 348, 20.12.2013, p. 1).

Amendment 25

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.

(28) At the early stage of market deployment there is still an uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, an appropriate number of hydrogen refuelling stations should be required to serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.

__________________

56 COM(2020)0301.

Amendment 26

Proposal for a regulation

Recital 30

Text proposed by the Commission

Amendment

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

(30) Users of alternative fuel vehicles should be able to pay easily and conveniently at all publicly accessible recharging and refuelling points, without the need to enter into a contract with the operator of the recharging or refuelling point or a mobility service provider. Therefore, for recharging or refuelling on an ad hoc basis, all publicly accessible recharging and refuelling points should accept payment cards widely used in the Union as the set default and, optionally, cash. An ad hoc payment method should always be available to consumers, even when contract-based payments are offered at the recharging or refuelling point.

Amendment 27

Proposal for a regulation

Recital 30 a (new)

Text proposed by the Commission

Amendment

(30a) To ensure that the charging infrastructure that is to be deployed is issued most effectively and to improve consumer confidence in e-mobility, it is essential to ensure that the use of publicly accessible recharging stations is open to all users, regardless of the car brand and whether or not they are part of a contract-based payment scheme or any other condition.

Amendment 28

Proposal for a regulation

Recital 31

Text proposed by the Commission

Amendment

(31) Transport infrastructure should allow seamless mobility and accessibility for all users, including persons with disabilities and older persons. In principle, the location of all recharging and refuelling stations as well as the recharging and refuelling stations themselves should be designed in such a way that they can be used by as much of the public as possible, in particular by older persons, persons with reduced mobility and persons with disabilities. This should include for example providing sufficient space around the parking lot, ensuring that the recharging station is not installed on a kerbed surface, ensuring that the buttons or screen of the recharging station are at an appropriate height and the weight of the recharging and refuelling cables is such that persons with limited strength can handle them with ease. In addition the user interface of the related recharging stations should be accessible. In that sense, the accessibility requirements in Annexes I and III to Directive 2019/88257 should be applicable to recharging and refuelling infrastructure.

(31) Transport infrastructure should allow seamless mobility, user-friendliness and accessibility for all users, including persons with disabilities, older persons and persons living in outermost regions or in remote or rural areas. In principle, the location of all recharging and refuelling stations as well as the recharging and refuelling stations themselves should be designed in such a way that they can be used by as much of the public as possible, including by older persons, persons with reduced mobility and persons with disabilities. This should include for example providing sufficient space around the parking lot, ensuring that the recharging station is not installed on a kerbed surface, ensuring that the buttons or screen of the recharging station are at an appropriate height and the weight of the recharging and refuelling cables is such that persons with limited strength can handle them with ease. Where parking spaces are available for persons with reduced mobility and with disabilities, a certain percentage should be equipped with recharging and refuelling points. In addition the user interface of the related recharging stations should be accessible. In that sense, the accessibility requirements in Annexes I and III to Directive (EU) 2019/88257 should be applicable to recharging and refuelling infrastructure. As appropriate, the specific case of outermost regions should also be taken into account in the setting up of recharging and refuelling stations.

__________________

57 Directive (EU) 2019/882 of the European Parliament and of the Council of 17 April 2019 on the accessibility requirements for products and services (OJ L 151, 7.6.2019, p. 70).

Amendment 29

Proposal for a regulation

Recital 32

Text proposed by the Commission

Amendment

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

(32) Shore-side electricity facilities can serve maritime and inland waterway transport as clean power supply, and contribute to reducing the environmental impact, including among other things the environmental impact on the local air quality, 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. Mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in TEN-T core and comprehensive maritime ports and alongside inland waterways to comply with those requirements. The application of these targets to all TEN-T maritime and inland ports should ensure the level playing field between ports.

Amendment 30

Proposal for a regulation

Recital 32 a (new)

Text proposed by the Commission

Amendment

(32a) The diversity of maritime ports in terms of their size, traffic segments served, governance, and geographical location has to be taken into account in the deployment of shore-side electricity facilities and the supply of shore-side electricity. The diverse governance of maritime ports in the European Union might imply different divisions of responsibilities in terms of the deployment and supply of shore side electricity.

Amendment 31

Proposal for a regulation

Recital 32 b (new)

Text proposed by the Commission

Amendment

(32b) Given the cost and complexity associated with the roll-out of shore-side electricity in maritime ports, it is essential to prioritise the investments, particularly where it makes the most sense in terms of emissions reduction and economic viability: frequency of use, potential level of emissions reduction, regularity of calls and availability of grid capacity are important elements in that respect;

Amendment 32

Proposal for a regulation

Recital 33

Text proposed by the Commission

Amendment

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

(33) Container ships and passenger ships, being the ship categories which are producing the highest amount of emissions per ship at berth, thereby affecting local air quality, 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, high-speed passenger vessels and cruise ships. For other ship types, prioritisation should reflect frequency of calls of these ships at the respective port and potential for emission reductions.

Amendment 33

Proposal for a regulation

Recital 34

Text proposed by the Commission

Amendment

(34) These targets should take into account the types of vessels served and their respective traffic volumes. Maritime ports with low traffic volumes of certain ship categories, should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume, so as to avoid underused capacity being installed. Similarly, the mandatory targets should not aim to target maximum demand, but a sufficiently high volume, in order to avoid underused capacity and to take account of port operational characteristics. Maritime transport is an important link for the cohesion and economic development of islands in the Union. Energy production capacity in these islands may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. In such a case islands should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources.

(34) These targets should take into account the types of vessels served and their respective traffic volumes. Maritime ports with low traffic volumes of certain ship categories, should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume per terminal, so as to prioritise the deployment of shore side electricity at terminals dedicated to serving these ship categories. Similarly, the mandatory targets should not aim to target maximum demand, but a sufficiently high volume, in order to avoid underused capacity and to take account of port operational characteristics. Maritime transport is an important link for the cohesion and economic development of islands in the Union and for many islands it is used for the purposes of tourism activities. Energy production capacity in these islands may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. In such a case islands should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources when the costs are disproportionate to the benefits, including environmental benefits. Without prejudice to the exemption afforded to islands with no connection to the mainland's electricity power grid or low local capacity, Member States, in close cooperation with regional and local authorities, should address the power demand of island ports by expanding local electricity production capacity from renewable energy sources.

Amendment 34

Proposal for a regulation

Recital 34 a (new)

Text proposed by the Commission

Amendment

(34a) Member States should ensure adequate energy production and provision of sufficient grid infrastructure (both in terms of availability and capacity) to meet the power demands resulting from the provision of shore-side electricity (SSE) in ports as required in this Regulation.

Amendment 35

Proposal for a regulation

Recital 35 a (new)

Text proposed by the Commission

Amendment

(35a) The development and deployment of new fuels and energy solutions for the maritime sector requires a coordinated approach to match supply and demand and avoid stranded assets. A consultation mechanism between all relevant stakeholders at the level of individual ports should therefore be developed to ensure coordination and consultation in the application of the requirements laid down in this Regulation regarding shore-side electricity (SSE) and LNG.

Amendment 36

Proposal for a regulation

Recital 36

Text proposed by the Commission

Amendment

(36) Electricity supply to stationary aircraft at airports should replace the consumption of liquid fuel with a cleaner power source by aircraft (use of Auxiliary Power Unit) or ground power units (GPUs). This should reduce pollutant and noise emissions, improve air quality and reduce the impact on climate change. Therefore, all commercial transport operation should be able to make use of external electricity supply while parked at gates or at outfield positions at TEN-T airports.

(36) Electricity supply to stationary aircraft at airports should replace the consumption of liquid fuel with a cleaner power source by aircraft (use of Auxiliary Power Unit) or ground power units (GPUs).Therefore, all commercial transport operations should make use of external electricity supply while parked at gates or at outfield positions at airports. In parallel, ground-based vehicles operating in airports should be electrified. This will reduce pollutant and noise emissions, improve air quality and reduce the impact on climate change. Therefore, all commercial transport operation should be able to make use of external electricity supply while parked at gates or at outfield positions at TEN-T airports. Member States should also monitor the potential emergence of renewables-based electric and hydrogen aircraft technologies and, if relevant, guarantee the rollout of recharging and refuelling infrastructure.

Amendment 37

Proposal for a regulation

Recital 38

Text proposed by the Commission

Amendment

(38) The revised national policy frameworks should include supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium-sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.

(38) The revised national policy frameworks should include detailed market and traffic shares, especially for transit traffic, data monitoring and evaluation on a frequent basis, providing for market projections and supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium-sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.

Amendment 38

Proposal for a regulation

Recital 40

Text proposed by the Commission

Amendment

(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.

(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that cannot be directly electrified. On the basis of those strategies and, taking into consideration the national market and traffic share data and market projections, the Commission should review this Regulation with a view to setting additional mandatory targets for those sectors.

Amendment 39

Proposal for a regulation

Recital 41

Text proposed by the Commission

Amendment

(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 market based and regulatory incentives and measures to reach the mandatory targets and implement their national policy frameworks, in close cooperation with relevant private sector actors, who should play a key role in supporting and financing the development of alternative fuels infrastructure and should be actively involved from the outset in the design of the above incentives and measures so that the private sector can anticipate them.

Amendment 40

Proposal for a regulation

Recital 43

Text proposed by the Commission

Amendment

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

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

Amendment 41

Proposal for a regulation

Recital 45

Text proposed by the Commission

Amendment

(45) It is necessary to provide consumers with sufficient information regarding the geographic location, characteristics and services offered at the publicly accessible recharging and refuelling points of alternative fuels covered by this Regulation. Therefore, Member States should ensure that operators or owners of publicly accessible recharging and refuelling points make relevant static and dynamic data available. Requirements on data types regarding availability of and accessibility to relevant recharging and refuelling-related data should be laid down, building on the outcomes of the Programme Support Action on “Data collection related to recharging/refuelling points for alternative fuels and the unique identification codes related to e-mobility actors” (‘IDACS’).

(45) It is necessary to provide consumers with sufficient information regarding the geographic location, characteristics and services offered at the publicly accessible recharging and refuelling points of alternative fuels covered by this Regulation. Therefore, Member States should ensure that operators of publicly accessible recharging and refuelling points make relevant static and dynamic data available at no cost, including into a harmonised EU wide system. This data can then be used by third parties, including aggregators and demand response providers, as well as for consumer comparison and information services on recharging stations, notably their location, ad-hoc price, availability and other parameters that are useful for consumers, with due regard to data protection requirements. Requirements on data types regarding availability of and accessibility to relevant recharging and refuelling-related data should be laid down, building on the outcomes of the Programme Support Action on “Data collection related to recharging/refuelling points for alternative fuels and the unique identification codes related to e-mobility actors” (‘IDACS’) as well as on the work of the Sustainable Transport Forum.

Amendment 42

Proposal for a regulation

Recital 46

Text proposed by the Commission

Amendment

(46) Data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. The format, the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. Moreover, those data should be accessible in a coherent manner in all Member States. Therefore, data should be provided in accordance with the requirements set in Directive 2010/40/EU of the European Parliament and the Council59 for national access points (NAPs).

(46) Data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. The format, the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. Moreover, those data should be accessible in a coherent manner in all Member States. Therefore, data should be provided through a single European access point to ensure a uniform format and enable operators to supply data only once. For services allowing seamless travel across the Union, a Union-wide system should also be created, importing standardised information from national systems.

__________________

59 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).

Amendment 43

Proposal for a regulation

Recital 48

Text proposed by the Commission

Amendment

(48) Maritime transport and inland navigation need new standards to facilitate and consolidate the entry into the market of alternative fuels, in relation to electricity supply and hydrogen, methanol and ammonia bunkering, but also standards for communication exchange between vessels and infrastructure.

(48) Maritime transport and inland navigation need new standards to facilitate and consolidate the entry into the market of alternative fuels, in relation to electricity supply and hydrogen, methanol and ammonia bunkering, but also standards for communication exchange between vessels and infrastructure. With regard to shore-side electricity supply for maritime transport and inland navigation, technical specifications for the interoperability of the infrastructure across Union ports should be established. Equally, technical specifications should be set up to ensure the compatibility of equipment installed onboard with port infrastructure.

Amendment 44

Proposal for a regulation

Recital 49

Text proposed by the Commission

Amendment

(49) The International Maritime Organization (‘IMO’) develops uniform and internationally recognised safety and environmental standards for maritime transport. Conflicts with international standards should be avoided in view of the global nature of maritime transport. Therefore, the European Union should ensure that technical specifications for maritime transport adopted pursuant to this Regulation are consistent with international rules adopted by the IMO.

(49) The International Maritime Organization (‘IMO’) ensures uniform and internationally recognised safety and environmental standards for maritime transport. Conflicts with international standards should be avoided in view of the global nature of maritime transport. Therefore, the European Union should ensure that technical specifications for maritime transport adopted pursuant to this Regulation are consistent with international rules adopted by the IMO. At the same time, the Union should strive to convince the IMO to ensure that the standards adopted reflect the Union’s climate protection goals.

Amendment 45

Proposal for a regulation

Recital 52

Text proposed by the Commission

Amendment

(52) In the application of this Regulation, the Commission should consult relevant expert groups, and in particular the Sustainable Transport Forum (‘STF’) and the European Sustainable Shipping Forum (‘ESSF’). Such expert consultation is of particular importance when the Commission intends to adopt delegated or implementing acts under this Regulation.

(52) In the application of this Regulation, the Commission should consult a broad range of stakeholders, including consumer organisations, as well as relevant expert groups, and in particular the Sustainable Transport Forum (‘STF’) and the European Sustainable Shipping Forum (‘ESSF’). Such expert consultation is of particular importance when the Commission intends to adopt delegated acts under this Regulation.

Amendment 46

Proposal for a regulation

Recital 53

Text proposed by the Commission

Amendment

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

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

Amendment 47

Proposal for a regulation

Recital 54

Text proposed by the Commission

Amendment

(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, taking into account national market and traffic shares data and market projections.

Amendment 48

Proposal for a regulation

Article 2 – paragraph 1 – point 9 a (new)

Text proposed by the Commission

Amendment

(9 a) ‘citizen energy community’ means a community as defined in Article 2(11) of Directive (EU) 2019/944;

Amendment 49

Proposal for a regulation

Article 2 – paragraph 1 – point 14

Text proposed by the Commission

Amendment

(14) ‘digitally-connected recharging point’ means a recharging point that can send and receive information in real time, communicate bi-directionally with the electricity grid and the electric vehicle, and that can be remotely monitored and controlled, including to start and stop the recharging session and to measure electricity flows;

(14) ‘digitally-connected recharging point’ means a recharging point that can send and receive information in real time, communicating with a back-end, which can be remotely monitored and controlled, including to start and stop the recharging session and to measure electricity flows;

Amendment 50

Proposal for a regulation

Article 2 – paragraph 1 – point 19 a (new)

Text proposed by the Commission

Amendment

(19a) ‘energy efficiency first’ means ‘energy efficiency first’ as defined in point (18) of Article 2 of Regulation (EU) 2018/1999.

Amendment 51

Proposal for a regulation

Article 2 – paragraph 1 – point 38

Text proposed by the Commission

Amendment

(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.

Amendment 52

Proposal for a regulation

Article 2 – paragraph 1 – point 38 a (new)

Text proposed by the Commission

Amendment

(38a) ‘semi-publicly accessible recharging infrastructure’ 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 an uptime of at least 98%.

Amendment 53

Proposal for a regulation

Article 2 – paragraph 1 – point 43 a (new)

Text proposed by the Commission

Amendment

(43a) ‘recharging point, station or pool dedicated to light and heavy-duty vehicles’ means a recharging point, station or pool designed and intended for recharging both light and heavy-duty vehicles, either due to the specific design of the connectors/plugs or to the design of the parking space adjacent to the recharging point, station or pool, or both;

Amendment 54

Proposal for a regulation

Article 2 – paragraph 1 – point 49

Text proposed by the Commission

Amendment

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

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

Amendment 55

Proposal for a regulation

Article 2 – paragraph 1 – point 54 a (new)

Text proposed by the Commission

Amendment

(54a) ‘renewable energy community’ means a community as defined in Article 2(16) of Directive (EU) 2018/2001;

Amendment 56

Proposal for a regulation

Article 2 – paragraph 1 – point 56

Text proposed by the Commission

Amendment

(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) ‘safe and secure parking’ means a parking and rest area as referenced in Article 4, point (1)(c) that is dedicated to heavy-duty vehicles overnight parking;

Amendment 57

Proposal for a regulation

Article 2 – paragraph 1 – point 59

Text proposed by the Commission

Amendment

(59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronic communication;

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

Amendment 58

Proposal for a regulation

Article 2 – paragraph 1 – point 66 a (new)

Text proposed by the Commission

Amendment

(66a) ‘Logistic centre’ means a space in a defined area within which all activities relating to transport, logistics and the distribution of goods – both for national and international transit –, are carried out by various operators on a commercial basis; the operators can either be owners or tenants of buildings and facilities (warehouses, distribution centres, storage areas, offices, truck services, etc.);

Amendment 59

Proposal for a regulation

Article 2 – paragraph 1 – point 66 b (new)

Text proposed by the Commission

Amendment

(66b) ‘payment card’ means a payment service that works on the basis of a physical or digital debit or credit card and comprises payment cards embedded in a smartphone application.

Amendment 60

Proposal for a regulation

Article 2 – paragraph 1 – point 66 c (new)

Text proposed by the Commission

Amendment

(66c) ‘payment service’ means a payment service as defined in Article 4(3) of Directive (EU) 2015/2366.

Amendment 61

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – indent 1

Text proposed by the Commission

Amendment

– 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;

Amendment 62

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – indent 1 a (new)

Text proposed by the Commission

Amendment

- at least one recharging station at each recharging pool in urban areas and along TEN-T core and TEN-T comprehensive network is dedicated to light commercial vehicles with a trailer, taking into account their special demands relating to the amount of cargo space used by such vehicles;

Amendment 63

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – indent 1 b (new)

Text proposed by the Commission

Amendment

- the deployment of the recharging infrastructure supports multimodal travelling;

Amendment 64

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – indent 2 a (new)

Text proposed by the Commission

Amendment

- a sufficient number of publicly accessible recharging stations for light-duty vehicles is enabled for smart and bi-directional charging.

Amendment 65

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point a

Text proposed by the Commission

Amendment

(a) 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

(a) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 3 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet for each years less than 2.5%; and

for each battery electric light-duty vehicle registered in their territory, a total power output of at least 2 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet for each year is greater than 2.5% and below 5%; and

for each battery electric light-duty vehicle registered in their territory, a total power output of at least 1.5 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet for each year is greater than 5% and below 10%; and

for each battery electric light-duty vehicle registered in their territory, a total power output of at least 1 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet for each year is greater than 10% and below 15%; and

Amendment 66

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point a a (new)

Text proposed by the Commission

Amendment

(aa) if a Member State’s electric vehicles share of the total projected vehicle for each year fleet is greater than 15% no binding infrastructure targets are required, however the Member State shall take additional measures if a total power output for each battery electric light-duty vehicle falls below 1 kW;

Amendment 67

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point b

Text proposed by the Commission

Amendment

(b) 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.

(b) for each 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 for each year is less than 2.5%; and

for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 1.5 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet for each year is between 2.5% and below 5%; and

for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 1 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet for each year is between 5% and below 10%; 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 if a Member State’s electric vehicles share of the total projected vehicle fleet for each year is between 10% and below 15%; and

Amendment 68

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point b a (new)

Text proposed by the Commission

Amendment

(ba) if a Member State’s hybrid light-duty vehicles share of the total projected vehicle fleet for each year is greater than 15%, no binding infrastructure targets are required, however the Member State shall take additional measures if a total power output for each hybrid light-duty vehicle falls below 0.66 kW;

Amendment 69

Proposal for a regulation

Article 3 – paragraph 2 – point a – point i

Text proposed by the Commission

Amendment

(i) 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;

(i) 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 150 kW;

Amendment 70

Proposal for a regulation

Article 3 – paragraph 2 – point a – point ii

Text proposed by the Commission

Amendment

(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;

Amendment 71

Proposal for a regulation

Article 3 – paragraph 2 – point b – point i

Text proposed by the Commission

Amendment

(i) by 31 December 2030, each recharging pool shall offer a power output of at least 300 kW and include at least one recharging station with an individual power output of at least 150 kW;

(i) by 31 December 2030, 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 150 kW;

Amendment 72

Proposal for a regulation

Article 3 – paragraph 2 – point b – point ii

Text proposed by the Commission

Amendment

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

(ii) by 31 December 2035, 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.

Amendment 73

Proposal for a regulation

Article 3 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. Where a recharging station is serving both directions of travel, on roads with low traffic density and where costs are disproportionate to the benefits, including environmental costs, it shall be considered to meet the requirements of this article for both directions, provided that the total installed capacity and number of chargers correspond to what is required for one direction of travel.

Amendment 74

Proposal for a regulation

Article 3 – paragraph 3

Text proposed by the Commission

Amendment

3. Neighbouring Member States shall ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

3. Neighbouring Member States shall take the necessary measures to ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and, unless economically unfeasible, of the TEN-T comprehensive network.

Amendment 75

Proposal for a regulation

Article 3 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Where a recharging pool is serving both light- and heavy-duty vehicles, the recharging pool and the recharging stations within that pool shall be regarded as publicly accessible recharging infrastructure for both light-duty and heavy-duty road vehicles, provided that the total installed capacity and type of chargers are as required for both light- and heavy-duty vehicles.

Amendment 76

Proposal for a regulation

Article 3 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Paragraph 1 and 2 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information intheir national policy frameworks.

Amendment 77

Proposal for a regulation

Article 3 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Commercial buildings with public parking facilities with more than 10 parking spaces for light duty vehicles, shall equip at least 15% of their parking spaces with publicly accessible recharging points by 31 December 2025.

Amendment 78

Proposal for a regulation

Article 3 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3b. The Commission shall take the necessary measures to ensure the cooperation with third countries, especially candidates for membership in the Union and particularly those third countries in which transit corridors connecting Member States are situated.

Amendment 79

Proposal for a regulation

Article 3 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3b. Member States shall ensure that all publicly accessible recharging pools along the TEN-T comprehensive network that allow cycle traffic, are equipped with a household power plug that allows for charging of electric power cycles.

Amendment 80

Proposal for a regulation

Article 4 – paragraph 1 – point a – introductory part

Text proposed by the Commission

Amendment

(a) 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:

(a) 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, between them:

Amendment 81

Proposal for a regulation

Article 4 – paragraph 1 – point b – introductory part

Text proposed by the Commission

Amendment

(b) 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:

(b) along the TEN-T comprehensive network, publicly accessible recharging pools dedicated to heavy-duty vehicles are deployed in each direction of travel with a maximum distance of 100 km, considering local conditions, between them:

Amendment 82

Proposal for a regulation

Article 4 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1a. Where a recharging station is serving both directions of travel, on roads with low traffic density and where costs are disproportionate to the benefits, including environmental costs, it shall be considered to meet the requirements of this article for both directions, provided that the total installed capacity and number of chargers are as required for one direction of travel.

Amendment 83

Proposal for a regulation

Article 4 – paragraph 1 b (new)

Text proposed by the Commission

Amendment

1b. On roads with low traffic density and where costs are disproportionate to the benefits, including environmental costs, Member States may extend the required distances regarding heavy-duty road transport vehicles in paragraph 1 of this Article, so that the total distances in-between charging pools on average meet the distance requirements.

Amendment 84

Proposal for a regulation

Article 4 – paragraph 2

Text proposed by the Commission

Amendment

2. Neighbouring Member States shall ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

2. Neighbouring Member States shall take the necessary measures to ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

Amendment 85

Proposal for a regulation

Article 4 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. The Commission shall review, if necessary, the targets set in this regulation for electric recharging infrastructure dedicated to heavy-duty vehicles to align them with the new requirements set in the updated Regulation (EU) 2019/1242 on the CO2 emission standards for heavy-duty vehicles.

Amendment 86

Proposal for a regulation

Article 4 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. Paragraph 1 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information in their national policy frameworks.

Amendment 87

Proposal for a regulation

Article 4 – paragraph 2 b (new)

Text proposed by the Commission

Amendment

2 b. The Commission shall take the necessary measures to ensure the cooperation withthird countries, especially candidates for membership in the EU and particularly those third countries in which transit corridors connecting Member States are situated.

Amendment 88

Proposal for a regulation

Article 4 a (new)

Text proposed by the Commission

Amendment

Article 4a

Targets for electric recharging infrastructure dedicated to light and heavy-duty vehicles

Where a recharging pool is serving both light and heavy-duty vehicles, the recharging pool and the recharging stations within that pool shall be regarded as publicly accessible recharging infrastructure for both light-duty and heavy-duty vehicles, when the total installed capacity and type of chargers are as required for both light and heavy-duty vehicles.

Justification

It is technically possible for light-duty and heavy-duty vehicles to use the same infrastructure when this has been taken into account in the design of the maximum power output as well as other technical solutions. Building such infrastructure to serve both light-duty and heavy-duty vehicles can reduce costs, and furthermore provide reasonable flexibility for Member States in sparsely populated areas and areas with low traffic density where demand for such infrastructure is low.

Amendment 89

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1 – introductory part

Text proposed by the Commission

Amendment

Operators of recharging points shall, at the publicly accessible recharging points operated by them, provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using a payment instrument that is widely used in the Union. To that end:

Operators of recharging points shall, at the publicly accessible recharging points operated by them and deployed from the date referred to in Article 24, provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using payment instruments that are widely used in the Union. To that end:

Amendment 90

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1 – point a – introductory part

Text proposed by the Commission

Amendment

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, set as default, and, optionally, cash through terminals and devices used for payment services, including at least payment card readers.

Amendment 91

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1 – point a – point i

Text proposed by the Commission

Amendment

(i) payment card readers;

deleted

Amendment 92

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1 – point a – point ii

Text proposed by the Commission

Amendment

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

deleted

Amendment 93

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1 – point a – point iii

Text proposed by the Commission

Amendment

(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

Amendment 94

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1 – point b

Text proposed by the Commission

Amendment

(b) 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

(i) payment card readers;

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

Amendment 95

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 2

Text proposed by the Commission

Amendment

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

From 1 January 2027 onwards, operators of recharging points shall ensure that all publicly accessible and semi-publicly accessible recharging stations comply with the requirement in this paragraph.

Amendment 96

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 3

Text proposed by the Commission

Amendment

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

Amendment 97

Proposal for a regulation

Article 5 – paragraph 4

Text proposed by the Commission

Amendment

4. Prices charged by operators of publicly accessible recharging points shall be reasonable, easily and clearly comparable, transparent and non-discriminatory. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. Where relevant, the level of prices may only be differentiated in a proportionate manner, according to an objective justification.

4. Prices charged by operators of publicly accessible recharging points shall be easily and clearly comparable, transparent and non-discriminatory and be based only on the electricity received by the vehicle while a blocking penalty may be applicable to prevent vehicles occupying a parking space once recharging is completed. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. Where relevant, the level of prices may only be differentiated in a proportionate manner, according to an objective justification.

Amendment 98

Proposal for a regulation

Article 5 – paragraph 4 a (new)

Text proposed by the Commission

Amendment

4a. Member States shall empower national regulatory authorities to adopt measures ensuring that price gouging does not occur, based on, inter alia, the distance to the next charger, the level of battery charge, the vehicle brand or participation in a contract-based payment system. National regulatory authorities shall monitor pricing and practices of vehicle producers and recharging point operators, consider appropriate measures to safeguard competition and consumer protection and shall also periodically report to the Commission.

Amendment 99

Proposal for a regulation

Article 5 – paragraph 5 – introductory part

Text proposed by the Commission

Amendment

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:

Operators of recharging points shall clearly display the ad hoc price and all its components at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session. The price components shall be clearly displayed at the recharging station in price per kWh. Operators shall ensure that recharging points operated by them are equipped with electrical energy meters allowing for accurate metering of electricity offtake.

Amendment 100

Proposal for a regulation

Article 5 – paragraph 5 – indent 1

Text proposed by the Commission

Amendment

– price per session,

deleted

Amendment 101

Proposal for a regulation

Article 5 – paragraph 5 – indent 2

Text proposed by the Commission

Amendment

– price per minute,

deleted

Amendment 102

Proposal for a regulation

Article 5 – paragraph 5 – indent 3

Text proposed by the Commission

Amendment

– price per kWh.

deleted

Amendment 103

Proposal for a regulation

Article 5 – paragraph 6

Text proposed by the Commission

Amendment

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 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 transparent and non-discriminatory. No extra charges, for example for calibration services, efficiency losses or cross-border e-roaming, shall be applied. This information shall be made available to end users digitally including through on-board computers and apps or on the recharging point, and to all stakeholders in accordance with the provisions laid down in Article 18 of this Regulation.

Amendment 104

Proposal for a regulation

Article 5 – paragraph 6 – subparagraph 1 a (new)

Text proposed by the Commission

Amendment

Operators of publicly accessible refuelling stations may provide 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 refuelling point, applicable e-roaming costs and other fees or charges applied by the mobility service provider.

Amendment 105

Proposal for a regulation

Article 5 – paragraph 6 a (new)

Text proposed by the Commission

Amendment

6a. Operators of smart or bidirectional recharging points shall make available information they receive from transmission system operators, electricity suppliers or via their own electricity production on the share of renewable electricity in the system and the associated greenhouse gas emissions in real time in time intervals of no more than one hour, with forecasting where available. The information should be provided on the basis of their contract with an electricity provider where applicable.

Amendment 106

Proposal for a regulation

Article 5 – paragraph 7

Text proposed by the Commission

Amendment

7. From the date referred to in Article 24, operators of recharging points shall ensure that all publicly accessible recharging points operated by them are digitally-connected recharging points.

7. From the date referred to in Article 24, operators of recharging points shall ensure that all newly installed or renovated publicly accessible recharging points operated by them are digitally-connected, include e-roaming functionality, and their location and status are easily visible online.

Amendment 107

Proposal for a regulation

Article 5 – paragraph 8

Text proposed by the Commission

Amendment

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

8. From the date referred to in Article 24, operators of recharging points shall ensure that all newly installed or renovated publicly accessible 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.

Amendment 108

Proposal for a regulation

Article 5 – paragraph 9

Text proposed by the Commission

Amendment

9. Member States shall take the necessary measures to ensure that appropriate signposting is deployed within parking and rest areas on the TEN-T road network where alternative fuels infrastructure is installed, to enable easy identification of the exact location of the alternative fuels infrastructure.

9. From the date referred to in Article 24, Member States shall take the necessary measures to ensure that appropriate signposting is deployed along the roadways and within parking and rest areas on the TEN-T road network where alternative fuels infrastructure is installed, to enable easy identification of the exact location of the alternative fuels infrastructure. Such signposting shall also be deployed at the point where such alternative fuels infrastructure is installed and be commensurate with signposting for conventional fuels.

Amendment 109

Proposal for a regulation

Article 5 – paragraph 11 a (new)

Text proposed by the Commission

Amendment

11a. Operators shall ensure that recharging points operated by them are in good working order throughout their commercial use, and that requirements laid down in paragraphs 2 to 5 are always available to end users. Operators shall make data on the operational status rate and maintenance operations of their recharging points available in accordance with the provisions laid down in Article 18. The provisions specified in this Regulation shall not apply retroactively to publicly accessible recharging points installed before the date specified in Article 24.

Amendment 110

Proposal for a regulation

Article 5 a (new)

Text proposed by the Commission

Amendment

Article 5a

Dynamic charging infrastructure

1. Member States may deploy dynamic charging infrastructure such as contactless inductive charging or overhead line technology and account these towards the achievement of the targets for light commercial vehicles set out in Article 3 and the charging infrastructure targets for heavy commercial vehicles set out in Article 4.

2. Member States shall ensure that, in the case of the use of dynamic charging infrastructure, the overall objectives of stationary charging infrastructure set out in Article 3 and Article 4 of this Regulation are achieved to the same extent.

Amendment 111

Proposal for a regulation

Article 6 – paragraph 1 – subparagraph 3

Text proposed by the Commission

Amendment

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

Member States shall ensure that by 31 December 2029, 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. To support Member States’ planning of hydrogen refuelling infrastructure deployment, the Commission shall publish a list of multimodal transport hubs suitable for the deployment of hydrogen refuelling stations by 31 December 2024.

Amendment 112

Proposal for a regulation

Article 6 – paragraph 2

Text proposed by the Commission

Amendment

2. Neighbouring Member States shall ensure that the maximum distance referred to in paragraph 1, second subparagraph is not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

2. Neighbouring Member States shall take the necessary measures to ensure that the maximum distance referred to in paragraph 1, second subparagraph is not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

Amendment 113

Proposal for a regulation

Article 6 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. The Commission shall take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the Union and those third countries in which transit corridors connecting Member States are situated.

Amendment 114

Proposal for a regulation

Article 6 – paragraph 3

Text proposed by the Commission

Amendment

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

3. The operator of a publicly accessible refuelling station or, where the operator is not the owner, the owner of that station in accordance with the arrangements between them, shall ensure that the station can also serve heavy-duty vehicles, unless there are disproportionate costs. In freight terminals, operators or owners of these publicly accessible hydrogen refuelling stations shall ensure that these stations also serve liquid hydrogen

Amendment 115

Proposal for a regulation

Article 6 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Paragraph 1 shall not apply to outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.

Amendment 116

Proposal for a regulation

Article 7 – paragraph 1 – subparagraph 1 – introductory part

Text proposed by the Commission

Amendment

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 payment instruments that are 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:

Amendment 117

Proposal for a regulation

Article 7 – paragraph 1 – subparagraph 1 – point b

Text proposed by the Commission

Amendment

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

deleted

Amendment 118

Proposal for a regulation

Article 7 – paragraph 2

Text proposed by the Commission

Amendment

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 refuelling points shall be 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.

Amendment 119

Proposal for a regulation

Article 7 – paragraph 3

Text proposed by the Commission

Amendment

3. Operators of hydrogen refuelling points shall make price information available before the start of a refuelling session at the refuelling stations operated by them.

3. Operators of hydrogen refuelling points shall make price information available before the start of a refuelling session at the refuelling stations operated by them. They shall clearly display the price at all publicly accessible refuelling stations operated by them so that these are known to end users before they initiate a recharging session. The price per kWh shall be clearly displayed.

Amendment 120

Proposal for a regulation

Article 7 – paragraph 4

Text proposed by the Commission

Amendment

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 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 transparent and non-discriminatory. Mobility service providers shall make available to end users all applicable price information, prior to the start of the refuelling session, and specific to their intended refuelling 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.

Amendment 121

Proposal for a regulation

Article 8 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

To this end, Member States take the necessary measures to ensure that, by 31 December 2030, in urban areas, CNG stations are installed according to a spatial density criterion, ensuring that one station covers a catchment area of 20 km², in order to promote the use of natural gas and biomethane in cities, including for public transport. Member States may assess stricter parameters for LNG, LPG and CNG stations in urban and suburban areas where air quality is particularly poor.

Amendment 122

Proposal for a regulation

Article 8 – paragraph 1 b (new)

Text proposed by the Commission

Amendment

1b. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the Union and those third countries, in which transit corridors, connecting Member Stats, are situated.

Amendment 123

Proposal for a regulation

Article 8 a (new)

Text proposed by the Commission

Amendment

Article 8a

Renewable fuels infrastructure

1. Member States shall plan the development of infrastructure for all renewable fuels, following the assessment of National policy frameworks and of market and transit traffic shares and market projections, made by the Commission by 1 December 2026 at the latest.

2. The Commission shall, when revising this Regulation, include binding targets for renewable fuels infrastructure based on national reports, Commission analysis based on national and EU-wide market share and transit traffic share indicators.

Amendment 124

Proposal for a regulation

Article 9 – paragraph 1 – introductory part

Text proposed by the Commission

Amendment

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

Member States shall ensure that an adequate shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. To that end, Member States shall take the necessary measures to ensure that by 1 January 2030:

Amendment 125

Proposal for a regulation

Article 9 – paragraph 2 – point c a (new)

Text proposed by the Commission

Amendment

(ca) several short port calls to load and unload at different berths in the same port.

Amendment 126

Proposal for a regulation

Article 9 – paragraph 3

Text proposed by the Commission

Amendment

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 or sufficiently to the electricity grid or in an outermost region, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources, or if the costs are disproportionate to the benefits, including environmental benefits. By way of derogation, the electricity grid can meet shore-side electricity demand.

Amendment 127

Proposal for a regulation

Article 9 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Member States shall ensure that an adequate number of recharging stations commensurate with the demand for battery-powered vessels is provided in maritime ports.

Amendment 128

Proposal for a regulation

Article 10 – title

Text proposed by the Commission

Amendment

Targets for shore-side electricity supply in inland waterway ports

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

Amendment 129

Proposal for a regulation

Article 10 – paragraph 1 – point b

Text proposed by the Commission

Amendment

(b) 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.

(b) at least one recharging point with adequate power output for battery powered vessels is deployed at all TEN-T core and comprehensive inland waterway ports by 1 January 2030. Member States shall ensure an adequate number of recharging stations commensurate with the demand for battery powered vessels;

Amendment 130

Proposal for a regulation

Article 10 – paragraph 1 – point b a (new)

Text proposed by the Commission

Amendment

(ba) 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. Member States shall ensure an adequate number of refuelling stations commensurate with the demand for fuel-cell powered vessels;

Amendment 131

Proposal for a regulation

Article 10 – paragraph 1 – point b a (new)

Text proposed by the Commission

Amendment

(ba) Member States shall ensure sufficient grid capacity and connection, power reserve and frequency conversion to the ports.

Amendment 132

Proposal for a regulation

Article 11 – title

Text proposed by the Commission

Amendment

Targets for supply of LNG in maritime ports

Targets for supply of LNG, hydrogen and ammonia in maritime ports

Amendment 133

Proposal for a regulation

Article 11 – paragraph 1

Text proposed by the Commission

Amendment

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, taking into consideration actual market needs and developments. Member States shall cooperate with neighbouring Member States where necessary to ensure adequate coverage of the TEN-T core network.

Amendment 134

Proposal for a regulation

Article 11 – paragraph 2

Text proposed by the Commission

Amendment

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.

Amendment 135

Proposal for a regulation

Article 11 a (new)

Text proposed by the Commission

Amendment

Article 11a

Targets for supply of renewable hydrogen and ammonia in maritime ports

Member States shall ensure that an appropriate number of refuelling points for renewable hydrogen and ammonia are put in place at TEN-T core maritime ports referred to in paragraph 2, to enable seagoing ships to circulate throughout the TEN-T core network by 1 January 2025. Member States shall cooperate with neighbouring Member States where necessary to ensure adequate coverage of the TEN-T core network.

Member States shall designate in their national policy frameworks TEN-T core maritime ports that shall provide access to the refuelling points for renewable hydrogen and ammonia referred to in paragraph 1, also taking into consideration actual market needs and developments.

Amendment 136

Proposal for a regulation

Article 12 – title

Text proposed by the Commission

Amendment

Targets for supply of electricity to stationary aircraft

Targets for electric recharging and hydrogen refuelling infrastructure in stationary aircraft

Amendment 137

Proposal for a regulation

Article 12 – paragraph 1 – introductory part

Text proposed by the Commission

Amendment

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:

Member States shall ensure that airport managing bodies and suppliers of ground handling services of all TEN-T core and comprehensive network airports ensure the provision of electricity supply to stationary aircraft by:

Amendment 138

Proposal for a regulation

Article 12 – paragraph 1 – subparagraph 1 a (new)

Text proposed by the Commission

Amendment

Short-term parking positions such as de-icing positions, parking positions in military areas and parking positions for general air traffic (below 7,5 to MTOW) shall not be covered by this paragraph.

Amendment 139

Proposal for a regulation

Article 12 – paragraph 2

Text proposed by the Commission

Amendment

2. As of 1 January 2030 at the latest, Member States shall take the necessary measures to ensure that the electricity supplied pursuant to paragraph 1 comes from the electricity grid or is generated on site as renewable energy.

2. By 1 January 2030 at the latest, Member States shall take the necessary measures to ensure that the electricity supplied pursuant to paragraph 1 comes from the electricity grid or is generated on site as renewable energy or via alternative fuels.

Amendment 140

Proposal for a regulation

Article 12 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. Where the airport of the TEN-T core network or the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph 1 shall not apply until such a connection has been completed or there is sufficient locally generated capacity from clean energy sources or if the costs are disproportionate to the benefits, including environmental benefits.

Amendment 141

Proposal for a regulation

Article 12 – paragraph 2 b (new)

Text proposed by the Commission

Amendment

2b. By 1 January 2030 at the latest, Member States shall ensure that airport managing bodies of all TEN-T core and comprehensive network airports ensure the provision of additional renewable electricity supply to all ground based vehicles operating in airports.

Amendment 142

Proposal for a regulation

Article 12 – paragraph 2 b (new)

Text proposed by the Commission

Amendment

2b. By 1 January 2030 Member States shall ensure that airport managing bodies of all airports provide the adequate number of electric recharging stations for services pursuant to paragraph 3 of this article, as well as for electric airplanes.

Amendment 143

Proposal for a regulation

Article 12 – paragraph 2 c (new)

Text proposed by the Commission

Amendment

2c. By1 January 2030, Member States shall ensure that airport managing bodies of all airports provide electric recharging infrastructure capacity and hydrogen refuelling infrastructure capacity commensurate to the uptake of electric aircraft and hydrogen propelled aircraft.

Amendment 144

Proposal for a regulation

Article 12 a (new)

Text proposed by the Commission

Amendment

Article 12a

Targets for infrastructure for railway lines

1. Member States shall ensure the provision of sufficient infrastructure that allows for railway lines across the Union to be become fully electrified by 2030.

2. Where the direct electrification of railway lines is not possible, Member States shall ensure the provision of sufficient infrastructure that allows for renewable energy based propulsion systems to be used on non-electrified lines. Member States shall provide a full justification for the situation where a line cannot be electrified.

3. Isolated networks shall be exempt from paragraph 1.

Amendment 145

Proposal for a regulation

Article 12 a (new)

Text proposed by the Commission

Amendment

Article 12a

Infrastructure for alternative fossil fuels for a transitional phase

Member States shall ensure that existing liquid and gaseous fossil fuel infrastructure can be used without restriction for the distribution of alternative fuels and for blends of alternative fuels with fossil fuels.

Amendment 146

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 1

Text proposed by the Commission

Amendment

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.

By 1 January 2024, each Member State shall, jointly with regional, national and local authorities, 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. The national policy framework shall be based on detailed market and traffic shares, especially for transit traffic, data monitoring and include detailed market projections.

Amendment 147

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point a

Text proposed by the Commission

Amendment

(a) 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;

(a) an assessment of the current state and future development of the market as regards alternative fuels in the transport sector, including the situation as regards public transport networks, and of the development of alternative fuels infrastructure, considering intermodal access of alternative fuels infrastructure and, where relevant, cross-border continuity, mobility and accessibility between outermost regions and between outermost regions and the mainland;

Amendment 148

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point a – point i (new)

Text proposed by the Commission

Amendment

i) the density of publicly accessible alternative fuels infrastructure nationally available takes into account the population density and the number of registrations of vehicles, powered by alternative fuels as referred to in Article 2(3), in the local area based on NUTS 3 level in accordance with the latest NUTS classification;

Amendment 149

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point a a (new)

Text proposed by the Commission

Amendment

(aa) an assessment of the current state and future development of grid capacity, including the required measures and financing;

Amendment 150

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point b

Text proposed by the Commission

Amendment

(b) 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;

(b) national targets and objectives pursuant to Articles 3, 4, 6, 8, 9, 10, 11, 12 and 12 a for which mandatory national targets are set out in this Regulation;

Amendment 151

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point d

Text proposed by the Commission

Amendment

(d) policies and measures necessary to ensure that the mandatory targets and objectives referred to in points (b) and (c) of this paragraph are reached;

(d) policies and measures, including but not limited to an investment plan, necessary to ensure that the mandatory targets and objectives referred to in points (b) and (c) of this paragraph are reached;

Amendment 152

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point d a (new)

Text proposed by the Commission

Amendment

(da) policies and measures related to the overall financing of the deployment of the infrastructure to ensure that the targets and objectives referred to in points(b) and (c) of this paragraph are reached, including the use of offtake agreements with associated economic operators if any;

Amendment 153

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point g

Text proposed by the Commission

Amendment

(g) measures to promote alternative fuels infrastructure in urban nodes, in particular with respect to publicly accessible recharging points;

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

Amendment 154

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point h

Text proposed by the Commission

Amendment

(h) measures to promote a sufficient number of publicly accessible high power recharging points;

(h) measures to promote a sufficient number of publicly accessible high power recharging points, in line with electric vehicle car park development;

Amendment 155

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point j a (new)

Text proposed by the Commission

Amendment

(ja) measures to ensure that the expansion of publicly accessible recharging and refuelling points, as well as alternative fuel powered transport options, including public transport, are affordable and accessible for vulnerable consumers and those at risk of, or in, energy poverty;

Amendment 156

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point j b (new)

Text proposed by the Commission

Amendment

(jb) measures targeting the specific needs of outermost regions, where applicable;

Amendment 157

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point k

Text proposed by the Commission

Amendment

(k) measures to remove possible obstacles with regards to planning, permitting and procuring of alternative fuels infrastructure;

(k) measures to remove possible obstacles with regards to planning, permitting and procuring of alternative fuels infrastructure and measures to limit the latency between initial application and actual deployment to no longer than six months, with due respect for stakeholder consultations and environmental impact assessment procedures. In particular, the request procedure for installation of a publicly accessible charger shall be fully digitalised;

Amendment 158

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point k a (new)

Text proposed by the Commission

Amendment

(ka) measures to ensure that small and medium-sized enterprises (SMEs) can fully benefit from the development of alternative fuels infrastructure in their triple role as producers, operators and, users;

Amendment 159

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point k b (new)

Text proposed by the Commission

Amendment

(kb) measures to support renewable energy communities, citizen energy communities and non-commercial operators in deploying recharging points, especially in sparsely populated areas.

Amendment 160

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point n

Text proposed by the Commission

Amendment

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

(n) a deployment plan for alternative fuels infrastructure in maritime ports other than for LNG and shore-side electricity supply for use by sea going vessels, in particular for hydrogen, hydrogen derived fuels and electricity;

Amendment 161

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point o

Text proposed by the Commission

Amendment

(o) a deployment plan for alternative fuels in inland waterway transport, in particular for both hydrogen and electricity;

(o) a deployment plan for alternative fuels in inland waterway transport, in particular for hydrogen, electricity, LNG and other relevant alternative fuels;

Amendment 162

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point p a (new)

Text proposed by the Commission

Amendment

(pa) a comprehensive investment plan laying out the investments necessary to achieve the targets set in the national policy framework and which shall also include the infrastructures outside the TEN-T network;

Amendment 163

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point p b (new)

Text proposed by the Commission

Amendment

(pb) measures to ensure grid connection and power capacity take into account the number of charging pools which can be expected in the future following the increasing fleet penetration of electric vehicles;

Amendment 164

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point p c (new)

Text proposed by the Commission

Amendment

(pc) a mapping of appropriate locations for site development with sufficient grid capacity and, model future charging demand. This information shall be made publicly available;

Amendment 165

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point pd (new)

Text proposed by the Commission

Amendment

(pd) measures and investments to support the deployment of electricity generation capacity from renewable sources to supply electricity to recharging stations and for the production of hydrogen and ammonia for refuelling stations, including renewable electricity generation capacity in airports and ports.

Amendment 166

Proposal for a regulation

Article 13 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1a. Without prejudice to paragraph 1, Member States are invited to submit draft national policy frameworks in order to receive early feedback, subject to assessment by the Commission under the rules of the present Article. The Commission shall provide its evaluation and issue recommendations no later than six months following receipt of the draft national policy framework.

Amendment 167

Proposal for a regulation

Article 13 – paragraph 2

Text proposed by the Commission

Amendment

2. Member States shall ensure that the national policy frameworks take into account the needs of the different transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.

2. Member States shall ensure that the national policy frameworks take into account the needs of the different regions and transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.

Amendment 168

Proposal for a regulation

Article 13 – paragraph 3

Text proposed by the Commission

Amendment

3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of the stakeholders concerned.

3. Member States shall ensure that national policy frameworks take into account, as appropriate, the interests of regional and local authorities, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of all concerned stakeholders, in particular transport and energy infrastructure providers.

Amendment 169

Proposal for a regulation

Article 13 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Members States, in their policy frameworks, shall take into account regional disparities and pay special attention to less developed regions (at NUTS-2-level), especially those with Regional GDP (PPS per inhabitant in % of the EU27) under 50.

Amendment 170

Proposal for a regulation

Article 13 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Member States shall assess and report, as part of their national policy framework, how the provisions laid down in Articles 5 and 7 have been implemented by operators of recharging and refuelling points. On the basis of the results of the assessment, Member States shall take the appropriate measures to ensure that operators of recharging and refuelling points comply with Articles 5 and 7.

Amendment 171

Proposal for a regulation

Article 13 – paragraph 4

Text proposed by the Commission

Amendment

4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process.

4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated, including the availability of infrastructure for alternative fuels on cross-border sections of the TEN-T core network and the TEN-T comprehensive network. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process.

Amendment 172

Proposal for a regulation

Article 13 – paragraph 4 a (new)

Text proposed by the Commission

Amendment

4a. The Commission should take the necessary measures to ensure the cooperation of third countries, especially candidates for membership in the Union and particularly those third countries in which transit corridors connecting Member States are situated.

Amendment 173

Proposal for a regulation

Article 13 – paragraph 5

Text proposed by the Commission

Amendment

5. Support measures for alternative fuels infrastructure shall comply with the relevant State aid rules of the TFEU.

5. Support measures for alternative fuels infrastructure shall be aligned to climate objectives to avoid creating stranded assets and comply with the relevant State aid rules of the TFEU.

Amendment 174

Proposal for a regulation

Article 13 – paragraph 6

Text proposed by the Commission

Amendment

6. Each Member State shall make available to the public its draft national policy framework and shall ensure that the public is given early and effective opportunities to participate in the preparation of the draft national policy framework.

6. Each Member State shall make available to the public its draft national policy framework, including a comprehensive financing plan, and shall ensure that the public is given early and effective opportunities to participate in the preparation of the draft national policy framework.

Amendment 175

Proposal for a regulation

Article 13 – paragraph 7 – point b a (new)

Text proposed by the Commission

Amendment

(ba) if policies and measures are geographically distributed across the regions within the Member State.

Amendment 176

Proposal for a regulation

Article 14 – paragraph 1

Text proposed by the Commission

Amendment

1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 2027 and every two years thereafter.

1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 2026 and every two years thereafter.

Amendment 177

Proposal for a regulation

Article 14 – paragraph 3

Text proposed by the Commission

Amendment

3. The regulatory authority of a Member States shall assess, at the latest by 30 June 2024 and periodically every three years thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, whether public or private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944.

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

Amendment 178

Proposal for a regulation

Article 14 – paragraph 4

Text proposed by the Commission

Amendment

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

4. On the basis of input from transmission system operators, aggregators, demand response providers and distribution system operators, the regulatory authority of a Member States shall assess, at the latest by 30 June 2024 and periodically every two years thereafter, the potential contribution of bidirectional charging to peak shaving and the penetration of renewable electricity into the electricity system. That assessment shall be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, following consultation with relevant stakeholders including operators of recharging points and solution providers, take the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points, in both public and private areas and include them in their progress report referred to in paragraph 1.

Amendment 179

Proposal for a regulation

Article 15 – paragraph 1

Text proposed by the Commission

Amendment

1. By 1 January 2026, the Commission shall assess the national policy framework notified by Member States pursuant to Article 13(9) and submit to the European Parliament and to the Council a report on the assessment of those national policy frameworks and their coherence at Union level, including a first assessment of the expected level of attainment of the national targets and objectives referred to in Article 13(1).

1. By 1 January 2025, the Commission shall assess the national policy framework notified by Member States pursuant to Article 13(9) and submit to the European Parliament and to the Council a report on the assessment of those national policy frameworks and their coherence at Union level, including a first assessment of the expected level of attainment of the national targets and objectives referred to in Article 13(1).

Amendment 180

Proposal for a regulation

Article 15 – paragraph 3 – introductory part

Text proposed by the Commission

Amendment

The Commission shall submit to the European Parliament and to the Council a report on its assessment of the progress reports pursuant to Article 14(1) one year after submission of the national progress reports by the Member States. This assessment shall contain an assessment of:

The Commission shall submit to the European Parliament and to the Council a report on its assessment of the progress reports pursuant to Article 14(1) six months after submission of the national progress reports by the Member States. This assessment shall contain an assessment of:

Amendment 181

Proposal for a regulation

Article 15 – paragraph 3 – point b a (new)

Text proposed by the Commission

Amendment

(ba) the need to adapt and/or amend existing binding targets or to set new targets, due to unexpected market trends and/or technology innovations.

Amendment 182

Proposal for a regulation

Article 15 – paragraph 4 – point b

Text proposed by the Commission

Amendment

(b) the number of publicly accessible hydrogen refuelling points;

(b) the number of publicly accessible hydrogen and other renewable fuels refuelling points;

Amendment 183

Proposal for a regulation

Article 15 – paragraph 4 – point b a (new)

Text proposed by the Commission

Amendment

(ba) consumer relevant aspects pursuant to Articles 13 and 14.

Amendment 184

Proposal for a regulation

Article 15 – paragraph 4 – point c

Text proposed by the Commission

Amendment

(c) the infrastructure for shore-side electricity supply in maritime and inland ports of the TEN-T core network and the TEN-T comprehensive network;

(c) the infrastructure for shore-side electricity supply in maritime and inland ports of the TEN-T core network and the TEN-T comprehensive network including the number of electric recharging and hydrogen refuelling points;

Amendment 185

Proposal for a regulation

Article 15 – paragraph 4 – point d

Text proposed by the Commission

Amendment

(d) the infrastructure for electricity supply for stationary aircraft in airports of the TEN-T core network and the TEN-T comprehensive network;

(d) the infrastructure for electricity supply in airports of the TEN-T core network and the TEN-T comprehensive network including the number of electric recharging and hydrogen refuelling points dedicated to aircrafts, as well as electric recharging points for ground-based vehicles;

Amendment 186

Proposal for a regulation

Article 15 – paragraph 4 – point j a (new)

Text proposed by the Commission

Amendment

(ja) the alternative fuel infrastructure in outermost regions and islands.

Amendment 187

Proposal for a regulation

Article 15 – paragraph 4 a (new)

Text proposed by the Commission

Amendment

(4a) The Commission shall consider possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities in the Member States shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.

Amendment 188

Proposal for a regulation

Article 16 – paragraph 2

Text proposed by the Commission

Amendment

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

2. Where it is evident from the report referred to in paragraph 1 of this Article or from any information available to the Commission that a Member State is at risk of not meeting its national targets as referred to in Article 3(1), the Commission shall issue a finding to this effect and request the Member State concerned to take corrective measures to meet the national targets. In such a case, the Commission shall provide technical and financial support to assist in the implementation of these corrective actions. Within three months following the receipt of the Commission’s findings, the Member State concerned shall notify to the Commission the corrective measures that it plans to implement to meet the targets set in Article 3(1). The corrective measures shall entail additional actions that the Member State shall implement to meet the targets set in Article 3(1) and a clear timetable for actions that enables the assessment of the annual progress towards meeting those targets. Where the Commission finds that the corrective measures are satisfactory, the Member State concerned shall update its latest progress report as referred to in Article 14 with these corrective measures and submit it to the Commission.

Amendment 189

Proposal for a regulation

Article 16 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. The European Parliament shall be duly informed by the European Commission about measures taken in accordance with paragraph 2.

Amendment 190

Proposal for a regulation

Article 17 – paragraph 3

Text proposed by the Commission

Amendment

3. When fuel prices are displayed at a fuel station, a comparison between the relevant unit prices shall be displayed where appropriate, and in particular for electricity and hydrogen, for information purposes following the common methodology for alternative fuels unit price comparison referred to in point 9.3 of Annex II.

3. When fuel prices are displayed at a fuel station, a comparison between the relevant unit prices shall be displayed where appropriate, and in particular for electricity and hydrogen, for information purposes in current price per kWh for ad hoc recharging.

Amendment 191

Proposal for a regulation

Article 18 – paragraph 1

Text proposed by the Commission

Amendment

1. Member States shall appoint an Identification Registration Organisation (‘IDRO’). The IDRO shall issue and manage unique identification (‘ID’) codes to identify, at least operators of recharging points and mobility service providers, at the latest one year after the date referred to in Article 24.

1. Member States shall issue and manage unique identification (‘ID’) codes to identify, at least operators of recharging points and mobility service providers, at the latest one year after the date referred to in Article 24.

Amendment 192

Proposal for a regulation

Article 18 – paragraph 2 – introductory part

Text proposed by the Commission

Amendment

Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, shall ensure the availability of static and dynamic data concerning alternative fuels infrastructure operated by them and allow accessibility of that data through the National Access Points at no cost. The following data types shall be made available:

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

Amendment 193

Proposal for a regulation

Article 18 – paragraph 2 – point a – point ii a (new)

Text proposed by the Commission

Amendment

(iia) accessibility for heavy-duty vehicles, including height, length and width restrictions of the recharging and refuelling points,

Amendment 194

Proposal for a regulation

Article 18 – paragraph 2 – point a – point iv

Text proposed by the Commission

Amendment

(iv) contact information of the owner and operator of the recharging and refuelling station.

(iv) contact information of the operator of the recharging and refuelling station.

Amendment 195

Proposal for a regulation

Article 18 – paragraph 2 – point a – point iv a (new)

Text proposed by the Commission

Amendment

(iva) availability of weather protection and other service functions.

Amendment 196

Proposal for a regulation

Article 18 – paragraph 2 – point b – point i

Text proposed by the Commission

Amendment

(i) identification (ID) codes, at least of the operator of the recharging point and mobility service providers offering services at that recharging point, as referred to in paragraph 1,

(i) identification (ID) codes of the operator of the recharging point and mobility service providers offering services at that recharging point, as referred to in paragraph 1,

Amendment 197

Proposal for a regulation

Article 18 – paragraph 2 – point b – point ii

Text proposed by the Commission

Amendment

(ii) type of connector,

(ii) type and availability of a fixed connector for the recharging points or the legal obligation for users to employ bring your own technology (BYOT) capability,

Amendment 198

Proposal for a regulation

Article 18 – paragraph 2 – point b – point iv a (new)

Text proposed by the Commission

Amendment

(iva) payment options,

Amendment 199

Proposal for a regulation

Article 18 – paragraph 2 – point c – point ii

Text proposed by the Commission

Amendment

(ii) availability (in use/ not in use),

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

Amendment 200

Proposal for a regulation

Article 18 – paragraph 2 – point c – point ii a (new)

Text proposed by the Commission

Amendment

(iia) prices of parking and any time limit imposed,

Amendment 201

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii a (new)

Text proposed by the Commission

Amendment

(iiia) enabled for bi-directional charging (yes/ no),

Amendment 202

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii b (new)

Text proposed by the Commission

Amendment

(iiib) payment options,

Amendment 203

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii b (new)

Text proposed by the Commission

Amendment

(iiib) the share of renewable electricity and the greenhouse gas emissions content of the electricity supplied at recharging and refuelling points, as appropriate.

Amendment 204

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii c (new)

Text proposed by the Commission

Amendment

(iiic) if applicable, time limit for parking,

Amendment 205

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii d (new)

Text proposed by the Commission

Amendment

(iiid) payment options.

Amendment 206

Proposal for a regulation

Article 18 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. Dynamic data specified in point (c) of this paragraph should be made available accurately and in real time in time intervals of no more than one hour, with forecasting, where available.

Amendment 207

Proposal for a regulation

Article 18 – paragraph 3

Text proposed by the Commission

Amendment

3. Member States shall ensure the accessibility of data on an open and non-discriminatory basis to all stakeholders through their National Access Point in application of Directive 2010/40/EU of the European Parliament and the Council67 .

3. Member States shall ensure the accessibility of data on an open and non-discriminatory basis to all stakeholders through their National Access Point in application of Directive 2010/40/EU of the European Parliament and the Council67 as well as in a European Access Point system, and ensure that information is made publicly available to be used for other market participants and service providers, with due respect for data protection requirements. Member States shall ensure that operators of publicly accessible recharging points transmit data, especially those relevant to prices, to the national regulatory authorities and the market transparency body.

__________________

67 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).

Amendment 208

Proposal for a regulation

Article 18 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Member States shall ensure a high level of cybersecurity, data protection and security, especially in authentication, billing and payment processes, along the supply chain and for the operator of the infrastructure, by implementing and enforcing the terms of the General Data Protection Regulation (EU) 2016/679 (GDPR).

Amendment 209

Proposal for a regulation

Article 18 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3b. Member States shall ensure that transport recharging infrastructure complies with the cybersecurity requirements, including additional reporting and security obligations, as per the proposed directive on measures for a high common level of cybersecurity across the Union, repealing Directive (EU) 2016/11481a.

__________________

1a Proposal for a directive of the European Parliament and of the Council on measures for a high common level of cybersecurity across the Union, repealing Directive (EU) 2016/1148 (COM(2020)0823).

Amendment 210

Proposal for a regulation

Article 18 – paragraph 4 – introductory part

Text proposed by the Commission

Amendment

The Commission shall be empowered to adopt delegated acts in accordance with Article 17 to:

The Commission shall be empowered to adopt delegated acts in accordance with Article 20 to:

Amendment 211

Proposal for a regulation

Article 18 – paragraph 4 – point c a (new)

Text proposed by the Commission

Amendment

(ca) establish a single European Access point by 2024.

Amendment 212

Proposal for a regulation

Article 19 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Publicly accessible ammonia refuelling points deployed or renewed from the date referred to in Article 24 shall comply with the technical specifications set out in points 7.1 and 7.2 of Annex II.

Amendment 213

Proposal for a regulation

Article 19 – paragraph 7 – introductory part

Text proposed by the Commission

Amendment

The Commission shall be empowered to adopt delegated acts in accordance with Article 17 to:

The Commission shall be empowered to adopt delegated acts in accordance with Article 20 to:

Amendment 214

Proposal for a regulation

Article 19 – paragraph 7 – point b

Text proposed by the Commission

Amendment

(b) amend Annex II by updating the references to the standards referred to in the technical specifications set out in that Annex.

(b) amend Annex II by updating the references to the standards referred to in the technical specifications set out in that Annex six months after their technical adoption.

Amendment 215

Proposal for a regulation

Article 20 – paragraph 2

Text proposed by the Commission

Amendment

2. The power to adopt delegated acts referred to in Articles 18 and 19 shall be conferred on the Commission for a period of five years from the date referred to in Article 24. The Commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension not later than three months before the end of each period.

2. The power to adopt delegated acts referred to in Articles 18 and 19 shall be conferred on the Commission for a period of five years from the date referred to in Article 24. The Commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period.

Amendment 216

Proposal for a regulation

Article 22 – paragraph 1

Text proposed by the Commission

Amendment

By 31 December 2026, the Commission shall review this Regulation, and, where appropriate, submit a proposal to amend it.

By 31 December 2026, the Commission shall review this Regulation, and, where appropriate, submit a proposal to amend it. In particular, the review shall pay attention to the adequacy of the targets and infrastructure requirements in view of the technological and market developments in the period following the adoption of this Regulation. The review shall include an assessment of the current state and future development of the electric and hydrogen markets for aviation as well as a feasibility study on the deployment of the relevant infrastructure to power aircraft.

Amendment 217

Proposal for a regulation

Annex I – paragraph 1 – point 3 – indent 3 a (new)

Text proposed by the Commission

Amendment

- measures to ensure that the expansion of publicly accessible recharging and refuelling points, as well as alternative fuel powered transport options, in particular public transport, are affordable and accessible for vulnerable consumers and those at risk of, or in, energy poverty;

Amendment 218

Proposal for a regulation

Annex II – Part 1 – point 1.1

Text proposed by the Commission

Amendment

1.1. Normal power recharging points for motor vehicles: alternating current (AC) normal power recharging points for electric vehicles shall be equipped, for interoperability purposes, at least with socket outlets or vehicle connectors of Type 2 as described in standard EN 62196-2:2017.

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

PROCEDURE – COMMITTEE ASKED FOR OPINION

Title

Deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council

References

COM(2021)0559 – C9-0331/2021 – 2021/0223(COD)

Committee responsible

Date announced in plenary

TRAN

13.9.2021

Opinion by

Date announced in plenary

ENVI

13.9.2021

Rapporteur for the opinion

Date appointed

Alexandr Vondra

29.9.2021

Discussed in committee

13.1.2022

Date adopted

31.3.2022

Result of final vote

+:

–:

0:

71

11

3

Members present for the final vote

Mathilde Androuët, Bartosz Arłukowicz, Margrete Auken, Simona Baldassarre, Marek Paweł Balt, Aurélia Beigneux, Monika Beňová, Hildegard Bentele, Sergio Berlato, Alexander Bernhuber, Malin Björk, Simona Bonafè, Delara Burkhardt, Pascal Canfin, Sara Cerdas, Mohammed Chahim, Tudor Ciuhodaru, Nathalie Colin-Oesterlé, Esther de Lange, Christian Doleschal, Marco Dreosto, Bas Eickhout, Cyrus Engerer, Cornelia Ernst, Eleonora Evi, Agnès Evren, Pietro Fiocchi, Raffaele Fitto, Malte Gallée, Andreas Glück, Catherine Griset, Jytte Guteland, Teuvo Hakkarainen, Anja Hazekamp, Martin Hojsík, Jan Huitema, Yannick Jadot, Adam Jarubas, Petros Kokkalis, Ewa Kopacz, Joanna Kopcińska, Peter Liese, Sylvia Limmer, Javi López, César Luena, Marian-Jean Marinescu, Fulvio Martusciello, Liudas Mažylis, Joëlle Mélin, Tilly Metz, Silvia Modig, Alessandra Moretti, Ville Niinistö, Ljudmila Novak, Grace O’Sullivan, Jutta Paulus, Stanislav Polčák, Jessica Polfjärd, Nicola Procaccini, Frédérique Ries, María Soraya Rodríguez Ramos, Sándor Rónai, Rob Rooken, Silvia Sardone, Christine Schneider, Günther Sidl, Ivan Vilibor Sinčić, Linea Søgaard-Lidell, Maria Spyraki, Nils Torvalds, Edina Tóth, Véronique Trillet-Lenoir, Petar Vitanov, Alexandr Vondra, Mick Wallace, Pernille Weiss, Emma Wiesner, Michal Wiezik, Tiemo Wölken, Anna Zalewska

Substitutes present for the final vote

Maria Arena, Nicolás González Casares, Dan-Ştefan Motreanu, Manuela Ripa, Tomislav Sokol

FINAL VOTE BY ROLL CALL IN COMMITTEE ASKED FOR OPINION

Key to symbols:

27.4.2022

OPINION OF THE COMMITTEE ON INDUSTRY, RESEARCH AND ENERGY

for the Committee on Transport and Tourism

on the proposal for a regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council

(COM(2021)0559 – C90331/2021 – 2021/0223(COD))

Rapporteur for opinion: Michael Bloss

SHORT JUSTIFICATION

This decade will require a transformation of all sectors to meet the Paris Agreement and to pursue limiting global heating to 1.5 degrees. In the transport sector, we want the European automotive industry to become a global leader in e-mobility, whilst also moving towards a sustainable modal shift, including through shared mobility, better public transport and active transport, including cycling and walking. This Regulation must enable the transformation, contribute to creating opportunities for European business and create new jobs.

The IPCC 1.5°C report warns that to meet the targets under the Paris Climate Agreement, we must reduce emissions significantly this decade and if action is insufficient now, it will likely be impossible to make up for the deficit later. Reducing emissions of fossil fuels, which are responsible for over 75% of EU greenhouse gas (GHG) emissions is the priority, to be replaced by a highly energy efficient and 100% renewables based system. In the transport sector, there is no space for new internal combustion engine cars beyond 2030. This is to be enabled through a rapid roll out of alternative fuels infrastructure. In order for the transformation to work, e-mobility users need to be able to drive from the north of Sweden to the south of Bulgaria, while taking into consideration the different starting points of Member States and regions

This Regulation’s objective is to deliver a substantial increase in the electrification of road transport. Infrastructure projects take years to design, plan and build and remain in operation for decades. We must therefore make the right choices today to support the most efficient and sustainable technologies, to avoid stranded assets and create a perspective for millions of good jobs in the automotive sector and thousands of highly innovative companies in the industry.

The application of the energy efficiency first principle must be a priority throughout the system including regarding the well-to-wheel energy efficiency of different zero emissions technologies. This is to keep costs in check, while providing numerous co-benefits including reductions in GHG and import dependency, better air quality and more space, especially in urban areas. Each new infrastructure project should be duly assessed on efficiency as compared to electrification and options for sustainable modal shift.

Affordable mobility is a precondition for participating actively in society. The transformation of the transport system must therefore go hand in hand with providing affordable transport solutions to everyone. The rapporteur strives to make switching to sustainable transport solutions, especially to e-mobility, as easy as possible for citizen and protect them from high prices. Consumers must be empowered to actively participate in the system through their transport and refuelling choices. Smart and bi-directional charging, and the capability to participate in demand response will not only increase efficiency, but also allows citizen to get remuneration for their choices.

To ensure quick adoption of e-mobility, it will be essential to make charging hassle-free, by setting requirements for payment card readers at charging stations, to provide price transparency and comparability, as well as to ensure non-discrimination between end-users and mobility service providers. Prices for alternative fuels must be easy to compare and provide relevant consumer information, such as price per kW/h for ad hoc electricity charging.

The Commission proposal is a good start when it comes to setting binding targets for the roll out of publicly accessible recharging stations for light and heavy-duty vehicles. However, your rapporteur proposes to increase this further, ensuring that people will be able to travel across the whole continent by electric vehicle as soon as 2025.

Renewable hydrogen is crucial for the transition, but as only a limited supply will be available during this decade, it is vital to reserve it for sectors that are hardest to decarbonise. Battery electricity has already proven to be the most affordable technology in light duty transport and according to industry estimates, four out of five zero emission trucks in 2030 will be battery electric. Hydrogen-refuelling stations should be available in multimodal transport hubs.

Citizens in port cities across Europe suffer bad air quality and noise from cruise ships and other vessels and have therefore pressed their governments to ban or deviate such ships. At the same time, technologies are available for electric services for ships, as well as renewable fuel powered and battery powered ships for transport, including on inland waterways. Your rapporteur proposes therefore all ports to be equipped with such installations. This will speed up the roll out of new and more sustainable technologies.

Numerous studies have shown that LNG only has a marginal climate benefit and the World Bank has explicitly called on regulators to avoid any policy support to LNG in the maritime sector, including as a transitional fuel, due to the risk of stranded assets. Already today, companies are cancelling LNG projects (e.g. Cork terminal and Wilhelmshaven), instead investing in becoming renewable hydrogen hubs.

In airports, energy services to aircrafts and ground services must be electrified. It is welcome that Commission has recognised the potential of generating renewable energy sources on site. However, we need to go further: If we are to achieve our climate targets, actually all electricity for mobility must progressively come from additional renewable energy sources. E-kerosene and other synthetic fuels need to be based on renewables and direct air capture CO2, to reap climate benefits. Your rapporteur therefore proposes the following amendments:

AMENDMENTS

The Committee on Industry, Research and Energy calls on the Committee on Transport and Tourism, as the committee responsible, to take into account the following amendments:

Amendment 1

Proposal for a regulation

Recital 1

Text proposed by the Commission

Amendment

(1) Directive 2014/94/EU of the European Parliament and of the Council43 laid down a framework for the deployment of alternative fuels infrastructure. The Commission Communication on the application of that Directive44 points to the uneven development of recharging and refuelling infrastructure across the Union and the lack of interoperability and user friendliness. It notes that the absence of a clear common methodology for setting targets and adopting measures under the National Policy Frameworks required by Directive 2014/94/EU has led to a situation whereby the level of ambition in target setting and supporting policies varies greatly among Member States.

(1) The roll out of alternative fuels infrastructure is a key enabler for the shift towards a zero-emission, highly energy efficient and fully renewable-energy based transport system in Europe, in line with the Union's climate neutrality objective and the Paris 1.5°C goal. Such roll-out should be rapid, as the IPCC1.5°C report42a warns that emissions must be reduced significantly this decade and that, if action is insufficient now, it will likely be impossible to make up for the deficit later. The deployment of alternative fuels infrastructure also plays a role in the achievement of the Union's Zero Pollution ambition; today, combustion engine vehicles are responsible for more than two thirds of all NOx emissions and account for a significant proportion of the total emissions of other pollutants in Europe. Directive 2014/94/EU of the European Parliament and of the Council43 laid down a framework for the deployment of alternative fuels infrastructure. The Commission Communication on the application of that Directive44 points to the uneven development of recharging and refuelling infrastructure across the Union and the lack of interoperability and user friendliness. It notes that the absence of a clear common methodology for setting targets and adopting measures under the National Policy Frameworks required by Directive 2014/94/EU has led to a situation whereby the level of ambition in target setting and supporting policies varies greatly among Member States.

_________________

42a IPCC, 2018: Global Warming of 1.5°C. An IPCC Special Report on the impacts of global warming of 1.5°C above pre-industrial levels and related global greenhouse gas emission pathways, in the context of strengthening the global response to the threat of climate change, sustainable development, and efforts to eradicate poverty [Masson-Delmotte, V., P. Zhai, H.-O. Pörtner, D. Roberts, J. Skea, P.R. Shukla, A. Pirani, W. Moufouma-Okia, C. Péan, R. Pidcock, S. Connors, J.B.R. Matthews, Y. Chen, X. Zhou, M.I. Gomis, E. Lonnoy, T. Maycock, M. Tignor, and T. Waterfield (eds.)]. In Press. https://www.ipcc.ch/sr15/

43 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1).

44 COM(2020) 789 final.

Amendment 2

Proposal for a regulation

Recital 2

Text proposed by the Commission

Amendment

(2) Various instruments of Union law already set targets for renewable fuels. Directive 2018/2001/EU of the European Parliament and of the Council45 for instance set a market share target of 14 % of renewables in transport fuels.

(2) Various instruments of Union law already set targets for renewable fuels. Directive 2018/2001/EU of the European Parliament and of the Council45 for instance set a market share target for renewables in transport fuels.

__________________

45 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

Amendment 3

Proposal for a regulation

Recital 3

Text proposed by the Commission

Amendment

(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure.

(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake of zero and low-emission vehicles and thereby create demand for recharging and refuelling infrastructure.

__________________

46 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).

47 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).

Amendment 4

Proposal for a regulation

Recital 4

Text proposed by the Commission

Amendment

(4) The initiatives on ReFuelEU aviation48 and FuelEU maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. While the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure, investments are needed for the electricity supply of stationary aircraft. The FuelEU maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in TEN-T ports. However those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met.

(4) The initiatives on ReFuelEU aviation48 and FuelEU maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. While the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure, investments are needed for the electricity supply at airports to use for stationary aircrafts, as well as other electrical powered equipment. The FuelEU maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in ports. When hydrogen and ammonia powered vessel technologies grow, associated refuelling infrastructure would be required. However those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. Moreover, the infrastructure for renewable fuels bunkering of ships should gain special attention throughout the ports of Union to fast track the decarbonisation in the maritime sector.

__________________

48 COM(2021) 561.

49 COM(2021) 562.

Amendment 5

Proposal for a regulation

Recital 4 a (new)

Text proposed by the Commission

Amendment

(4a) In order to ensure a coherent legislative framework for the use and deployment of alternative fuels, this Regulation is aligned with the ReFuelEU aviation, FuelEU Maritime, the revision of CO2 emission performance for new passenger cars and light duty vehicles Regulation, the CO2 emission performance for heavy duty vehicles Regulation and its upcoming revisions, and the revision of Directive 2003/96/EC (Energy Taxation Directive).

Amendment 6

Proposal for a regulation

Recital 5

Text proposed by the Commission

Amendment

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

(5) Therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels, the development of their market share with due regard to their affordability. The use of zero-emission powertrain technologies and alternative fuels is at different stages of maturity in the different modes of transport and in different Member States and regions. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid vehicles is taking place and therefore requiring higher targets for this mature technology. Hydrogen fuel-cell road vehicles are available to markets, as well. In addition, smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains and solar electric vehicles are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are not on the market yet. The use of fossil gaseous or liquid fuels is only possible if it is clearly embedded into a clear decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union, requiring increasing blending with or replacement by renewable fuels as soon as possible.

Amendment 7

Proposal for a regulation

Recital 5 a (new)

Text proposed by the Commission

Amendment

(5a) Therefore, it is important to observe the general principles of technological neutrality and energy efficiency first among those technologies necessary to achieve climate neutrality, as some of the technologies that will be needed in the foreseeable future still require investments in research and development, while maintaining market competition between the different alternative technologies, taking due account of affordability and the different starting points of Member States.

Amendment 8

Proposal for a regulation

Recital 6

Text proposed by the Commission

Amendment

(6) Such biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. They can be technically used with the current vehicle technology with minor adaptations. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.

(6) Such biofuels, including advanced biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. They can be technically used with the current vehicle technology with minor or no adaptations. Renewable and bio-LNG has demonstrated use for heavy-duty transport. Renewable methanol can also be used for inland navigation and short-sea shipping and the potential of biogas should be taken into account. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.

Amendment 9

Proposal for a regulation

Recital 7

Text proposed by the Commission

Amendment

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

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

Amendment 10

Proposal for a regulation

Recital 9

Text proposed by the Commission

Amendment

(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.

(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union and across regions. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T), as well as a radius-based approach. National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks, and thereby ensure easy and seamless travel throughout the Union. These targets shall be complemented with additional recharging infrastructure across all regions to ensure an even deployment across all territory promoting the deployment of alternative fuel infrastructures in the networks at different levels, including in sparsely populated areas. A radius-based approach should cater for the specific situation of urban areas and those with relatively higher population density and higher electric vehicle market share on the one han and sparsely populated areas on the other. Once sufficient market penetration of electric vehicles has been reached, the market should self regulate.

Amendment 11

Proposal for a regulation

Recital 9 a (new)

Text proposed by the Commission

Amendment

(9a) While recognising the importance of private investment and a market driven deployment of alternative fuels infrastructure, Member States, which lack proper incentive schemes, should take all necessary measures to address their different starting position when seeking to promote sustainable modes of transport. Particular emphasis should be given to municipal or regional authorities, which can facilitate the uptake of vehicles using alternative fuels through dedicated tax incentives, public procurements or local traffic regulations. Public investment and further state aid rules flexibility is encouraged where needed to guarantee an even distribution across all regions, especially in sparsely populated areas, until a fully competitive market is established.

Amendment 12

Proposal for a regulation

Recital 9 b (new)

Text proposed by the Commission

Amendment

(9b) Non-commercial operators, enabling bottom-up initiatives, such as private recharging point owners making their points publicly accessible for free or in return for a discretionary, financial contribution, on their own or as part of a peer-to-peer network, play an important role in the resource-efficient transition to zero-emissions mobility, particularly in sparsely populated areas; while not counting towards the targets in this Regulation, non-commercial charging schemes should be promoted by Member States together with the requirements resulting from the targets set in the Energy Performance of Buildings Directive.1a

__________________

1a Directive of the European Parliament and of the Council on the energy performance of buildings (recast)

Amendment 13

Proposal for a regulation

Recital 10

Text proposed by the Commission

Amendment

(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.

(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account system integration and renewable integration objectives, including related costs and benefits, that are enabled through smart and bi-directional recharging points, and the different recharging patterns of battery electric and plug-in hybrid vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States in particular considering disparities in geography, demographic density and market shares of electric vehicles across Members States.

Amendment 14

Proposal for a regulation

Recital 11

Text proposed by the Commission

Amendment

(11) Implementation in Member States should ensure that a sufficient number of publicly accessible recharging points is installed, in particular at public transport stations, such as port passenger terminals, airports or railway stations. A sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the TEN-T network to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the Union.

(11) Implementation in Member States should ensure that a sufficient number of publicly accessible recharging points is installed, in particular at public transport stations, such as port passenger terminals, airports or railway stations and support multimodal travel. A sufficient number of publicly accessible fast recharging points dedicated to light-duty vehicles should also be deployed to increase consumer convenience in particular across the TEN-T network and in urban areas to ensure full cross-border connectivity and allow electric vehicles to circulate throughout the Union.

Amendment 15

Proposal for a regulation

Recital 13

Text proposed by the Commission

Amendment

(13) Electric heavy-duty vehicles need a distinctively different recharging infrastructure than light-duty vehicles. Public accessible infrastructure for electric heavy-duty vehicles is however currently almost nowhere available in the Union. A combined approach of distance-based targets along the TEN-T network, targets for overnight recharging infrastructure and targets at urban nodes should ensure that a sufficient publicly accessible infrastructure coverage for electric heavy-duty vehicles is established throughout the Union to support the expected market uptake of battery electric heavy-duty vehicles.

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

Amendment 16

Proposal for a regulation

Recital 14

Text proposed by the Commission

Amendment

(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.

(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network as one way to decarbonise the long haul sector.

Amendment 17

Proposal for a regulation

Recital 14 a (new)

Text proposed by the Commission

Amendment

(14a) Member States should have the possibility to deploy dynamic charging infrastructure such as contactless inductive charging or overhead line technology. In case such charging infrastructure is also equipped with charging stations as specified in this Regulation, it should be possible that they are counted towards the achievement of the targets for light commercial vehicles set out in Article 3 and/or the charging infrastructure targets for heavy duty vehicles respectively, as set out in Article 4. Member States shall ensure that, in the case of the use of dynamic charging infrastructure, the overall objectives of stationary charging infrastructure set out in Article 3 and Article 4 of this Regulation are achieved to the same extent.

Amendment 18

Proposal for a regulation

Recital 14 b (new)

Text proposed by the Commission

Amendment

(14b) The pathway towards zero-emission mobility requires that infrastructure must make travelling for zero- and low emission vehicle drivers as convenient as for combustion engine car drivers. A dense pan-European network of recharging stations must therefore be swiftly deployed.

Amendment 19

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

(20) Smart metering systems as defined in Directive (EU) 2019/944 of the European Parliament and of the Council52 enable real-time data to be produced, which is needed to ensure the stability of the grid and to encourage rational use of recharging services. By providing energy metering in real time and accurate and transparent information on the cost, they encourage, in combination with smart recharging points, recharging at times of low general electricity demand and low energy prices. The use of smart metering systems in combination with smart recharging points can optimise recharging, with benefits for the electricity system and for the end user. Member States should encourage the use of smart metering system for the recharging of electric vehicles at publicly accessible recharging stations, where technically feasible and economically reasonable, and ensure that these systems comply with the requirements laid down in Article 20 of Directive (EU) 2019/444.

(20) Smart and bi-directional recharging points enable recharging at times of low general electricity demand and low energy prices, or to provide grid services from, and remuneration for electric vehicle users via vehicle to grid (V2G) charging, respectively. This requires providing information on electricity in real time, as well as accurate and transparent information on the cost. The use of smart and bi-directional recharging points can optimise recharging, with benefits for the electricity system and for the end user. Member States should encourage the use of smart and bi-directional charging for the recharging of electric vehicles at all publicly accessible recharging stations, where technically feasible and economically reasonable. In case such recharging stations are also equipped with smart meters, Member States shall ensure that these systems comply with the requirements laid down in Article 20 of Directive (EU) 2019/444. Any treatment, collection or storage of personal data and vehicle related data related to personal data of the end user should comply with the [General Data Protection Regulation].

__________________

52 Directive (EU) 2019/944 of the European Parliament and of the Council of 5 June 2019 on common rules for the internal market for electricity and amending Directive 2012/27/EU (OJ L 158, 14.6.2019, p. 125).

Amendment 20

Proposal for a regulation

Recital 21

Text proposed by the Commission

Amendment

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

(21) The increasing number of electric vehicles in road, rail, maritime and other transport modes will require that recharging operations are optimised and managed in a way that does not cause congestion and takes full advantage of the availability of renewable electricity and low electricity prices in the system. Smart recharging in particular can facilitate the integration of electric vehicles into the electricity system further as it enables demand response through aggregation and through price based demand response. It should be possible that smart recharging is realised on normal charging speeds as well as during fast charging through response to dynamic price signals or optimisation of power flow. System integration can further be facilitated through bi-directional recharging (vehicle-to-grid). All normal recharging points should therefore support smart recharging.

Amendment 21

Proposal for a regulation

Recital 21 a (new)

Text proposed by the Commission

Amendment

(21a) The possibility of bi-directional charging at both private and publicly accessible infrastructure can be an incentive to encourage people to purchase electric vehicles, as they can then be used for mobility as well as energy storage. Therefore, incentives should be encouraged to ensure a sufficient number of private and publicly accessible charging stations that allow for smart, bi-directional charging (V2G).

Amendment 22

Proposal for a regulation

Recital 21 b (new)

Text proposed by the Commission

Amendment

(21b) To ensure that the swift transformation towards e-mobility takes place in a sustainable way, the Union should take a global leadership role in sustainable products, technologies, services and innovations in particular concerning a circular, socially fair, environmentally responsible, and sustainable battery value chain, including job security and sustainability in the transition to zero and low emission road, maritime and air transport sector.

Amendment 23

Proposal for a regulation

Recital 21 c (new)

Text proposed by the Commission

Amendment

(21c) The climate mitigation benefits of zero and low-emission vehicles are maximised when the electricity and fuel used by such vehicles are produced from renewable energy. While Directive 2018/2001/EU of the European Parliament and of the Council accelerates the roll-out of renewable energy, this Regulation directly creates demand for such energies in the transport sector by requiring that electricity, hydrogen, methanol or ammonia supplied to vehicles, aircrafts and vessels, come from renewable energy, possibly produced on-site, and in the case of certain fuels, are produced with CO2 from direct air capture. It indirectly creates demand for renewable electricity also by increasing consumer awareness through the requirement for charge point operators to disclose the renewable energy content of the supplied electricity on the basis of their contract with an electricity provider to the extent this is required under the provisions of Directive 2019/944 Annex I, § 5.

Amendment 24

Proposal for a regulation

Recital 23 a (new)

Text proposed by the Commission

Amendment

(23a) There is a wide range of funding sources available for Member States to support the deployment of alternative fuels infrastructure, in particular the Recovery and Resilience Facility established by Regulation (EU) 2021/241 1a, Commission’s Technical Support Instrument established by Regulation (EU) 2021/240 1b, the Connecting Europe Facility established by Regulation (EU) 2021/1153 1c, 'Alternative Fuels Facility' (AFF) established by Regulation 2022/xxx 1d and Horizon Europe partnerships and missions, in particular the proposed Mission on Climate Neutral and Smart Cities, which aims to make 100 cities climate neutral by 2030. In addition, the European Regional Development Fund and the Cohesion Fund established by Regulation (EU) 2021/1058 1e are available to support investment in research, innovation and deployment, in particular in the less developed Member States and regions and the Invest EU programme, through its Sustainable Infrastructure window, can bolster future-proof investment across the European Union, help mobilise private investment and provide advisory services to project promoters and operators working in sustainable infrastructure and mobile assets. The Just Transition Fund [1] can support smart and sustainable local mobility, including infrastructure. In recent years, the EIB Group has also ramped up its support to accelerate newer technologies such as e-mobility and digitalisation under the Cleaner Transport Facility, and the EIB is expected to continue providing a range of financing structures to help accelerate the deployment. Member States should tap into these financing possibilities, in particular to support public transport and active transport solutions and to finance measures designed to support citizens in energy poverty.

__________________

1a Regulation (EU) 2021/241 of the European Parliament and of the Council of 12 February 2021 establishing the Recovery and Resilience Facility

1b Regulation (EU) 2021/240 of the European Parliament and of the Council of 10 February 2021 establishing a Technical Support Instrument

1c Regulation (EU) 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility and repealing Regulations (EU) No 1316/2013 and (EU) No 283/2014

1d Regulation (EU) 2021/....on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council

1e Regulation (EU) 2021/1058 of the European Parliament and of the Council of 24 June 2021 on the European Regional Development Fund and on the Cohesion Fund.

Amendment 25

Proposal for a regulation

Recital 24

Text proposed by the Commission

Amendment

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

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

Amendment 26

Proposal for a regulation

Recital 25

Text proposed by the Commission

Amendment

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

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

Amendment 27

Proposal for a regulation

Recital 25 a (new)

Text proposed by the Commission

Amendment

(25a) To ensure the security and stability of the network of recharging points across the Union, operators of digitally connected recharging points should comply with minimum cybersecurity rules as laid down in Directive of the European Parliament and of the Council on measures for a high common level of cybersecurity across the Union, repealing Directive (EU) 2016/1148.

Amendment 28

Proposal for a regulation

Recital 25 b (new)

Text proposed by the Commission

Amendment

(25b) The overarching principle of energy efficiency first should be taken into account across all sectors, going beyond the energy system, including in road transport, shipping and aviation. In particular it should be considered in policy, planning and investment decisions related to the deployment of recharging and refuelling infrastructure of alternative fuels, including regarding the well-to-wheel energy efficiency of different zero emission technologies, together with affordability, a life cycle approach and technology neutrality among those technologies necessary to achieve climate neutrality.

Amendment 29

Proposal for a regulation

Recital 26

Text proposed by the Commission

Amendment

(26) Hydrogen-powered motor vehicles have at present very low market penetration rates. However, a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the Commission’s hydrogen strategy for a climate-neutral Europe54 . Currently, hydrogen refuelling points are only deployed in a few Member States and are largely not suitable for heavy-duty vehicles, not allowing for a circulation of hydrogen vehicles across the Union. Mandatory deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed across the TEN-T core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the Union.

(26) Hydrogen-powered motor vehicles have at present very low market penetration rates. However, a build-up of sufficient hydrogen refuelling infrastructure is essential in order to make large-scale hydrogen-powered motor vehicle deployment possible as envisaged in the Commission’s hydrogen strategy for a climate-neutral Europe54.Currently, hydrogen refuelling points are only deployed in a few Member States and are largely not suitable for heavy-duty vehicles, not allowing for a circulation of hydrogen vehicles across the Union. Mandatory deployment targets for publicly accessible hydrogen refuelling points should ensure that a sufficiently dense network of hydrogen refuelling points is deployed in multimodal transport hubs across the TEN-T core network to allow for the seamless travel of hydrogen fuelled light-duty and heavy-duty vehicles throughout the Union.

__________________

54 COM(2020) 301 final.

Amendment 30

Proposal for a regulation

Recital 27

Text proposed by the Commission

Amendment

(27) Hydrogen fuelled vehicles should be able to refuel at or close to the destination, which is usually located in an urban area. To ensure that publicly accessible destination refuelling is possible at least in the main urban areas, all urban nodes as defined in Regulation (EU) No 1315/2013 of the European Parliament and of the Council55 should provide such refuelling stations. Within the urban nodes, public authorities should consider to deploy the stations within multimodal freight centres as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes, such as rail and inland shipping.

(27) Hydrogen fuelled vehicles should be able to refuel at or close to the destination, which is usually located in an urban area. To ensure that publicly accessible destination refuelling is possible at least in the main urban areas, all urban nodes as defined in Regulation (EU) No 1315/2013 of the European Parliament and of the Council55 should provide such refuelling stations. Within the urban nodes, public authorities should consider to deploy the stations within multimodal freight centres, in case they are not developed market based, as those are not only the typical destination for heavy-duty vehicles but could also serve hydrogen to other transport modes, such as rail and inland shipping.

__________________

55 Regulation (EU) No 1315/2013 of the European Parliament and of the Council of 11 December 2013 on Union guidelines for the development of the trans-European transport network and repealing Decision No 661/2010/EU (OJ L 348, 20.12.2013, p. 1).

Amendment 31

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.

(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.

__________________

56 COM(2020) 301 final

Amendment 32

Proposal for a regulation

Recital 30

Text proposed by the Commission

Amendment

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

(30) Users of alternative fuel vehicles should be able to pay easily and conveniently at all publicly accessible recharging and refuelling points, without the need to enter into a contract with the operator of the recharging or refuelling point or a mobility service provider. Therefore, for recharging or refuelling on an ad hoc basis, all publicly accessible recharging and refuelling points should at least accept payment cards widely used in the Union.That ad hoc payment method should always be available to consumers, even when contract-based payments are offered at the recharging or refuelling point.

Amendment 33

Proposal for a regulation

Recital 30 a (new)

Text proposed by the Commission

Amendment

(30 a) To ensure that the charging infrastructure that is to be deployed is used most effectively and to improve consumer confidence in e-mobility, it is essential that the use of publicly accessible recharging stations is open to all users, regardless of the car brand and whether or not they are part of a contract-based payment scheme.

Amendment 34

Proposal for a regulation

Recital 32

Text proposed by the Commission

Amendment

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

(32) Shore-side electricity facilities can serve maritime and inland waterway transport as clean power supply and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels. Under the FuelEU maritime initiative, ship operators of container and passenger ships need to comply with provisions to reduce emissions. Mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in maritime ports and alongside inland waterways of the TEN T core network to comply with those requirements. The application of these targets to all maritime ports should ensure the level playing field between ports.

Amendment 35

Proposal for a regulation

Recital 32 a (new)

Text proposed by the Commission

Amendment

(32 a) The diversity of maritime ports in terms of their size, traffic segments served, governance, and geographical location should be taken into account in the deployment of shore-side electricity facilities and the supply of shore-side electricity. The diverse governance of maritime ports in the European Union might imply different divisions of responsibilities in terms of the deployment and supply of shore side electricity.

Amendment 36

Proposal for a regulation

Recital 33

Text proposed by the Commission

Amendment

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

(33) Container ships and passenger ships, especially cruise ships and ferries, 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.

Amendment 37

Proposal for a regulation

Recital 34

Text proposed by the Commission

Amendment

(34) These targets should take into account the types of vessels served and their respective traffic volumes. Maritime ports with low traffic volumes of certain ship categories, should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume, so as to avoid underused capacity being installed. Similarly, the mandatory targets should not aim to target maximum demand, but a sufficiently high volume, in order to avoid underused capacity and to take account of port operational characteristics. Maritime transport is an important link for the cohesion and economic development of islands in the Union. Energy production capacity in these islands may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. In such a case islands should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources.

(34) Maritime transport is an important link for the cohesion and economic development of islands as well as outermost regions in the Union. In addition, in many islands and outermost regions, maritime transport is used for the purpose of tourism activities. Energy production potential in these islands can be complemented by storage or demand response services to account for the power demand required to support the provision of shore-side electricity supply and electric charging for vessels and vehicles. As an exemption from the requirement to provide sufficient locally generated capacity from additional renewable energy sources, it should be possible that an existing electrical connection with the mainland is used or that a connection to the mainland grid is established.

Amendment 38

Proposal for a regulation

Recital 34 a (new)

Text proposed by the Commission

Amendment

(34a) The use of shore-side electricity (SSE) by vessels at berth certainly contributes to reducing the overall emissions from shipping but it has to be accompanied by solutions which reduce emissions during navigation.

Amendment 39

Proposal for a regulation

Recital 34 b (new)

Text proposed by the Commission

Amendment

(34b) Member States should ensure adequate energy production and provision of sufficient grid infrastructure (as well in terms of availability and capacity) to meet the power demands resulting from the provision of shore-side electricity (SSE) in ports as required in this Regulation. To be effective in overall emission reductions and to avoid carbon leakage to the hinterland, this generated capacity should increasingly come from clean energy sources in accordance with amended Article 3(1) of the revised Directive (EU) 2018/2001 (REDIII).

Amendment 40

Proposal for a regulation

Recital 34 c (new)

Text proposed by the Commission

Amendment

(34c) To comply with the requirements of this Regulation, investments in grid converters and the upgrade of the grid, which entails additional costs and complexity, should be considered. Europe’s grids operate at 50 Hz, whereas many vessel segments such as ocean-going ships require 60Hz when connecting to shore-side electricity. In order to meet these demands, investments in frequency converters should be required, including through public funding.

Amendment 41

Proposal for a regulation

Recital 35

Text proposed by the Commission

Amendment

(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. Refuelling points for LNG include LNG terminals, tanks, mobile containers, bunker vessels and barges. A network of refuelling points for hydrogen and ammonia in maritime ports should be put in place by 1January 2030.

Amendment 42

Proposal for a regulation

Recital 35 a (new)

Text proposed by the Commission

Amendment

(35a) The development and deployment of new fuels and energy solutions for the maritime sector requires a coordinated approach to match supply and demand and avoid stranded assets. A consultation mechanism between all relevant stakeholders at the level of individual ports should therefore be developed to ensure coordination and consultation in the application of the requirements foreseen in this Regulation as concerns shore-side electricity (SSE). The deployment plan for shore-side electricity in maritime ports should be accompanied by a comprehensive national financing plan.

Amendment 43

Proposal for a regulation

Recital 36

Text proposed by the Commission

Amendment

(36) Electricity supply to stationary aircraft at airports should replace the consumption of liquid fuel with a cleaner power source by aircraft (use of Auxiliary Power Unit) or ground power units (GPUs). This should reduce pollutant and noise emissions, improve air quality and reduce the impact on climate change. Therefore, all commercial transport operation should be able to make use of external electricity supply while parked at gates or at outfield positions at TEN-T airports.

(36) Electricity supply to stationary aircraft at airports should replace the consumption of liquid fuel with a cleaner power source by aircraft (use of Auxiliary Power Unit) or ground power units (GPUs). Therefore, all commercial transport operations should make use of external electricity supply while parked at gates or at outfield positions at airports. In parallel, ground-based vehicles operating in airports should be electrified or use other sustainable alternative fuels. This will reduce pollutant and noise emissions, improve air quality and reduce the impact on climate change. Member States should monitor the potential emergence of renewables-based electric and hydrogen aircraft technologies and guarantee the roll-out of recharging and refuelling infrastructure if relevant.

Amendment 44

Proposal for a regulation

Recital 36 a (new)

Text proposed by the Commission

Amendment

(36a) Increased focus on road, maritime and air transport related electrification should not be diminishing resources for much that needs to be done to improve local, regional and national mobility, particularly in areas such as rail and metropolitan networks.

Amendment 45

Proposal for a regulation

Recital 38

Text proposed by the Commission

Amendment

(38) The revised national policy frameworks should include supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium-sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.

(38) The revised national policy frameworks should include supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium-sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved. The revised national policy frameworks should take into utmost account the energy efficiency first principle and the need to develop a resilient and climate-neutral energy system taking into account the principle of cost-efficiency. Member States should consider the recently released Recommendation and Guidelines on the implementation of the principle1,which explain how planning, policy and investment decisions can reduce energy consumption in a number of key sectors, including transport1a

__________________

1a Commission Recommendation C(2021) 7014 final of 28.9.2021 on “Energy Efficiency First: from principles to practice. Guidelines and examples for its implementation in decision-making in the energy sector and beyond

Amendment 46

Proposal for a regulation

Recital 40

Text proposed by the Commission

Amendment

(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.

(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for ports and airports, in particular with a focus on the deployment of infrastructure for low and low and zero emission vessels and aircraft as well as for railway lines that are not electrified. On the basis of those strategies the Commission should review this Regulation with a view to setting additional mandatory targets for those sectors.

Amendment 47

Proposal for a regulation

Recital 40 a (new)

Text proposed by the Commission

Amendment

(40a) The national policy framework should include a deployment plan in cooperation with ports detailing the public financing for the provision of shore-side electricity and required grid capacity. In view of legal certainty and long-term planning, the scope of the mandatory requirements for SSE should be fixed upon entry into force of this Regulation. National policy frameworks should be decided in such a way that it leaves sufficient time for the deployment of the shoreside electricity infrastructure necessary to meet the requirements set out in this Regulation. Once a port falls in the scope of this Regulation, it should remain in the scope.

Amendment 48

Proposal for a regulation

Recital 41

Text proposed by the Commission

Amendment

(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 market based, 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.

Amendment 49

Proposal for a regulation

Recital 41 a (new)

Text proposed by the Commission

Amendment

(41a) Member States, which lack proper incentive schemes, should take all necessary measures to address their different starting position when seeking to promote sustainable modes of transport. Particular emphasis should be given to municipal or regional authorities, which can facilitate the uptake of vehicles using alternative fuels through dedicated tax incentives, public procurements or local traffic regulations.

Amendment 50

Proposal for a regulation

Recital 42

Text proposed by the Commission

Amendment

(42) Pursuant to Directive 2009/33/EC of the European Parliament and of the Council58 , minimum national shares of public procurement are reserved for clean and zero-emission buses, where a clean bus uses alternative fuels as defined in Article 2, point (3) of this Regulation. With ever more public transport authorities and operators switching to clean and zero-emission buses in order to reach those targets, Member States should include the targeted promotion and development of the necessary bus infrastructure as a key element in their National Policy Frameworks. Member States should establish and maintain appropriate instruments to promote the deployment of charging and refuelling infrastructure also for captive fleets, in particular for clean and zero-emission buses at local level.

(42) Pursuant to Directive 2009/33/EC of the European Parliament and of the Council58 , minimum national shares of public procurement are reserved for clean and zero-emission buses, where a clean bus uses alternative fuels as defined in Article 2, point (3) of this Regulation. With ever more public transport authorities and operators switching to low and zero-emission buses in order to reach those targets, Member States should include the targeted promotion and development of the necessary bus infrastructure as a key element in their National Policy Frameworks. Member States should establish and maintain appropriate instruments to promote the deployment of charging and refuelling infrastructure also for captive fleets, in particular for clean and zero-emission buses at local level.

__________________

58 Directive 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean and energy-efficient road transport vehicles (OJ L 120, 15.5.2009, p. 5).

Amendment 51

Proposal for a regulation

Recital 43

Text proposed by the Commission

Amendment

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

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

Amendment 52

Proposal for a regulation

Recital 44

Text proposed by the Commission

Amendment

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

(44) Simple and easy-to-compare information on the prices of different fuels could play an important role in enabling vehicle users to better evaluate the relative cost of individual fuels available on the market. Therefore, a unit price comparison expressed as kWh for electric vehicles charging ad hoc, should be displayed for information purposes at all relevant fuel stations.

Amendment 53

Proposal for a regulation

Recital 45

Text proposed by the Commission

Amendment

(45) It is necessary to provide consumers with sufficient information regarding the geographic location, characteristics and services offered at the publicly accessible recharging and refuelling points of alternative fuels covered by this Regulation. Therefore, Member States should ensure that operators or owners of publicly accessible recharging and refuelling points make relevant static and dynamic data available. Requirements on data types regarding availability of and accessibility to relevant recharging and refuelling-related data should be laid down, building on the outcomes of the Programme Support Action on “Data collection related to recharging/refuelling points for alternative fuels and the unique identification codes related to e-mobility actors” (‘IDACS’).

(45) It is necessary to provide consumers with sufficient information regarding the geographic location, characteristics and services offered at the publicly accessible recharging and refuelling points of alternative fuels covered by this Regulation. Therefore, Member States should ensure that operators or owners of publicly accessible recharging and refuelling points make relevant static and dynamic data available at no cost, i.e. the data reported into national systems as per Article 18 of this Regulation, that should also be included into a harmonised EU wide system. This data can then be used by third parties, including aggregators and demand response providers, as well as for consumer comparison and information services on recharging stations, notably their location, ad hoc price, availability and other parameters that are useful for consumers, with due regard to data protection requirements. Requirements on data types regarding availability of and accessibility to relevant recharging and refuelling-related data should be laid down, building on the outcomes of the Programme Support Action on “Data collection related to recharging/refuelling points for alternative fuels and the unique identification codes related to e-mobility actors” (‘IDACS’).

Amendment 54

Proposal for a regulation

Recital 46

Text proposed by the Commission

Amendment

(46) Data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. The format, the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. Moreover, those data should be accessible in a coherent manner in all Member States. Therefore, data should be provided in accordance with the requirements set in Directive 2010/40/EU of the European Parliament and the Council59 for national access points (NAPs).

(46) Data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. The format, the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. Moreover, those data should be accessible in a coherent manner in all Member States. Therefore, data should be provided in accordance with the requirements set in Directive 2010/40/EU of the European Parliament and the Council59 for national access points (NAPs). For services allowing seamless travel across the Union, a Union wide system should also be created, importing standardised information from national systems.

__________________

59 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).

Amendment 55

Proposal for a regulation

Recital 52

Text proposed by the Commission

Amendment

(52) In the application of this Regulation, the Commission should consult relevant expert groups, and in particular the Sustainable Transport Forum (‘STF’) and the European Sustainable Shipping Forum (‘ESSF’). Such expert consultation is of particular importance when the Commission intends to adopt delegated or implementing acts under this Regulation.

(52) In the application of this Regulation, the Commission should consult a broad range of stakeholders, including consumer organisations, as well as relevant expert groups, and in particular the Sustainable Transport Forum (‘STF’) and the European Sustainable Shipping Forum (‘ESSF’). Such expert consultation is of particular importance when the Commission intends to adopt delegated or implementing acts under this Regulation.

Amendment 56

Proposal for a regulation

Recital 54

Text proposed by the Commission

Amendment

(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 low and zero emission fuels is still in the early stages of development and technology is evolving fast, with some technologies already available. 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 line with the climate neutrality target, based on an analysis of the latest technological developments and market readiness and taking into consideration the national policy frameworks, 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 with due regards to legal certainty and predictability for the industry, facilitation of long-term investments and avoidance of creating stranded assets. The review should include all alternative fuels and infrastructural demand should be matched with the potential speed of the uptake.

Amendment 57

Proposal for a regulation

Recital 54 a (new)

Text proposed by the Commission

Amendment

(54 a) Considering the significant share of final energy consumption in the EU by road transport, the energy efficiency first principle should therefore be reflected in policy, planning and investment decisions related to the deployment of recharging and refuelling infrastructure of alternative fuels as enshrined in Directive2012/27/EU [Recast Energy Efficiency Directive] that considers energy efficiency first principle to be taken into account in all sectors.

Amendment 58

Proposal for a regulation

Recital 55 a (new)

Text proposed by the Commission

Amendment

(55a) In addition to the principles of subsidiarity and proportionality, the principle of One-in-One-out should be a part of the review procedure. The one-in-one-out principle is an important tool, which is meant to tackle administrative and regulatory burdens and should be complemented by qualitative measures to ensure future-proof and effective law making in line with EU long-term objectives.

Amendment 59

Proposal for a regulation

Recital 55 b (new)

Text proposed by the Commission

Amendment

(55b) The alternative fuels infrastructure Regulation is part of the ‘Fit for 55 package’, which will also have multiple effects on the Union, including on competitiveness, job creation, transport freight rates, household purchasing power, the achievement of climate targets and on the magnitude of carbon leakage. As such, a comprehensive evaluation should be carried out on a regular basis.

Amendment 60

Proposal for a regulation

Article 1 – paragraph 1

Text proposed by the Commission

Amendment

1. This Regulation sets out mandatory national targets for the deployment of sufficient alternative fuels infrastructure in the Union, for road vehicles, vessels and stationary aircraft. It lays down common technical specifications and requirements on user information, data provision and payment requirements for alternative fuels infrastructure.

1. This Regulation sets out mandatory national targets for the deployment of sufficient alternative fuels infrastructure in the Union, for road vehicles, vessels and aircraft. It lays down common technical specifications and requirements on user information, data provision and payment requirements for alternative fuels infrastructure.

Amendment 61

Proposal for a regulation

Article 2 – paragraph 1 – point 3 – introductory part

Text proposed by the Commission

Amendment

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

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

Amendment 62

Proposal for a regulation

Article 2 – paragraph 1 – point 3 – point a – introductory part

Text proposed by the Commission

Amendment

(a) ‘alternative fuels for zero-emission vehicles’:

(a) ‘alternative fuels for zero-emission vehicles, vessels and aircraft’:

Amendment 63

Proposal for a regulation

Article 2 – paragraph 1 – point 3 – point a – indent 2

Text proposed by the Commission

Amendment

– hydrogen,

– hydrogen and hydrogen derived fuels,

Amendment 64

Proposal for a regulation

Article 2 – paragraph 1 – point 3 – point a – indent 3

Text proposed by the Commission

Amendment

– ammonia,

deleted

Amendment 65

Proposal for a regulation

Article 2 – paragraph 1 – point 3 – point b – indent 2

Text proposed by the Commission

Amendment

– synthetic and paraffinic fuels, including ammonia, produced from renewable energy,

– synthetic and paraffinic fuels, including ammonia, produced from renewable energy, as well as renewable fuels of non biological origin (RFNBOs);

Amendment 66

Proposal for a regulation

Article 2 – paragraph 1 – point 3 – point c – introductory part

Text proposed by the Commission

Amendment

(c) ‘alternative fossil fuels’ for a transitional phase:

(c) ‘alternative fossil fuels’ for a speedy transitional phase:

Amendment 67

Proposal for a regulation

Article 2 – paragraph 1 – point 3 – subparagraph 1 a (new)

Text proposed by the Commission

Amendment

Such alternative fossil fuels for a speedy transitional phase for low emission vehicles can be blended with progressively higher shares of renewable fuels, including their substitutes of biological origin, such as bio-LNG, bio-CNG and bio LPG.

Amendment 68

Proposal for a regulation

Article 2 – paragraph 1 – point 3 a (new)

Text proposed by the Commission

Amendment

(3 a) ‘alternative fuels infrastructure’ means any infrastructure that allows for the refuelling or charging of different vehicle types or transport modes with alternative fuels that can significantly contribute towards decarbonisation and enhance the environmental performance of the transport sector;

Amendment 69

Proposal for a regulation

Article 2 – paragraph 1 – point 4

Text proposed by the Commission

Amendment

(4) ‘airport of the TEN-T core and TEN-T comprehensive network’ means an airport as listed and categorised in Annex II to Regulation (EU) No 1315/2013;

(4) ‘airport’ means any civil airport as defined in Article 2(1) of Directive 2009/12/EC of the European Parliament and of the Council;

Amendment 70

Proposal for a regulation

Article 2 – paragraph 1 – point 14

Text proposed by the Commission

Amendment

(14) ‘digitally-connected recharging point’ means a recharging point that can send and receive information in real time, communicate bi-directionally with the electricity grid and the electric vehicle, and that can be remotely monitored and controlled, including to start and stop the recharging session and to measure electricity flows;

(14) ‘digitally-connected recharging point’ means a recharging point that can send and receive information in real time, communicate bi-directionally with the electricity grid and the electric vehicle and a building energy management system, if applicable, and that can be remotely monitored and controlled, including to start and stop the recharging session and to measure electricity flows;

Amendment 71

Proposal for a regulation

Article 2 – paragraph 1 – point 29 a (new)

Text proposed by the Commission

Amendment

(29a) ‘logistic centre’ means a space in a defined area within which all activities relating to transport, logistics and the distribution of goods - both for national and international transit, are carried out by various operators on a commercial basis; the operators can either be owners or tenants of buildings and facilities (warehouses, distribution centres, storage areas, offices, truck services, etc.);

Amendment 72

Proposal for a regulation

Article 2 – paragraph 1 – point 33

Text proposed by the Commission

Amendment

(33) ‘operator of a recharging point’ means the entity responsible for the management and operation of a recharging point, which provides a recharging service to end users, including in the name and on behalf of a mobility service provider;

(33) ‘operator of a recharging point’ means the entity responsible for the management and operation of a recharging point, which provides a recharging service to mobility service providers, who in turn provide recharging services to an end user, or to end users;

Amendment 73

Proposal for a regulation

Article 2 – paragraph 1 – point 35 a (new)

Text proposed by the Commission

Amendment

(35a) ‘payment card’ means a payment service that works on the basis of a physical or digital debit or credit card and comprises payment cards embedded in a smartphone application;

Amendment 74

Proposal for a regulation

Article 2 – paragraph 1 – point 35 b (new)

Text proposed by the Commission

Amendment

(35b) ‘payment service’ means a payment service as defined in Article 4(3) of Directive (EU)2015/2366;

Amendment 75

Proposal for a regulation

Article 2 – paragraph 1 – point 38

Text proposed by the Commission

Amendment

(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 at least 8 hours per day and 6 days a week with an uptime of at least 98%, irrespective of whether it 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;

Amendment 76

Proposal for a regulation

Article 2 – paragraph 1 – point 49

Text proposed by the Commission

Amendment

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

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

Amendment 77

Proposal for a regulation

Article 2 – paragraph 1 – point 54 a (new)

Text proposed by the Commission

Amendment

(54a) ‘renewable energy community’ means a community as defined in Article 2 (16) of Directive(EU) 2018/2001;

Amendment 78

Proposal for a regulation

Article 2 – paragraph 1 – point 57

Text proposed by the Commission

Amendment

(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 or anchored in a port falling under the jurisdiction of a Member State while it is loading, unloading or hotelling, including the time spent when not engaged in cargo operations;

Amendment 79

Proposal for a regulation

Article 2 – paragraph 1 – point 58

Text proposed by the Commission

Amendment

(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’ means a provision of a service consisting of multiple elements including 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, including with movable batteries;

Amendment 80

Proposal for a regulation

Article 2 – paragraph 1 – point 59

Text proposed by the Commission

Amendment

(59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronic communication;

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

Amendment 81

Proposal for a regulation

Article 2 – paragraph 1 – point 59 a (new)

Text proposed by the Commission

Amendment

(59a) solar-electric vehicle’ means a motor vehicle equipped with a powertrain containing at least one non-peripheral electric machine as energy converter with an electric rechargeable energy storage system, which can be recharged externally, and equipped with vehicle-integrated photovoltaic (VIPV) panels;

Amendment 82

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 - indent 1

Text proposed by the Commission

Amendment

– 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;

Amendment 83

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 - indent 1 a (new)

Text proposed by the Commission

Amendment

- at least one recharging station at recharging pools in urban areas and along TEN-T core and TEN-T comprehensive network is dedicated to light commercial vehicles with a trailer, taking into account their special demands relating to the amount of cargo space used by such vehicles;

Amendment 84

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 - indent 2 a (new)

Text proposed by the Commission

Amendment

- a sufficient number of publicly accessible recharging stations for light-duty vehicles is enabled for smart and bi-directional charging.

Amendment 85

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 - indent 2 b (new)

Text proposed by the Commission

Amendment

- areas with high population density and regional uptake in light-duty electric vehicles are taken into account with priority development of the network and higher targets;

Amendment 86

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point a

Text proposed by the Commission

Amendment

(a) 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

(a) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 1 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles’ share of the total projected vehicle fleet is greater than10%; and

for each battery electric light-duty vehicle registered in their territory, a total power output of at least 1.5kW through publicly accessible recharging stations if a Member State’s electric vehicles’ share of the total projected vehicle fleet is greater than 7.5% and below 10%; and

for each battery electric light-duty vehicle registered in their territory, a totalpower 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 greater than 5% and below 7.5%; and

for each battery electric light-duty vehicle registered in their territory, a totalpower output of at least 2.5 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles’ share of the total projected vehicle fleet is greater than 2.5% and below 5%; and

for each battery electric light-duty vehicle registered in their territory, a totalpower output of at least 3 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles’ share of the total projected vehicle fleet is below 2.5%;

Amendment 87

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point b

Text proposed by the Commission

Amendment

(b) 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.

(b) 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.

Amendment 88

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 2 – point b a (new)

Text proposed by the Commission

Amendment

(ba) Without prejudice to points (a)and (c) of this paragraph, Member States shall ensure the deployment of a minimum amount of recharging infrastructure at national level that is sufficient for:

- 2% of electric vehicles in the total projected vehicle fleet by 31 December 2025;

- 5% of electric vehicles in the total projected vehicle fleet by 31 December 2027;

- 10% of electric vehicles in the total projected vehicle fleet by 31 December 2030.

Amendment 89

Proposal for a regulation

Article 3 – paragraph 2 – point a – introductory part

Text proposed by the Commission

Amendment

(a) 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:

(a) 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:

Amendment 90

Proposal for a regulation

Article 3 – paragraph 2 – point a – point i

Text proposed by the Commission

Amendment

(i) 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;

(i) by 31 December 2025, each recharging pool shall offer a power output of at least 600 kW and include at least two recharging station with an individual power output of at least 300 kW;

Amendment 91

Proposal for a regulation

Article 3 – paragraph 2 – point a – point ii

Text proposed by the Commission

Amendment

(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 four recharging stations with an individual power output of at least 300 kW;

Amendment 92

Proposal for a regulation

Article 3 – paragraph 2 – point b – introductory part

Text proposed by the Commission

Amendment

(b) 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:

(b) according to clusters, publicly accessible recharging pools dedicated to light-duty vehicles meeting the requirements of 2 (a) i and ii are deployed:

Amendment 93

Proposal for a regulation

Article 3 – paragraph 2 – point b – point i

Text proposed by the Commission

Amendment

(i) by 31 December 2030, each recharging pool shall offer a power output of at least 300 kW and include at least one recharging station with an individual power output of at least 150 kW;

(i) within a radius of 5km in urban areas;

Amendment 94

Proposal for a regulation

Article 3 – paragraph 2 – point b – point ii

Text proposed by the Commission

Amendment

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

(ii) at an existing road within a radius of 60 km in sparsely populated areas.

Amendment 95

Proposal for a regulation

Article 3 – paragraph 2 – subparagraph 1 (new)

Text proposed by the Commission

Amendment

Member States may count the recharging pools of paragraphs 3a, 3c, and 3e of this Article towards the cluster target

Amendment 96

Proposal for a regulation

Article 3 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3 a. Members tates shall ensure that commercial buildings with public parking facilities comply with the relevant requirements of the [EPBD].

Amendment 97

Proposal for a regulation

Article 3 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3 b. Member States shall ensure that in publicly accessible parking spaces, typically used for long duration parking, at least half allow for smart and bi-directional charging by 2030.

Amendment 98

Proposal for a regulation

Article 3 – paragraph 3 c (new)

Text proposed by the Commission

Amendment

3 c. Where a recharging pool is serving both light and heavy-duty vehicles, the recharging pool and the recharging stations within shall be regarded as publicly accessible recharging infrastructure for both light duty and heavy duty road vehicles, provided that the total installed capacity and type of chargers areas required for both light and heavy-duty vehicles.

Amendment 99

Proposal for a regulation

Article 4 – paragraph 1 – point a – introductory part

Text proposed by the Commission

Amendment

(a) 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:

(a) 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:

Amendment 100

Proposal for a regulation

Article 4 – paragraph 1 – point a – point i

Text proposed by the Commission

Amendment

(i) 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;

Amendment 101

Proposal for a regulation

Article 4 – paragraph 1 – point a – point ii

Text proposed by the Commission

Amendment

(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 1200kW;

Amendment 102

Proposal for a regulation

Article 4 – paragraph 1 – point b – introductory part

Text proposed by the Commission

Amendment

(b) 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:

(b) 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:

Amendment 103

Proposal for a regulation

Article 4 – paragraph 1 – point b – point i

Text proposed by the Commission

Amendment

(i) 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;

(i) 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;

Amendment 104

Proposal for a regulation

Article 4 – paragraph 1 – point b – point ii

Text proposed by the Commission

Amendment

(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 3000kW and include at least two recharging stations with an individual power output of at least 800 kW;

Amendment 105

Proposal for a regulation

Article 4 – paragraph 1 – point b – point ii a (new)

Text proposed by the Commission

Amendment

(ii a) by 1 July 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;

Amendment 106

Proposal for a regulation

Article 4 – paragraph 1 – point c

Text proposed by the Commission

Amendment

(c) 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;

(c) by 31 December 2025, in each safe and secure parking area at least two recharging station dedicated to heavy-duty vehicles with a power output of at least 100 kW are installed, enabled for smart and bi-directional charging;

Amendment 107

Proposal for a regulation

Article 4 – paragraph 1 – point c a (new)

Text proposed by the Commission

Amendment

(c a) by 31 December 2030, in each safe and secure parking area at least four recharging stations dedicated to heavy-duty vehicles with a power output of at least 100 kW are installed, enabled for smart and bi-directional charging;

Amendment 108

Proposal for a regulation

Article 4 – paragraph 1 – point d

Text proposed by the Commission

Amendment

(d) 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;

(d) 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 1200 kW are deployed, provided by recharging stations with an individual power output of at least 300kW;

Amendment 109

Proposal for a regulation

Article 4 – paragraph 1 – point e

Text proposed by the Commission

Amendment

(e) 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.

(e) 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 2400 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.

Amendment 110

Proposal for a regulation

Article 4 – paragraph 1 – point e a (new)

Text proposed by the Commission

Amendment

(ea) by 31 December 2025, in each logistic centre, at least 20% of the loading stations, publicly accessible recharging points dedicated to heavy-duty vehicles providing an individual power output of at least 350 kW are deployed, and at least 40% of the loading stations by 31 December 2030.

Amendment 111

Proposal for a regulation

Article 4 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1a The Commission shall be empowered to adopt delegated acts in accordance with Article 20 to amend this Regulation concerning the increase of the individual power output referred to in this Article to at least 800 kW, provided that the common technical specifications are supplemented accordingly in Annex II.

Amendment 112

Proposal for a regulation

Article 4 – paragraph 2

Text proposed by the Commission

Amendment

2. Neighbouring Member States shall ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

2. Neighbouring Member States shall take the necessary measures to ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

Amendment 113

Proposal for a regulation

Article 4 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. Where a heavy duty transport recharging station is serving both directions of travel, on roads with low traffic density, it shall be considered to meet the requirements of this Article for both directions, provided that the total installed capacity and number of chargers are as required for one direction of travel.

Amendment 114

Proposal for a regulation

Article 5 – paragraph 2 – suparagraph 1 - introductory part

Text proposed by the Commission

Amendment

2. Operators of recharging points shall, at the publicly accessible recharging points operated by them, provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using a payment instrument that is widely used in the Union. To that end:

2. Operators of recharging points shall, at the publicly accessible recharging points operated by them and deployed from the date referred to in Article 24, provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using a payment instrument that is widely used in the Union. To that end they shall accept electronic payments through terminals and devices used for payment services, at least via payment cards without prejudice to the inclusion of additional payment options;

Amendment 115

Proposal for a regulation

Article 5 – paragraph 2 – point a

Text proposed by the Commission

Amendment

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

deleted

(i) payment card readers;

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

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

Amendment 116

Proposal for a regulation

Article 5 – paragraph 2 – point b

Text proposed by the Commission

Amendment

(b) 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

(i) payment card readers;

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

Amendment 117

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 2

Text proposed by the Commission

Amendment

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).

deleted

Amendment 118

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 3

Text proposed by the Commission

Amendment

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

Amendment 119

Proposal for a regulation

Article 5 – paragraph 4

Text proposed by the Commission

Amendment

4. Prices charged by operators of publicly accessible recharging points shall be reasonable, easily and clearly comparable, transparent and non-discriminatory. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. Where relevant, the level of prices may only be differentiated in a proportionate manner, according to an objective justification.

4. Operators of publicly accessible recharging points shall ensure that any mobility service provider has access to the recharging stations operated by them in a non-discriminatory manner. Prices charged by operators of publicly accessible recharging points shall be reasonable, easily and clearly comparable, transparent and non-discriminatory and be based only on the electricity received by the vehicle while a blocking penalty can be applicable. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. Where relevant, for instance when recharging points are operated by renewable energy communities, the level of prices may only be differentiated in a transparent and proportionate manner, according to an objective justification. Member States shall take the necessary measures to provide an adequate regulatory framework that encourages investments and free competition for the sake of the efficiency and the deployment of recharging points.

Amendment 120

Proposal for a regulation

Article 5 – paragraph 4 a (new)

Text proposed by the Commission

Amendment

4a. Member States shall empower national regulatory authorities to adopt measures ensuring that price gouging does not occur, based on, inter alia, the distance to the next charger, the level of battery charge, the vehicle brand or participation in a contract-based payment system. National regulatory authorities shall monitor pricing and practices of vehicle producers and recharging point operators, consider appropriate measures to safeguard competition and consumer protection and shall also periodically report to the Commission.

Amendment 121

Proposal for a regulation

Article 5 – paragraph 5 – introductory part

Text proposed by the Commission

Amendment

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

5. Operators of recharging points shall clearly display the ad hoc price and all its components at all publicly accessible recharging stations operated by them so that these are known to end users before they initiate a recharging session.

Amendment 122

Proposal for a regulation

Article 5 – paragraph 5 – indent 1

Text proposed by the Commission

Amendment

– price per session,

deleted

Amendment 123

Proposal for a regulation

Article 5 – paragraph 5 – indent 2

Text proposed by the Commission

Amendment

– price per minute,

deleted

Amendment 124

Proposal for a regulation

Article 5 – paragraph 5 a (new)

Text proposed by the Commission

Amendment

5a. In addition to prices for ad hoc charging, also prices for contract-based recharging shall be displayed per kWh. Additional price components, which are meant to steer parking or charging behaviour, shall be displayed transparently and separately.

Amendment 125

Proposal for a regulation

Article 5 – paragraph 5 b (new)

Text proposed by the Commission

Amendment

5b. From the date specified in Article 24, operators of recharging stations fulfilling the requirements of this Regulation shall clearly display that the station forms part of the European alternative infrastructure network, i.a. online. The Commission shall be empowered to adopt a delegated act according to Article 20 laying down the specifications of this harmonised display by means of signpost and symbol, including at least the EU emblem and sign, as well as the name of the present regulation and information in case the recharging point has directly or indirectly benefitted from Union funding, as well as other relevant information in line with the Regulation (EU) 2021/1060 of the European Parliament and the Council 1a and other specific EU funding instruments.

__________________

1a Regulation (EU) 2021/1060 of the European Parliament and the Council of 24 June 2021 laying down common provisions on the European Regional Development Fund, the European Social Fund Plus, the Cohesion Fund, the Just Transition Fund and the European Maritime, Fisheries and Aquaculture Fund and financial rules for those and for the Asylum, Migration and Integration Fund, the Internal Security Fund and the Instrument for Financial Support for Border Management and Visa Policy

Amendment 126

Proposal for a regulation

Article 5 – paragraph 6

Text proposed by the Commission

Amendment

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

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

Amendment 127

Proposal for a regulation

Article 5 – paragraph 7

Text proposed by the Commission

Amendment

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 build or renovated publicly accessible recharging points operated by them are digitally-connected recharging points, their location and status are publicly visible online and include e-roaming functionality. All existing recharging points have to fulfil this requirement by 1 January 2025.

Amendment 128

Proposal for a regulation

Article 5 – paragraph 8

Text proposed by the Commission

Amendment

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 built publicly accessible power recharging points operated by them are capable of smart recharging. All existing recharging points have to fulfil this requirement by 1 January 2025. Complementary to the provision laid down in Article 14 (4), normal publicly accessible recharging points shall be capable of bi-directional recharging from the date referred to in Article 24.

Amendment 129

Proposal for a regulation

Article 5 – paragraph 9

Text proposed by the Commission

Amendment

9. Member States shall take the necessary measures to ensure that appropriate signposting is deployed within parking and rest areas on the TEN-T road network where alternative fuels infrastructure is installed, to enable easy identification of the exact location of the alternative fuels infrastructure.

9. From the date referred to in Article 24, Member States shall take the necessary measures to ensure that appropriate signposting is deployed along the TEN-T road network where alternative fuels infrastructure is installed, to enable easy identification of the exact location of the alternative fuels infrastructure. Such signposting shall also be deployed at the point where such alternative fuel infrastructure is installed.

Amendment 130

Proposal for a regulation

Article 5 – paragraph 11 a (new)

Text proposed by the Commission

Amendment

11a. Operators of recharging points shall make available information they receive from transmission system operators, electricity suppliers or via their own electricity production on the share of renewable electricity and the greenhouse gas emissions content of the electricity supplied at recharging points operated by them, in line with the provisions of Directive 2019/944, Annex I.

This information shall be made available to end users digitally including through onboard computers and apps or on the recharging point, and to all stakeholders in accordance with the provisions laid down in Article 18 of this Regulation.

Amendment 131

Proposal for a regulation

Article 5 – paragraph 11 b (new)

Text proposed by the Commission

Amendment

11b. Operators shall ensure that recharging points operated by them are in good working order throughout their commercial exploitation, that requirements laid down in paragraphs 2 to 5 are always available to end users and that data is available according to Article 18 of this Regulation.

Amendment 132

Proposal for a regulation

Article 6 – paragraph 1 – subparagraph 1

Text proposed by the Commission

Amendment

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.

Amendment 133

Proposal for a regulation

Article 6 – paragraph 1 – subparagraph 2

Text proposed by the Commission

Amendment

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 150 km in-between them along the TEN-T core network. Liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 350 km in-between them.

Amendment 134

Proposal for a regulation

Article 6 – paragraph 1 – subparagraph 3

Text proposed by the Commission

Amendment

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

Member States shall ensure that by 31 December 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.

Amendment 135

Proposal for a regulation

Article 6 – paragraph 2

Text proposed by the Commission

Amendment

2. Neighbouring Member States shall ensure that the maximum distance referred to in paragraph 1, second subparagraph is not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

2. Neighbouring Member States shall take the necessary measures to ensure that the maximum distance referred to in paragraph 1, second subparagraph is not exceeded for cross-border sections of the TEN-T core network. The Commission should take the necessary measures to ensure the cooperation with third countries, especially candidates for membership in the EU and those third countries, in which transit corridors, connecting Member States, are situated.

Amendment 136

Proposal for a regulation

Article 6 – paragraph 3

Text proposed by the Commission

Amendment

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

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

Amendment 137

Proposal for a regulation

Article 7 – paragraph 2

Text proposed by the Commission

Amendment

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 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 in a transparent and proportionate manner according to an objective justification.

Amendment 138

Proposal for a regulation

Article 9 – paragraph 1 – subparagraph 1 - introductory part

Text proposed by the Commission

Amendment

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

1. Member States shall ensure that a minimum shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. To that end, Member States shall take the necessary measures to ensure that managing bodies of ports provide that:

Amendment 139

Proposal for a regulation

Article 9 – paragraph 1 – subparagraph 1 – point a

Text proposed by the Commission

Amendment

(a) 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;

(a) by 1 January 2025, all maritime ports have sufficient shore-side power output to meet demand by passenger ships and seagoing container ships above 400 gross tonnes;

Amendment 140

Proposal for a regulation

Article 9 – paragraph 1 – subparagraph 1 – point b

Text proposed by the Commission

Amendment

(b) 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;

(b) by 1 January 2030, all maritime ports have sufficient shore-side power output to meet demand by all remaining types of ships above 400 gross tonnes;

Amendment 141

Proposal for a regulation

Article 9 – paragraph 1 – point c

Text proposed by the Commission

Amendment

(c) 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.

(c) The power output requirements can be met by adequate capacities provided by a range of shore side power technologies, such as onshore power suply, swapable batteries or power barges;

Amendment 142

Proposal for a regulation

Article 9 – paragraph 1 – point c a (new)

Text proposed by the Commission

Amendment

(c a) Member States may empower port authorities to implement points a) to c) not in each terminal, in accordance with demand.

Amendment 143

Proposal for a regulation

Article 9 – paragraph 2 – introductory part

Text proposed by the Commission

Amendment

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:

Amendment 144

Proposal for a regulation

Article 9 – paragraph 2 – point c a (new)

Text proposed by the Commission

Amendment

(ca) several short port calls to load and unload at different terminals in the same port not surpassing the time limit specified in a)

Amendment 145

Proposal for a regulation

Article 9 – paragraph 3

Text proposed by the Commission

Amendment

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 or an outermost region, Member States shall empower regional authorities to plan on how to deploy sufficient grid capacity and additional locally generated capacity from renewable energy sources to satisfy demand, including through integrated energy systems, storage and demand response. By way of derogation, shore side electricity demand can be met by the electricity grid if the costs are disproportionate to the benefits, including environmental benefits.

Amendment 146

Proposal for a regulation

Article 9 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Member States shall ensure that managing bodies of ports provide an adequate number of recharging stations commensurate with the demand for battery-powered vessels in all maritime ports. At least one recharging point with adequate power output shall be installed in all maritime ports by 1 January 2025.

Amendment 147

Proposal for a regulation

Article 9 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3b. Member States shall ensure that managing bodies of ports may benefit from EU and national funding to roll out the required infrastructure. Managing bodies of ports shall also be eligible to apply with the national regulatory authorities for derogations from Directive 2019/944, to allow for the recuperation of investment costs related to the necessary addition of sufficient grid capacity and connections, power reserve and frequency conversion to the ports through the electricity tariff.

Amendment 148

Proposal for a regulation

Article 10 – paragraph 1 – point b

Text proposed by the Commission

Amendment

(b) 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.

(b) at least one recharging point with adequate power output for battery powered vessels is deployed at TEN-T core inland waterway ports by 1 January 2025; Member States shall ensure that an adequate number of recharging stations commensurate with the demand for battery powered vessels is provided in ports.

Amendment 149

Proposal for a regulation

Article 10 – paragraph 1 – point b a (new)

Text proposed by the Commission

Amendment

(ba) grid capacity and connection, power reserve and frequency conversion to the ports is sufficient.

Amendment 150

Proposal for a regulation

Article 11 – title

Text proposed by the Commission

Amendment

Targets for supply of LNG in maritime ports

Targets for supply of LNG, hydrogen and ammonia in maritime ports

Amendment 151

Proposal for a regulation

Article 11 – paragraph 1

Text proposed by the Commission

Amendment

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. As per current legislation, 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, only where there is demand, unless the costs are disproportionate to the benefits, including environmental benefits, by 1 January 2025. Member States shall cooperate with neighbouring Member States where necessary to ensure adequate coverage of the TEN-T core network.

Amendment 152

Proposal for a regulation

Article 11 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1 a. Member States shall ensure that an appropriate number of refuelling points for hydrogen and ammonia are put in place at maritime ports referred to in paragraph 2, to enable seagoing ships to circulate throughout the Union by 1 January 2030. Member States shall cooperate with neighbouring Member States where necessary to ensure adequate coverage.

Amendment 153

Proposal for a regulation

Article 11 – paragraph 2

Text proposed by the Commission

Amendment

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, also taking into consideration actual refuelling needs and developments.

Amendment 154

Proposal for a regulation

Article 11 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. Member States shall designate in their national policy frameworks maritime ports that shall provide access to the refuelling points for hydrogen and ammonia referred to in paragraph 1, also taking into consideration actual refuelling needs and developments.

Amendment 155

Proposal for a regulation

Article 12 – paragraph 1 – introductory part

Text proposed by the Commission

Amendment

1. Member States shall ensure that airport managing bodies of all TEN-T core and comprehensive network airports ensure the provision of electricity supply to stationary aircraft by:

1. Member States shall ensure that airport managing bodies of all airports ensure the provision of electricity supply to stationary aircraft by:

Amendment 156

Proposal for a regulation

Article 12 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1a. Paragraph 1 shall not apply to short-term parking positions such as de-icing positions, parking positions in military areas.

Amendment 157

Proposal for a regulation

Article 12 – paragraph 2

Text proposed by the Commission

Amendment

2. As of 1 January 2030 at the latest, Member States shall take the necessary measures to ensure that the electricity supplied pursuant to paragraph 1 comes from the electricity grid or is generated on site as renewable energy.

2. By 1 January 2030 at the latest, Member States shall take the necessary measures to ensure that the electricity supplied pursuant to paragraph 1 comes from the electricity grid or is generated on site as renewable energy.

Amendment 158

Proposal for a regulation

Article 12 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. From the date of the entry into force of this Regulation, Member States shall ensure that airport managing bodies of all airports provide the adequate number of electric recharging stations and/or other sustainable alternative fuels for ground handling services, as well as electric recharging points for long duration parking as required according to Article 3, with smart and bi-directional charging capabilities, and that airport managing bodies of all airports provide authorisation to install additional electric recharging stations for other service providers such as from logistics and delivery services, as well as vehicle rental companies, including at fast and super fast charging speeds.

Amendment 159

Proposal for a regulation

Article 12 – paragraph 2 b (new)

Text proposed by the Commission

Amendment

2b. By 1 January 2030 at the latest, Member States shall ensure that airport managing bodies of all airports ensure the provision of additional renewable electricity supply to all ground based vehicles operating in airports and/or other sustainable alternative fuels.

Amendment 160

Proposal for a regulation

Article 12 – paragraph 2 c (new)

Text proposed by the Commission

Amendment

2c. By 1 January 2030 at the latest, Member States shall ensure that airport managing bodies of all airports provide the adequate number of electric recharging stations and refuelling stations for services pursuant to paragraph 2b of this Article.

Amendment 161

Proposal for a regulation

Article 12 – paragraph 2 d (new)

Text proposed by the Commission

Amendment

2d. Where the airport is located on an island or in an outermost region, where there is no potential for sufficient locally generated capacity from renewable energy sources combined with inter alia storage and demand response services, and which is not connected to the electricity grid, paragraph 1 shall not apply until an electricity connection has been completed, unless the costs are disproportionate to the benefits, including environmental benefits, in which case the obligation shall not apply.

Amendment 162

Proposal for a regulation

Article 12 a (new)

Text proposed by the Commission

Amendment

Article 12 a

Targets for infrastructure for railway lines

1. Member States shall ensure the provision of sufficient infrastructure that allows for railway lines across the Union to become fully electrified as per the objectives of the [TEN T Regulation (Article 5)].

2. Where the electrification of railway lines is not possible, Member States shall ensure the provision of sufficient infrastructure that allows for alternative propulsion systems such as hydrogen to be used on non-electrified lines.

3. Member States shall ensure that the energy efficiency first principle is fully taken into account when decisions on the necessary infrastructure to be deployed in order to comply with paragraph 2 are taken.

4. Paragraph 1 shall not apply to isolated networks.

Amendment 163

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 1

Text proposed by the Commission

Amendment

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, jointly with regional, national and local authorities, 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, with a view to ensure technology neutrality among those technologies necessary to achieve climate neutrality. The national policy framework shall be based on detailed market and traffic shares, especially for transit traffic, data monitoring and include detailed market projections.

Amendment 164

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point a

Text proposed by the Commission

Amendment

(a) 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;

(a) an assessment of the current state and future development of the market as regards alternative fuels infrastructure, especially for Heavy Duty Vehicles, aviation and maritime sectors as well as a feasibility study on the deployment of the relevant infrastructure, considering intermodal access of alternative fuels infrastructure and, where relevant, cross-border continuity and mobility and accessibility in outermost regions, including to the mainland;

Amendment 165

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point a a (new)

Text proposed by the Commission

Amendment

(aa) implementation of the principles of cost efficiency, and ‘energy efficiency first’ in line with Article 3, paragraph 1(b) of Directive 2012/27/EU in all relevant policy, planning and investment decisions; in particular, Member States shall take into account efficiencies achievable through, inter alia, fuel switch, including considerations of well-to-wheel energy efficiency of different technologies, modal shift, increased public transport use, shared mobility growth, optimised placing of charging and refuelling infrastructure, and optimised utilisation of such infrastructure;

Amendment 166

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point b

Text proposed by the Commission

Amendment

(b) 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;

(b) national targets and objectives pursuant to Articles 3, 4, 5, 6, 8, 9, 10, 11, 12 and 12 a for which mandatory national targets are set out in this Regulation;

Amendment 167

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point d

Text proposed by the Commission

Amendment

(d) policies and measures necessary to ensure that the mandatory targets and objectives referred to in points (b) and (c) of this paragraph are reached;

(d) policies and measures necessary to ensure that the mandatory targets and objectives referred to in points (b) and (c) of this paragraph are reached, accompanied by an assessment of the investments required;

Amendment 168

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point g a (new)

Text proposed by the Commission

Amendment

(ga) national targets and measures to promote alternative fuels infrastructure: in urban areas for light duty mobility, for which mandatory targets are established in Article 4 of this Regulation, and for both light and heavy-duty mobility for which no mandatory targets are set out in this Regulation, in particular with respect to publicly accessible recharging points such as the ones installed in parking and commercial areas;

Amendment 169

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point h

Text proposed by the Commission

Amendment

(h) measures to promote a sufficient number of publicly accessible high power recharging points;

(h) measures to promote a sufficient number of publicly accessible high power recharging points for both light and heavy-duty mobility, ensuring an adequate coverage in highly populated areas;

Amendment 170

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point i

Text proposed by the Commission

Amendment

(i) measures necessary to ensure that the deployment and operation of recharging points, including the geographical distribution of bidirectional charging points, contribute to the flexibility of the energy system and to the penetration of renewable electricity into the electric system;

(i) measures necessary to ensure that the deployment and operation of recharging points, including the geographical distribution of smart and bidirectional charging points, enable electric vehicles to contribute to the flexibility of the energy system, and to the penetration of renewable electricity into the electric system, taking into account all types of recharging points, whether public or private, on the basis of the assessment under Article 14(3);

Amendment 171

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point i a (new)

Text proposed by the Commission

Amendment

(ia) an assessment of the current state and future development of grid capacity, and measures to improve grid resilience, including a financial plan;

Amendment 172

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point j a (new)

Text proposed by the Commission

Amendment

(ja) measures to ensure that the expansion of publicly accessible recharging and refuelling points, as well as alternative fuel powered transport options, in particular public transport, are affordable and accessible for all users;

Amendment 173

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point k

Text proposed by the Commission

Amendment

(k) measures to remove possible obstacles with regards to planning, permitting and procuring of alternative fuels infrastructure;

(k) measures to remove possible obstacles with regards to planning, permitting and procuring of alternative fuels infrastructure and to limit the latency between initial application and actual deployment to no longer than 6 months, with due respect for stakeholder consultations and environmental impact assessment procedures; where possible, the request procedure shall be fully digitalised;

Amendment 174

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point k a (new)

Text proposed by the Commission

Amendment

(ka) measures to ensure that publicly accessible alternative fuels infrastructure available at national level takes into account the population density and the number of registrations of vehicles powered by alternative fuels, as defined in Article 2 in the local area based on NUTS 3 level in accordance with the latest NUTS classification;

Amendment 175

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point k b (new)

Text proposed by the Commission

Amendment

(kb) measures to ensure that small and medium-sized enterprises (SMEs) can fully benefit from the development of alternative fuels infrastructure in their triple role as producers, operators and, users;

Amendment 176

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point k c (new)

Text proposed by the Commission

Amendment

(kc) measures to support renewable energy communities in deploying recharging points, especially in sparsely populated areas;

Amendment 177

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point l

Text proposed by the Commission

Amendment

(l) 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;

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

Amendment 178

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point n

Text proposed by the Commission

Amendment

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

(n) a deployment plan for alternative fuels infrastructure in maritime ports other than for LNG and shore-side electricity supply for use by sea going vessels, in particular for hydrogen, hydrogen-derived fuels and electricity;

Amendment 179

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point p a (new)

Text proposed by the Commission

Amendment

(pa) mapping of appropriate locations for site renewable capacity development with sufficient grid capacity and model future charging demand; this information shall be made publicly available.

Amendment 180

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph2– point p b (new)

Text proposed by the Commission

Amendment

(pb) measures to ensure grid connection and power capacity take into account the number of charging pools which can be expected in the future following the increasing fleet penetration of electric vehicles.

Amendment 181

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point p c (new)

Text proposed by the Commission

Amendment

(pc) measures and investments to support the deployment of electricity generation capacity in general as well as for renewable sources in particular, to supply electricity to recharging stations, and measures for the production of hydrogen and hydrogen derived fuels for refuelling stations, as well as electricity generation capacity in airports and ports, in particular on islands;

Amendment 182

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point p d (new)

Text proposed by the Commission

Amendment

(pd) a comprehensive investment and financing plan laying out the investments necessary to achieve the targets set in the national policy framework and which shall also include related infrastructures;

Amendment 183

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 – point p e (new)

Text proposed by the Commission

Amendment

(pe) a deployment plan for grid connections and capacity, including on shore-side electricity in maritime ports.

Amendment 184

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 2 a (new)

Text proposed by the Commission

Amendment

Without prejudice to paragraph 1 and before the deadline set therein, Member States are invited to submit preliminary national policy frameworks in order to ensure a smooth and quick development and deployment of the infrastructure. When a Member State decides to hand in a preliminary national policy framework, the Commission shall assess the preliminary national policy framework and issue recommendations no later than six months after the submission of the preliminary national policy frameworks.

Amendment 185

Proposal for a regulation

Article 13 – paragraph 2

Text proposed by the Commission

Amendment

2. Member States shall ensure that the national policy frameworks take into account the needs of the different transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.

2. Member States shall ensure that the national policy frameworks take into account regional disparities and the needs of the different transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.

Amendment 186

Proposal for a regulation

Article 13 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. Member States shall encourage investments in the capacity and smartening of distribution grids to sustain the electrification of mobility, while promoting system and renewable energy integration and energy efficiency. In order to support investors in recharging and grid infrastructure, Member States shall develop investment programmes in consultation with all stakeholders and with the relevant distribution system operators and the regulatory authority, which consider, where improvement in grid capacity is most necessary in view of a developed recharging infrastructure and how this development is accommodated to the grid in a way, which enables the achievement of the multiple goals on energy efficiency first, energy system integration, smartness, flexibility, the increased use of energy from renewable sources and energy security.

Amendment 187

Proposal for a regulation

Article 13 – paragraph 3

Text proposed by the Commission

Amendment

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 national, regional and local interests, in particular when recharging and refuelling infrastructure for public transport is concerned, as well as those of all stakeholders concerned.

Amendment 188

Proposal for a regulation

Article 13 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Member States shall assess and report, as part of their national policy framework, how the provisions laid down in Article 5 have been implemented by operators of recharging points. On the basis of the results of the assessment, Member States shall take the appropriate measures to ensure operators of recharging points comply with Article 5.

Amendment 189

Proposal for a regulation

Article 13 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3b. Members States, in their policy frameworks, shall take into account regional disparities and pay special attention to less developed regions (at NUTS-2 level), especially those with Regional GDP (PPS per inhabitant in % of the EU27) under 50.

Amendment 190

Proposal for a regulation

Article 13 – paragraph 4

Text proposed by the Commission

Amendment

4. Where necessary, Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure in waterborne transport. The Commission shall assist the Member States in the cooperation process.

4. Member States shall cooperate, by means of consultations or joint policy frameworks, to ensure that the measures required to achieve the objectives of this Regulation are coherent and coordinated. The European Coordinators, in line with Article 45 of Regulation (EU) No 1315/2013, shall be actively consulted. In particular, Member States shall cooperate on the strategies to use alternative fuels and deployment of corresponding infrastructure. The Commission shall assist the Member States in the cooperation process.

Amendment 191

Proposal for a regulation

Article 13 – paragraph 4 a (new)

Text proposed by the Commission

Amendment

4a. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors that are connecting Member States, are situated.

Amendment 192

Proposal for a regulation

Article 13 – paragraph 5

Text proposed by the Commission

Amendment

5. Support measures for alternative fuels infrastructure shall comply with the relevant State aid rules of the TFEU.

5. Support measures for alternative fuels infrastructure shall be aligned to climate objectives to avoid creating stranded assets and comply with the relevant State aid rules of the TFEU.

Amendment 193

Proposal for a regulation

Article 13 – paragraph 7 – introductory part

Text proposed by the Commission

Amendment

7. The Commission shall assess the draft national policy frameworks and may issue recommendations to a Member State no later than six months after the submission of the draft national policy frameworks as referred to in paragraph 1. Those recommendations may, in particular, address:

7. The Commission shall assess the draft national policy frameworks in consultation of the related responsible TEN-T Coordinator, if necessary, and may issue recommendations to a Member State no later than six months after the submission of the draft national policy frameworks as referred to in paragraph 1. Those recommendations may, in particular, address:

Amendment 194

Proposal for a regulation

Article 13 – paragraph 7 – point a

Text proposed by the Commission

Amendment

(a) 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;

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

Amendment 195

Proposal for a regulation

Article 13 – paragraph 7 – point b

Text proposed by the Commission

Amendment

(b) policies and measures relating to Member States’ objectives and targets.

(b) policies and measures relating to Member States’ objectives and targets and their geographic distribution across the regions within the Member State.

Amendment 196

Proposal for a regulation

Article 14 – paragraph 1

Text proposed by the Commission

Amendment

1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 2027 and every two years thereafter.

1. Each Member State shall submit to the Commission a standalone progress report on the implementation of its national policy framework for the first time by 1 January 2025 and every two years thereafter.

Amendment 197

Proposal for a regulation

Article 14 – paragraph 3

Text proposed by the Commission

Amendment

3. The regulatory authority of a Member States shall assess, at the latest by 30 June 2024 and periodically every three years thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, whether public or private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944.

3. The regulatory authority of a Member States, in cooperation with distribution system operators, shall assess, at the latest by 30 June [2024] and periodically every two years thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, smart, bi-directional and of all power outputs, whether public or private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall cover pricing and other consumer relevant aspects according to Article13 and be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and their operating modus inline with the rules of Article 33 of Directive (EU) 2019/944 1a and include them in their national policy framework referred to in Article 13 of this Regulation and in their progress report referred to in paragraph 1 of this Article. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944. Transmission and distribution system operators shall ensure consistency between the recharge infrastructure planning and the respective grid planning in terms of power to be installed and pools location.

Amendment 198

Proposal for a regulation

Article 14 – paragraph 4

Text proposed by the Commission

Amendment

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

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

Amendment 199

Proposal for a regulation

Article 14 – paragraph 5

Text proposed by the Commission

Amendment

5. The Commission shall adopt guidance and templates concerning the content, structure and format of the national policy frameworks and the content of the national progress reports to be submitted by the Member States in accordance with Article 13(1) and six months after the date referred to in Article 24. The Commission may adopt guidance and templates to facilitate the effective application across the Union of any other provisions of this Regulation.

5. The Commission shall provide for technical and advisory assistance to the concerned national authorities and shall adopt guidance and templates concerning the content, structure and format of the national policy frameworks and the content of the national progress reports to be submitted by the Member States in accordance with Article 13(1) and six months after the date referred to in Article 24. The Commission may adopt guidance and templates to facilitate the effective application across the Union of any other provisions of this Regulation.

Amendment 200

Proposal for a regulation

Article 15 – paragraph 3 – introduction

Text proposed by the Commission

Amendment

The Commission shall submit to the European Parliament and to the Council a report on its assessment of the progress reports pursuant to Article 14(1) one year after submission of the national progress reports by the Member States. This assessment shall contain an assessment of:

The Commission shall submit to the European Parliament and to the Council a report on its assessment of the progress reports pursuant to Article 14(1) six months after submission of the national progress reports by the Member States. This assessment shall contain an assessment of:

Amendment 201

Proposal for a regulation

Article 15 – paragraph 3 – point b a (new)

Text proposed by the Commission

Amendment

(ba) consumer relevant aspects pursuant to Articles 13 and 14;

Amendment 202

Proposal for a regulation

Article 15 – paragraph 3 – point b b (new)

Text proposed by the Commission

Amendment

(bb) the need to adapt and/or amend existing binding targets or to set new targets, due to unexpected developments and/or technology innovations;

Amendment 203

Proposal for a regulation

Article 15 – paragraph 3 – point b c (new)

Text proposed by the Commission

Amendment

(bc) the use and long-term economic viability of available infrastructure and expected future demand for this infrastructure;

Amendment 204

Proposal for a regulation

Article 15 – paragraph 3 – point b d (new)

Text proposed by the Commission

Amendment

(bd) the impact on greenhouse gas emissions and transport patterns as a result of the introduction of the Regulation.

Amendment 205

Proposal for a regulation

Article 15 – paragraph 4 – point c

Text proposed by the Commission

Amendment

(c) the infrastructure for shore-side electricity supply in maritime and inland ports of the TEN-T core network and the TEN-T comprehensive network;

(c) the infrastructure for shore-side electricity supply in maritime and inland ports;

Amendment 206

Proposal for a regulation

Article 15 – paragraph 4 – point d

Text proposed by the Commission

Amendment

(d) the infrastructure for electricity supply for stationary aircraft in airports of the TEN-T core network and the TEN-T comprehensive network;

(d) the infrastructure for electricity supply in airports, the number of electric recharging and hydrogen refuelling points dedicated to aircrafts, as well as electric recharging points and/or other sustainable alternative fuels refuelling points for ground-based vehicles;

Amendment 207

Proposal for a regulation

Article 15 – paragraph 4 – point e

Text proposed by the Commission

Amendment

(e) the number of refuelling points for LNG at maritime and inland ports of the TEN-T core network and the TEN-T comprehensive network;

(e) 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;

Amendment 208

Proposal for a regulation

Article 15 – paragraph 4 – point h

Text proposed by the Commission

Amendment

(h) refuelling and recharging points for other alternative fuels at TEN-T core and comprehensive maritime and inland ports;

(h) refuelling and recharging points for other alternative fuels at maritime and TEN-T core and comprehensive inland ports;

Amendment 209

Proposal for a regulation

Article 15 – paragraph 4 – point i

Text proposed by the Commission

Amendment

(i) refuelling and recharging points for other alternative fuels at airports of the TEN-T core network and the TEN-T comprehensive network;

(i) refuelling and recharging points for sustainable alternative fuels at airports ;

Amendment 210

Proposal for a regulation

Article 15 – paragraph 4 – point j

Text proposed by the Commission

Amendment

(j) refuelling and recharging points for rail transport.

(j) refuelling and recharging points for rail transport and public transport;

Amendment 211

Proposal for a regulation

Article 15 – paragraph 4 – point j a (new)

Text proposed by the Commission

Amendment

(ja) the alternative fuel infrastructure in outermost regions and islands.

Amendment 212

Proposal for a regulation

Article 16 – paragraph 1

Text proposed by the Commission

Amendment

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 disaggregated for normal, smart and bi-directional charging points, 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.

Amendment 213

Proposal for a regulation

Article 16 – paragraph 2

Text proposed by the Commission

Amendment

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

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

Amendment 214

Proposal for a regulation

Article 16 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. The European Parliament shall be duly informed by the European Commission about measures taken in accordance with paragraph 2.

Amendment 215

Proposal for a regulation

Article 17 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1a. Information shall be made available as regards the theoretical maximum power capacity each electric vehicle can accept when recharging. That information shall be made available in motor vehicle manuals, on motor vehicles and in motor vehicle dealerships in their territory. To this end, the Commission shall review the Directive 1999/94/EC no later than one year after the date mentioned in Article 24 of this Regulation.

Amendment 216

Proposal for a regulation

Article 17 – paragraph 3

Text proposed by the Commission

Amendment

3. When fuel prices are displayed at a fuel station, a comparison between the relevant unit prices shall be displayed where appropriate, and in particular for electricity and hydrogen, for information purposes following the common methodology for alternative fuels unit price comparison referred to in point 9.3 of Annex II.

3. When fuel prices are displayed at a fuel station, a comparison between the relevant unit prices shall be displayed where appropriate, and in particular for electricity, for information purposes in current price per kWh for recharging, and for hydrogen, following the common methodology for alternative fuels unit price comparison referred to in point 9.3 of Annex II.

Amendment 217

Proposal for a regulation

Article 18 – paragraph 2 – introductory part

Text proposed by the Commission

Amendment

2. Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, shall ensure the availability of static and dynamic data concerning alternative fuels infrastructure operated by them and allow accessibility of that data through the National Access Points at no cost. The following data types shall be made available:

2. Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, shall ensure the availability of static and dynamic data concerning alternative fuels infrastructure operated by them and allow accessibility of that data through the National Access Points and a single European access point at no cost, while ensuring the adequate level of cybersecurity and protection of personal data. The following data types shall be made available:

Amendment 218

Proposal for a regulation

Article 18 – paragraph 2 – point a – point i

Text proposed by the Commission

Amendment

(i) geographic location of the recharging or refuelling point,

(i) geographic location of the recharging or refuelling point and facilities around the recharging or refuelling point,

Amendment 219

Proposal for a regulation

Article 18 – paragraph 2 – point a – point i a (new)

Text proposed by the Commission

Amendment

(ia) number of smart chargers, including V1G and V2G chargers

Amendment 220

Proposal for a regulation

Article 18 – paragraph 2 – point a – point iv a (new)

Text proposed by the Commission

Amendment

(iva) accessibility for heavy-duty vehicles, including height, length and width restrictions of the recharging and refuelling points,

Amendment 221

Proposal for a regulation

Article 18 – paragraph 2 – point b – point ii

Text proposed by the Commission

Amendment

(ii) type of connector,

(ii) type of connector or information on bring your own technology (BYOT) capability,

Amendment 222

Proposal for a regulation

Article 18 – paragraph 2 – point c – point i

Text proposed by the Commission

Amendment

(i) operational status (operational/out of order),

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

Amendment 223

Proposal for a regulation

Article 18 – paragraph 2 – point c – point ii

Text proposed by the Commission

Amendment

(ii) availability (in use/ not in use),

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

Amendment 224

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii

Text proposed by the Commission

Amendment

(iii) ad hoc price.

(iii) ad hoc price and any possible additional charges,

Amendment 225

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii a (new)

Text proposed by the Commission

Amendment

(iiia) enabled for bi-directional charging (yes/no),

Amendment 226

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii b (new)

Text proposed by the Commission

Amendment

(iiib) the share of renewable electricity and the greenhouse gas emissions content of the electricity supplied at recharging points, as appropriate.

Amendment 227

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii c (new)

Text proposed by the Commission

Amendment

(iiic) if applicable, time limit for parking, and, if applicable, price for parking,

Amendment 228

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii d (new)

Text proposed by the Commission

Amendment

(iiid) payment options,

Amendment 229

Proposal for a regulation

Article 18 – paragraph 2 – point c – point iii e (new)

Text proposed by the Commission

Amendment

(iiie) availability of a reservation system.

Amendment 230

Proposal for a regulation

Article 18 – paragraph 2 – subparagraph 1 a (new)

Text proposed by the Commission

Amendment

Dynamic data specified in point (c) of the first subparagraph of this paragraph should be made available accurately and in real time in time intervals of no more than one hour, with forecasting, where available.

Amendment 231

Proposal for a regulation

Article 18 – paragraph 3

Text proposed by the Commission

Amendment

3. Member States shall ensure the accessibility of data on an open and non-discriminatory basis to all stakeholders through their National Access Point in application of Directive 2010/40/EU of the European Parliament and the Council67 .

3. Member States shall ensure the accessibility of data on an open and non-discriminatory basis to all stakeholders through their National Access Point in application of Directive 2010/40/EU of the European Parliament and the Council67 as well as in an European Access Point system, and ensure that information is made publicly available to be used for other market participants and service providers, with due respect for data protection requirements. Member States shall ensure that operators of publicly accessible recharging points transmit data, especially those relevant to prices, to the national regulatory authorities and the market transparency body.

__________________

67 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).

Amendment 232

Proposal for a regulation

Article 18 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Member States shall ensure a high level of cybersecurity, data protection and security, especially in authentication, billing and payment processes, along the supply chain and for the operator of the infrastructure, by implementing and enforcing the relevant European legislation such as on personal data protection and cybersecurity.

Amendment 233

Proposal for a regulation

Article 18 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3b. Member States shall ensure that transport recharging infrastructure complies with the cybersecurity requirements, including additional reporting and security obligations, as per the [Directive on measures for a high common level of cybersecurity across the Union, repealing Directive (EU) 2016/1148]1a

__________________

1a Directive of the European Parliament and of the Council on measures for a high common level of cybersecurity across the Union, repealing Directive (EU) 2016/1148, COM(2020) 823 final

Amendment 234

Proposal for a regulation

Article 18 – paragraph 4 – point c a (new)

Text proposed by the Commission

Amendment

(ca) establish a single European access point by 2024.

Amendment 235

Proposal for a regulation

Article 19 – paragraph 7 – point b

Text proposed by the Commission

Amendment

(b) amend Annex II by updating the references to the standards referred to in the technical specifications set out in that Annex.

(b) amend Annex II by updating the references to the standards referred to in the technical specifications set out in that Annex six months after their technical adoption.

Amendment 236

Proposal for a regulation

Article 20 – paragraph 2

Text proposed by the Commission

Amendment

2. The power to adopt delegated acts referred to in Articles 18 and 19 shall be conferred on the Commission for a period of five years from the date referred to in Article 24. The Commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension not later than three months before the end of each period.

2. The power to adopt delegated acts referred to in Articles 18 and 19 shall be conferred on the Commission for a period of five years from the date referred to in Article 24. The Commission shall draw up a report in respect of the delegation of power not later than nine months before the end of the five-year period.

Amendment 237

Proposal for a regulation

Article 21 – paragraph 1

Text proposed by the Commission

Amendment

1. The Commission shall be assisted by a committee. That committee shall be a committee within the meaning of Regulation (EU) No 182/2011.

1. The Commission shall be assisted by a committee. That committee shall be composed of a broad range of stakeholders, including civil society and consumer organisations, and representatives of Member States according to Regulation (EU) No 182/2011.

Amendment 238

Proposal for a regulation

Article 22 – paragraph 1

Text proposed by the Commission

Amendment

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 review this Regulation, paying special attention to the appropriateness of the targets and infrastructure requirements set within this Regulation.

Amendment 239

Proposal for a regulation

Article 22 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

To this end, the Commission shall assess if new objectives for renewable fuel infrastructure for ships and aircrafts are required, as well as for other gas based shipping fuels, also taking into consideration technical, environmental, and economical sustainable possibility, actual market needs and recent developments.

Amendment 240

Proposal for a regulation

Article 22 – paragraph 1 b (new)

Text proposed by the Commission

Amendment

1. If it finds that one or more provisions are not appropriate any more for example as new technologies have emerged, the Commission shall submit a proposal to amend this Regulation establishing alternative infrastructure deployment targets, commensurate with the uptake of new climate-neutral alternative fuels.

Amendment 241

Proposal for a regulation

Article 22 – paragraph 1 c (new)

Text proposed by the Commission

Amendment

1. The Commission shall review, if necessary, the targets set in this Regulation for electric recharging infrastructure dedicated to light and heavy-duty vehicles to align them with the new requirements set in the updated regulations on the CO2 emission standards for light- and heavy-duty vehicles.

Amendment 242

Proposal for a regulation

Article 22 – paragraph 1 d (new)

Text proposed by the Commission

Amendment

In support of this review, the Commission shall submit to the European Parliament and to the Council, 2 years after the entry into force of this Regulation, a technology-readiness report on key low- and zero-carbon powertrains, fuels, and their dedicated infrastructure.

Amendment 243

Proposal for a regulation

Article 22 – paragraph 1 e (new)

Text proposed by the Commission

Amendment

The Commission shall consider, as part of its assessment, possible amendments to this Regulation with regards to regulatory simplification. The Commission and the competent authorities in the Member States shall continuously adapt to best practice administrative procedures and take all measures to simplify the enforcement of this Regulation, keeping administrative burdens to a minimum.

Amendment 244

Proposal for a regulation

Article 22 – paragraph 1 f (new)

Text proposed by the Commission

Amendment

1. The Commission shall report to the European Parliament and the Council, by 1 January 2026, and every third year thereafter, the results of an evaluation on the functioning of this Regulation, with emphasis on this Regulation’s effects on the functioning of the single market, the competitiveness of affected sectors and the magnitude of carbon leakage.

Amendment 245

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point b – introductory part

Text proposed by the Commission

Amendment

(b) targets for 31 December 2025, 2030 and 2035 for:

(b) targets for 31 December 2025, 2027, 2030 and 2035 for:

Amendment 246

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point b – indent 8

Text proposed by the Commission

Amendment

– Shore side electricity supply at maritime ports of the TEN-T core and TEN-T comprehensive network, including exact location (port) and capacity of each installation within the port;

– Shore side electricity supply, electric recharging and hydrogen refuelling at maritime ports, including grid capacity, exact location (port) and capacity of each installation within the port;

Amendment 247

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point b – indent 9

Text proposed by the Commission

Amendment

– shore-side electricity supply at inland waterway ports of the TEN-T core and TEN-T comprehensive network including location (port) and capacity;

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

Amendment 248

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point b – indent 10

Text proposed by the Commission

Amendment

– electricity supply for stationary aircraft, number of installations per airport of the TEN-T core and TEN-T comprehensive network;

– electricity supply for stationary aircraft, electric charging and/or other sustainable alternative fuels refuelling points for ground based vehicles in airports, number of installations per airport;

Amendment 249

Proposal for a regulation

Annex I – paragraph 1 – point 1 – point b – indent 11 a (new)

Text proposed by the Commission

Amendment

– The information on recharging stations in indents 1 to 4 shall be disaggregated for normal, smart and bi-directional charging capability.

Amendment 250

Proposal for a regulation

Annex I – paragraph 1 – point 2

Text proposed by the Commission

Amendment

2. utilisation rates: for the categories under point 1(b), reporting the utilisation of that infrastructure;

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

Amendment 251

Proposal for a regulation

Annex I – paragraph 1 – point 3 – indent 1

Text proposed by the Commission

Amendment

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

– level of achievement of the infrastructure deployment targets as referred to in point1(b) for all transport modes, in particular for electric recharging stations, electric road system (if applicable), hydrogen refuelling stations, shore-side electricity supply in maritime and inland waterway ports, LNG bunkering at TEN-T core maritime ports, other alternative fuels infrastructure in ports, electricity supply, electric recharging and hydrogen refuelling at airports, as well as for electric recharging and hydrogen refuelling points for trains and household sockets for recharging of electrically powered cycles;

Amendment 252

Proposal for a regulation

Annex I – paragraph 1 – point 3 – indent 3

Text proposed by the Commission

Amendment

– alternative fuels infrastructure deployment within urban nodes;

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

Amendment 253

Proposal for a regulation

Annex I – paragraph 1 – point 5 – indent 1 a (new)

Text proposed by the Commission

Amendment

– measures to ensure that the expansion of publicly accessible recharging and refuelling points, as well as alternative fuel powered transport options, in particular public transport, are affordable and accessible for vulnerable customers and those at risk of, or in, energy poverty;

Amendment 254

Proposal for a regulation

Annex I – paragraph 1 – point 7 a (new)

Text proposed by the Commission

Amendment

7a. explanation of the way how the energy efficiency first principle has been taken into utmost account for vehicle uptake projections, target setting, estimation of utilisation rates, the development and implementation of policy measures supporting the national policy framework and the associated public investments.

Amendment 255

Proposal for a regulation

Annex II – Part 1 – point 1.1

Text proposed by the Commission

Amendment

1.1. Normal power recharging points for motor vehicles: alternating current (AC) normal power recharging points for electric vehicles shall be equipped, for interoperability purposes, at least with socket outlets or vehicle connectors of Type 2 as described in standard EN 62196-2:2017.

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

Amendment 256

Proposal for a regulation

Annex II – Part 4 – point 4.1

Text proposed by the Commission

Amendment

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.

Amendment 257

Proposal for a regulation

Annex II – Part 4 – point 4.2

Text proposed by the Commission

Amendment

4.2. Shore-side electricity supply for inland waterway vessels shall comply with Commission Delegated Regulation (EU) 2019/1745.

4.2. Shore-side electricity supply for inland waterway vessels shall comply with Commission Delegated Regulation (EU) 2019/1745 and shall comply with the technical specification of the IEC/IEEE PAS80005-3:2014(E) standard.

Amendment 258

Proposal for a regulation

Annex II – Part 4 – point 4.5

Text proposed by the Commission

Amendment

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.

Amendment 259

Proposal for a regulation

Annex II – Part 4 – point 4.7 a (new)

Text proposed by the Commission

Amendment

4.7a. Technical specifications for plug location and cable management systems (including length and location) onboard vessels where applicable.

Amendment 260

Proposal for a regulation

Annex II – Part 9 – point 9.3

Text proposed by the Commission

Amendment

The common methodology for alternative fuels unit price comparison set out by Commission Implementing Regulation (EU) 2018/732.

The up to date price per kWh for electricity recharging.

Amendment 261

Proposal for a regulation

Annex III – point 3 – indent 4

Text proposed by the Commission

Amendment

- number of stations not operational on 50% of the available days in a given year.

– number of stations not operational on 98% of the available days in a given year.

Amendment 262

Proposal for a regulation

Annex III – point 3 – indent 4 a (new)

Text proposed by the Commission

Amendment

– number of bi-directional charging points for each of the categories under point 2.

ANNEX: LIST OF ENTITIES OR PERSONS FROM WHOM THE RAPPORTEUR HAS RECEIVED INPUT

The following list is drawn up on a purely voluntary basis under the exclusive responsibility of the rapporteur. The rapporteur has received input from the following entities or persons in the preparation of the opinion, until the adoption thereof in committee:

Entity and/or person

ACEA

Airlines for Europe

BEUC - European Consumer Organisation

CEE Bankwatch Network

Charge Up

ClientEarth

Clean Air Task Force

Clean Trucking Alliance

Corporate Europe Observatory CEO

E.DSO

Electrification Alliance

ECI - European Copper Institute

EDF- Environmental Defense Fund

Enel

EnBW

Eurogas

European Biogas Association

European Commission: DG TRAN, DG ENER, DG ENVI

European Climate Foundation

European Community’s Ship-owners Association ECSO

European Cyclists' Federation ECF

European Seaports Association

ePure

Food & Water Action Europe

Friends of the Earth Europe

Global Witness

Greenpeace

Hitachi ABB powergrids

Hydrogen Europe

Iberdrola

Land Baden-Württemberg

MasterCard

Negative Emission Platform

Nel ASA

Orsted

SAFRAN

SmartEn

T&E Transport and Environment

TransnetBW GmbH

UNIFE - The European Rail Industry

VDR German Shipowners' Association

Vzbv - Verbraucherzentrale Bundesverband

Word Shipping Council

PROCEDURE – COMMITTEE ASKED FOR OPINION

Title

Deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council

References

COM(2021)0559 – C9-0331/2021 – 2021/0223(COD)

Committee responsible

Date announced in plenary

TRAN

13.9.2021

Opinion by

Date announced in plenary

ITRE

13.9.2021

Rapporteur for the opinion

Date appointed

Michael Bloss

30.9.2021

Discussed in committee

26.1.2022

Date adopted

20.4.2022

Result of final vote

+:

–:

0:

59

9

8

Members present for the final vote

Matteo Adinolfi, Nicola Beer, François-Xavier Bellamy, Hildegard Bentele, Vasile Blaga, Michael Bloss, Manuel Bompard, Paolo Borchia, Marc Botenga, Markus Buchheit, Cristian-Silviu Buşoi, Jerzy Buzek, Maria da Graça Carvalho, Ignazio Corrao, Ciarán Cuffe, Josianne Cutajar, Nicola Danti, Pilar del Castillo Vera, Christian Ehler, Niels Fuglsang, Lina Gálvez Muñoz, Claudia Gamon, Jens Geier, Bart Groothuis, Christophe Grudler, András Gyürk, Henrike Hahn, Robert Hajšel, Ivo Hristov, Ivars Ijabs, Eva Kaili, Seán Kelly, Izabela-Helena Kloc, Łukasz Kohut, Zdzisław Krasnodębski, Andrius Kubilius, Miapetra Kumpula-Natri, Thierry Mariani, Marisa Matias, Eva Maydell, Georg Mayer, Joëlle Mélin, Iskra Mihaylova, Dan Nica, Angelika Niebler, Niklas Nienaß, Ville Niinistö, Aldo Patriciello, Mauri Pekkarinen, Mikuláš Peksa, Tsvetelina Penkova, Morten Petersen, Pina Picierno, Markus Pieper, Clara Ponsatí Obiols, Manuela Ripa, Robert Roos, Sara Skyttedal, Maria Spyraki, Jessica Stegrud, Beata Szydło, Riho Terras, Grzegorz Tobiszowski, Patrizia Toia, Isabella Tovaglieri, Henna Virkkunen, Pernille Weiss, Carlos Zorrinho

Substitutes present for the final vote

Pascal Arimont, Cornelia Ernst, Klemen Grošelj, Alicia Homs Ginel, Nora Mebarek, Jutta Paulus, Ernő Schaller-Baross, Susana Solís Pérez

VOTE FINAL PAR APPEL NOMINAL EN COMMISSION SAISIE POUR AVIS

Légende des signes utilisés:

2.5.2022

OPINION OF THE COMMITTEE ON REGIONAL DEVELOPMENT

for the Committee on Transport and Tourism

Proposal for a Regulation by the European Parliament and the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council

(COM(2021)0559 – C90331/2021 – 2021/0223(COD))

Rapporteur for opinion: Bronis Ropė

SHORT JUSTIFICATION

As we are faced with the climate emergency that knows no boundaries and affects every EU region differently, whether there were floods, fires, droughts or other extreme weather conditions in place, in order to meet the targets under the Paris Climate Agreement, all sectors must undertake urgent transformations. The emissions must be reduced significantly this decade and if action is insufficient now, it may be impossible to make up for the deficit later. The transport sector is one of the most challenging parts, with the automotive industry that we want to move towards a sustainable modal shift, including through shared mobility, better public transport and active transport that includes cycling and walking.

For that purpose, the Commission proposal is a good start when it comes to setting binding targets for the roll out of publicly accessible recharging stations for light and heavy-duty vehicles. However, your rapporteur proposes to increase this further, ensuring that people will be able to travel across the whole continent by electric vehicles as soon as 2025.

From the regional perspective, it is important that our citizens are able to drive their e-cars from the north of Sweden and Finland to the south of Greece and Spain, as well as taking into consideration the different starting points of the Member States and their regions. Proposed radius based targets should cater for the specific situation of urban areas on the one hand and sparsely populated and remote areas on the other. Special attention must also be given to the persons with disabilities or reduced mobility when accessing recharging stations.

To ensure that the swift transformation towards e-mobility takes place in a sustainable way, the Union should take a global leadership role in sustainable products, technologies, services and innovations in particular concerning a circular, socially fair, environmentally responsible, sustainable and ethically responsible battery value chain. In that regard, it is important that the new cohesion policy with the European Regional Development Fund and the Cohesion Fund are available to support investment in research, innovation and deployment, in particular in the less developed Member States and regions.

The transformation of the transport system must therefore go hand in hand with other Union policies while providing affordable transport solutions to everyone. The rapporteur strives to make switching to sustainable transport solutions, especially to e-mobility, as easy as possible for citizens and protect them finally from high prices that can occur.

AMENDMENTS

The Committee on Regional Development calls on the Committee on Transport and Tourism, as the committee responsible, to take into account the following amendments:

Amendment 1

Proposal for a regulation

Recital 1

Text proposed by the Commission

Amendment

(1) Directive 2014/94/EU of the European Parliament and of the Council43 laid down a framework for the deployment of alternative fuels infrastructure. The Commission Communication on the application of that Directive44 points to the uneven development of recharging and refuelling infrastructure across the Union and the lack of interoperability and user friendliness. It notes that the absence of a clear common methodology for setting targets and adopting measures under the National Policy Frameworks required by Directive 2014/94/EU has led to a situation whereby the level of ambition in target setting and supporting policies varies greatly among Member States.

(1) Directive 2014/94/EU of the European Parliament and of the Council43 laid down a framework for the deployment of alternative fuels infrastructure. The Commission Communication on the application of that Directive44 points to the uneven development of recharging and refuelling infrastructure across the Union and within Member States and the lack of interoperability and user friendliness. It notes that the absence of a clear common methodology for setting targets and adopting measures under the National Policy Frameworks required by Directive 2014/94/EU has led to a situation whereby the level of ambition in target setting and supporting policies varies greatly among Member States and their regions. It is important that no EU region or territory is left behind and that regional disparities in the deployment of alternative fuels infrastructure are properly addressed.

__________________

43 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1).

44 COM(2020) 789 final.

Amendment 2

Proposal for a regulation

Recital 2

Text proposed by the Commission

Amendment

(2) Various instruments of Union law already set targets for renewable fuels. Directive 2018/2001/EU of the European Parliament and of the Council45 for instance set a market share target of 14 % of renewables in transport fuels.

(2) Various instruments of Union law already set targets for renewable fuels. Directive 2018/2001/EU of the European Parliament and of the Council45 for instance set a market share target of 14 % of renewables in transport fuels, including a target of 3,5% for advanced biofuels..

__________________

45 Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).

Amendment 3

Proposal for a regulation

Recital 3

Text proposed by the Commission

Amendment

(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure.

(3) Regulation (EU) 2019/631 of the European Parliament and of the Council46 and Regulation (EU) 2019/1242 of the European Parliament and of the Council47 already set CO2 emission performance standards for new passenger cars and for new light commercial vehicles as well as for certain heavy-duty vehicles. Those instruments should accelerate the uptake in particular of zero-emission vehicles and thereby create demand for recharging and refuelling infrastructure in all Member States and EU regions.

__________________

46 Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).

47 Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC (OJ L 198, 25.7.2019, p. 202).

Amendment 4

Proposal for a regulation

Recital 4

Text proposed by the Commission

Amendment

(4) The initiatives on ReFuelEU aviation48 and FuelEU maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. While the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure, investments are needed for the electricity supply of stationary aircraft. The FuelEU maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in TEN-T ports. However those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met.

(4) The initiatives on ReFuelEU aviation48and FuelEU maritime49 should boost the production and uptake of sustainable alternative fuels in aviation and maritime transport. While the fuel use requirements for the sustainable aviation fuels can largely rely on the existing refuelling infrastructure, investments are needed for the electricity supply of stationary aircraft and ground-based vehicles charging, but also for the recharging and refuelling of aircrafts, when zero emission technologies for aviation such as renewables-based electric and hydrogen propelled aircrafts emerge. The FuelEU maritime initiative sets requirements in particular for the use of on shore power that can only be fulfilled if an adequate level of on shore power supply is deployed in TEN-T ports. When renewable hydrogen and ammonia powered vessel technologies grow, associated refuelling infrastructure would be required. However those initiatives do not contain any provisions on the required fuel infrastructure which are a prerequisite that the targets can be met. Moreover, the infrastructure for bunkering of renewable fuels for ships should be developed throughout the ports of Europe to fast track the decarbonisation of ships.

__________________

48 COM(2021) 561.

49 COM(2021) 562.

Amendment 5

Proposal for a regulation

Recital 4 a (new)

Text proposed by the Commission

Amendment

(4a) In order to ensure a coherent legislative framework for the use and deployment of alternative fuels this Regulation should be aligned with the ReFuelEU aviation FuelEU Maritime, the revision of CO2 emission performance for new passenger cars and light duty vehicles Regulation, the CO2 emission performance for heavy duty vehicles Regulation and its upcoming revisions, and the revision of Directive 2003/96/EC (Energy Taxation Directive).

Amendment 6

Proposal for a regulation

Recital 5

Text proposed by the Commission

Amendment

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

(5) Therefore all modes of transport should be addressed in one instrument which should take into account a variety of alternative fuels, the development of their market share and particularly their affordability. The use of zero-emission powertrain technologies is at different stages of maturity in the different modes of transport in different Member States and regions. In particular, in the road sector, a rapid uptake of battery-electric and plug-in hybrid passenger cars and light commercial vehicles is taking place. Hydrogen fuel-cell road vehicles are available to markets, as well, albeit to a lesser degree. In addition, smaller hydrogen and battery electric vessels and hydrogen fuel-cell trains are currently being deployed in different projects and in first commercial operations, with full commercial roll out expected in the next years. In contrast, the aviation and waterborne sectors, as well as heavy-duty road transport continue to be dependent on liquid and gaseous fuels, as zero- and low-emission powertrain solutions are entering the market slowly and in particular for the aviation sector even more slowly, with full commercialisation taking its time. The Union should increase its efforts to phase out fossil gaseous or liquid fuels is only and promote renewable alternatives, and the use of fossil fuels should only be possible if it is clearly embedded into a clear 100%decarbonisation pathway that is in line with the long-term objective of climate neutrality in the Union by 2050 at the latest, requiring increasing blending with or replacement by renewable fuels such as bio-methane, advanced biofuels or renewable and low-carbon synthetic gaseous and liquid fuels.

Amendment 7

Proposal for a regulation

Recital 5 a (new)

Text proposed by the Commission

Amendment

(5a) Therefore, the general principle of technological neutrality should be maintained and market competition between the different alternative technologies should be promoted and protected on Union and national levels, thus providing for the best technological solutions and affordable prices. Targets and milestones should be set on Union and national levels, depending on the market development of different technologies, while taking into account the different starting points of Member States and EU regions.

Amendment 8

Proposal for a regulation

Recital 6

Text proposed by the Commission

Amendment

(6) Such biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from different feedstock and can be blended into fossil fuels at very high blending ratios. They can be technically used with the current vehicle technology with minor adaptations. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure or where necessary with infrastructure of the same kind.

(6) With the aim to reduce the greenhouse gas emissions, such biofuels and synthetic fuels, substituting diesel, petrol and jet fuel, can be produced from renewables and can be blended into fossil fuels at very high blending ratios. This is important for the reduction of greenhouse gas emissions, especially in the aviation and maritime transport sectors. Those fuels can be technically used with the current vehicle technology with minor adaptations. Bio-LNG might be used for heavy-duty transport, both road and maritime, only for a transitional period, taking into account the national market, traffic share data and market projections. Renewable methanol can also be used for inland navigation and short-sea shipping. Synthetic and paraffinic fuels have a potential to reduce the use of fossil fuel sources in the energy supply to transport. All of these fuels can be distributed, stored and used with the existing infrastructure, as well as by developing and deploying such infrastructure.

Amendment 9

Proposal for a regulation

Recital 6 a (new)

Text proposed by the Commission

Amendment

(6a) All future measures in this field should be based on comprehensive impact assessments, and should take into account all the economic, social and environmental consequences.

Amendment 10

Proposal for a regulation

Recital 7

Text proposed by the Commission

Amendment

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

(7) The sustained use of liquefied natural gas (LNG) is not compatible with the Union's climate neutrality objective. Therefore LNG in maritime transport should be phased out as soon as possible and substituted by more sustainable alternatives. However, in the short-term, LNG is likely to play a transitional role in maritime transport, where there is currently no economically viable zero-emission powertrain technology available. The Communication on the Smart and Sustainable Mobility Strategy points to zero-emission seagoing ships becoming market ready by 2030. Fleet conversion should take place gradually due to the long lifetime of the ships. Contrary to maritime transport, for inland waterways, with normally smaller vessels and shorter distances, zero-emission powertrain technologies, such as hydrogen and electricity, should enter the markets more quickly. LNG is expected to no longer play a significant role in that sector. Transport fuels such as LNG need increasingly to be decarbonised by blending/substituting with liquefied biomethane (bio-LNG) or renewable and low-carbon synthetic gaseous e-fuels (e-gas) for instance. Those decarbonised fuels can be used in the same infrastructure as gaseous fossil fuels thereby allowing for a gradual shift towards decarbonised fuels.

Amendment 11

Proposal for a regulation

Recital 8

Text proposed by the Commission

Amendment

(8) In the heavy-duty road transport sector, LNG trucks are fully mature. On the one hand, the common scenarios underpinning the Sustainable and Smart Mobility Strategy and the Climate Target Plan as well as the revised “Fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. Furthermore, LPG and CNG vehicles for which already a sufficient infrastructure network exists across the Union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for LNG infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks.

(8) In the heavy-duty road transport sector, LNG trucks are fully mature. On the one hand, the common scenarios underpinning the Sustainable and Smart Mobility Strategy and the Climate Target Plan as well as the revised “Fit for 55” modelling scenarios suggest some limited role of gaseous fuels that will increasingly be decarbonised in heavy-duty road transport especially in the long haul segment. Furthermore, LPG and compressed natural gas (CNG) vehicles for which already a sufficient infrastructure network exists across the Union are expected to gradually be replaced by zero emission drivetrains and therefore only a limited targeted policy for LNG infrastructure deployment that can equally supply decarbonised fuels is considered necessary to close remaining gaps in the main networks, taking into account the national market, traffic share data and market projections. As the market for decarbonised heavy-duty vehicles is still developing, a variety of alternative technologies should be incentivised, including via infrastructure planning and adaptation, while taking into account market shares and traffic data.

Amendment 12

Proposal for a regulation

Recital 9

Text proposed by the Commission

Amendment

(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been uneven across the Union. Continued uneven distribution would jeopardize the uptake of such vehicles, limiting connectivity across the Union. Continuing divergence in policy ambitions and approaches at national level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T). National fleet based targets should ensure that vehicle uptake in each Member State is matched with the deployment of sufficient publicly accessible recharging infrastructure. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union.

(9) The deployment of publicly accessible recharging infrastructure for light-duty electric vehicles has been conducted unevenly from one Member State to another and from one region to another. If distribution continues to be uneven, this will jeopardize the uptake of such vehicles, including sparsely populated and remote areas, thereby exacerbating territorial disparities, limiting connectivity across the Union and across regions. Continuing divergence in policy ambitions and approaches at national and regional level will not create the long-term certainty needed for substantive market investment. Mandatory minimum targets for Member States at national level should therefore provide policy orientations and complement National Policy Frameworks. That approach should combine national fleet based targets with distance-based targets for the trans-European network for transport (TEN-T), along with a radius-based approach, taking into account the need for flexibility in sparsely populated and remote areas. National fleet based targets should ensure that this type of vehicle uptake in each Member State and region of the EU is matched with the deployment of sufficient publicly accessible recharging infrastructure. Distance-based targets for the TEN-T network should ensure full coverage of electric recharging points along the Union’s main road networks and thereby ensure easy and seamless travel throughout the Union and generate social and economic benefits for European citizens and enterprises. Radius-based targets should take into account the special situation of urban areas on the one hand, and the characteristics of sparsely populated and remote areas on the other, as well as the situation on the ground in each Member State. These targets shall be complemented with additional recharging infrastructure across all regions to ensure an even deployment across all Union territory, including in sparsely populated and remote areas. The Commission should ensure cooperation with third-countries, in which transit corridors are situated, and candidates for Union membership.

Amendment 13

Proposal for a regulation

Recital 9 a (new)

Text proposed by the Commission

Amendment

(9a) In order to achieve the infrastructure goals of the regulation, the Member States must should ensure, within the meaning of Art. 174, that publicly accessible charging stations and refuelling infrastructure with charging capacity are deployed in a balanced manner in both densely and sparsely populated areas. Funding should be made available to local authorities in order to increase the number of publicly accessible charging stations and refuelling stations for new passenger cars and for new light commercial vehicles across the board in line the increase of their use.

Amendment 14

Proposal for a regulation

Recital 9 b (new)

Text proposed by the Commission

Amendment

(9b) While recognizing the importance of private investment and a market driven deployment of alternative fuels infrastructure, public investment and further state aid rules flexibility is encouraged to guarantee an even distribution across all regions, especially in sparsely populated and remote areas.

Amendment 15

Proposal for a regulation

Recital 9 c (new)

Text proposed by the Commission

Amendment

(9c) In order for the climate target to be achieved, there is an overriding need for investment in development and research, along with an increase in the development of, and production capacity for, vehicle batteries in the EU and less dependence on non-EU imports in this area.

Amendment 16

Proposal for a regulation

Recital 10

Text proposed by the Commission

Amendment

(10) National fleet based targets should be established on the basis of the total number of registered electric vehicles in that Member State following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.

(10) National fleet based targets should be established on the basis of the share of registered electric vehicles in that Member State's total vehicle fleet following a common methodology that accounts for technological developments such as the increased driving range of electric vehicles or the increasing market penetration of fast-charging points which can recharge a greater number of vehicles per recharging point than at a normal recharging point. The methodology also has to take into account the different recharging patterns of battery electric and plug-in hybrid vehicles as well as population density. A methodology that norms national fleet based targets on the total maximum power output of the publicly accessible recharging infrastructure should allow flexibility for the implementation of different recharging technologies in Member States.

Amendment 17

Proposal for a regulation

Recital 14

Text proposed by the Commission

Amendment

(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.

(14) A sufficient number of publicly accessible fast recharging points dedicated to heavy-duty vehicles should also be deployed along the TEN-T network to ensure full connectivity throughout the Union and all its territories and regions. That infrastructure should have sufficient power output to allow the recharge of the vehicle within the driver’s legal break time. In addition to fast recharging points along the network, heavy-duty vehicles should also be able to use publicly accessible recharging infrastructure for overnight recharging along the main transport network to specifically support the electrification of the long haul sector.

Amendment 18

Proposal for a regulation

Recital 17

Text proposed by the Commission

Amendment

(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clients. Recharging or refuelling points for car-sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, should not be considered as publicly accessible recharging or refuelling points.

(17) Publicly accessible recharging or refuelling points include, for example, privately owned recharging or refuelling points accessible to the public that are located on public or private properties, such as public parkings or parkings of supermarkets. A recharging or refuelling point located on a private property that is accessible to the general public should be considered as publicly accessible also in cases where access is restricted to a certain general group of users, for example to clients. Recharging or refuelling points for car-sharing schemes should only be considered accessible to the public if they explicitly allow access for third party users. Recharging or refuelling points located on private properties, access to which is restricted to a limited, determinate circle of persons, such as parking lots in office buildings to which only employees or authorised persons have access, as well as recharging and refuelling stations dedicated to public transport fleets, should not be considered as publicly accessible recharging or refuelling points.

Amendment 19

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

(20) Smart metering systems as defined in Directive (EU) 2019/944 of the European Parliament and of the Council52 enable real-time data to be produced, which is needed to ensure the stability of the grid and to encourage rational use of recharging services. By providing energy metering in real time and accurate and transparent information on the cost, they encourage, in combination with smart recharging points, recharging at times of low general electricity demand and low energy prices. The use of smart metering systems in combination with smart recharging points can optimise recharging, with benefits for the electricity system and for the end user. Member States should encourage the use of smart metering system for the recharging of electric vehicles at publicly accessible recharging stations, where technically feasible and economically reasonable, and ensure that these systems comply with the requirements laid down in Article 20 of Directive (EU) 2019/444.

(20) Smart metering systems as defined in Directive (EU) 2019/944 of the European Parliament and of the Council52 enable real-time data to be produced, which is needed to ensure the stability of the grid and to encourage rational use of recharging services. By providing energy metering in real time and accurate and transparent information on the cost, they encourage, in combination with smart recharging points, as well as bi-directional 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.

__________________

52 Directive (EU) 2019/944 of the European Parliament and of the Council of 5 June 2019 on common rules for the internal market for electricity and amending Directive 2012/27/EU (OJ L 158, 14.6.2019, p. 125).

Amendment 20

Proposal for a regulation

Recital 21

Text proposed by the Commission

Amendment

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

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

Amendment 21

Proposal for a regulation

Recital 21 a (new)

Text proposed by the Commission

Amendment

(21a) To ensure that the swift transformation towards e-mobility takes place in a sustainable way, the Union should take a global leadership role in sustainable products, technologies, services and innovations in particular concerning a circular, socially fair, environmentally and ethically responsible, sustainable battery value chain.

Amendment 22

Proposal for a regulation

Recital 22

Text proposed by the Commission

Amendment

(22) The development of infrastructure for electric vehicles, the interaction of that infrastructure with the electricity system, and the rights and responsibilities assigned to the different actors in the electric mobility market, have to be consistent with the principles established under Directive (EU) 2019/944. In that sense, distribution system operators should cooperate on a non-discriminatory basis with any person establishing or operating publicly accessible recharging points and Member States should ensure that the electricity supply for a recharging point can be the subject of a contract with a supplier other than the entity supplying electricity to the household or premises where this recharging point is located. The access of Union electricity suppliers to recharging points should be without prejudice to the derogations under Article 66 of Directive (EU) 2019/944.

(22) The development of infrastructure for electric vehicles, the interaction of that infrastructure with the electricity system, and the rights and responsibilities assigned to the different actors in the electric mobility market, have to be consistent with the principles established under Directive (EU) 2019/944. In that sense, distribution system operators should cooperate on a non-discriminatory basis with any person establishing or operating publicly accessible recharging points and Member States should ensure that the electricity supply for a recharging point can be the subject of a contract with a supplier other than the entity supplying electricity to the household or premises where this recharging point is located. The access of Union electricity suppliers to recharging points should be without prejudice to the derogations under Article 66 of Directive (EU) 2019/944. The infrastructure for electric vehicles and recharging points should be easily accessible for persons with disabilities or reduced mobility.

Amendment 23

Proposal for a regulation

Recital 22 a (new)

Text proposed by the Commission

Amendment

(22a) Newly proposed obligations regarding a minimum coverage of publicly accessible recharging points dedicated to light and heavy-duty vehicles on the road network result in increased expectations on distribution system operators to connect recharging points, which will consequently affect distribution system in terms of additional investment cost and its functioning on the daily basis. Therefore, implementation of the tasks resulting from this regulation should take into account the technical and financial capabilities of distribution system operators.

Amendment 24

Proposal for a regulation

Recital 25

Text proposed by the Commission

Amendment

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

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

Amendment 25

Proposal for a regulation

Recital 25 a (new)

Text proposed by the Commission

Amendment

(25a) The ‘energy efficiency first principle’ should be taken into account across all sectors, going beyond the energy system, including in road transport, shipping and aviation. In particular it should be considered in policy, planning and investment decisions related to the deployment of recharging and refuelling infrastructure of alternative fuels, including regarding the well-to-wheel energy efficiency of different zero emission technologies.

Amendment 26

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.

(28) At the early stage of market deployment there is still uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar.

__________________

56 COM(2020) 301 final

Amendment 27

Proposal for a regulation

Recital 28 a (new)

Text proposed by the Commission

Amendment

(28a) It will be important to support the effective rollout of the foreseen hydrogen refuelling infrastructure in Member States. This will require coordination amongst all stakeholders, including European, national, and regional institutions, trade unions, and the industry. Initiatives, such as the Clean Hydrogen Joint Undertaking, as set up by Council Regulation (EU) 2021/2085, should also be used with a view to facilitate and leverage private funding to reach the relevant targets set out in this Regulation.

Amendment 28

Proposal for a regulation

Recital 29

Text proposed by the Commission

Amendment

(29) A number of LNG refuelling points are established in the Union, already providing a backbone for the circulation of LNG driven heavy-duty vehicles. The TEN-T core network should remain the basis for the deployment of LNG infrastructure, and progressively for bio-LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but certain limited gaps in the network remain to reach that objective. Member States should by 2025 reach that objective and fill the remaining gaps, after which the target should cease to apply.

(29) A number of LNG refuelling points are already providing a backbone for the circulation of LNG driven heavy-duty vehicles in the Union. The TEN-T core network should remain the basis for the deployment of LNG infrastructure, and progressively for bio-LNG, as it covers the main traffic flows and allows cross border connectivity throughout the Union. It had been recommended in Directive 2014/94/EU that such refuelling points be installed every 400 km on the TEN-T core network, but certain limited gaps in the network remain to reach that objective. LNG stations are insufficient especially in some parts of Europe and in third countries, situated on international transport corridors, including corridors, linking different Member States. Member States are encouraged by 2025 to reach that objective and fill the remaining gaps, after which the target should cease to apply.

Amendment 29

Proposal for a regulation

Recital 30

Text proposed by the Commission

Amendment

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

(30) Users of alternative fuel vehicles should be able to pay easily and conveniently at all publicly accessible recharging and refuelling points, without the need to enter into a contract with the operator of the recharging or refuelling point or a mobility service provider. Therefore, for recharging or refuelling on an ad hoc basis, all publicly accessible recharging and refuelling points should accept card payments. That ad hoc payment method should always be available to consumers, even when contract-based payments are offered at the recharging or refuelling point.

Amendment 30

Proposal for a regulation

Recital 30 a (new)

Text proposed by the Commission

Amendment

(30a) To ensure that the charging infrastructure that is to be deployed is used most effectively and to improve consumer confidence in e-mobility, it is essential that the use of publicly accessible recharging stations is open to all users, regardless of the car brand and whether or not they are part of a contract-based payment scheme. The infrastructure for electric vehicles and recharging points should be easily accessible for persons with disabilities or reduced mobility.

Amendment 31

Proposal for a regulation

Recital 31

Text proposed by the Commission

Amendment

(31) Transport infrastructure should allow seamless mobility and accessibility for all users, including persons with disabilities and older persons. In principle, the location of all recharging and refuelling stations as well as the recharging and refuelling stations themselves should be designed in such a way that they can be used by as much of the public as possible, in particular by older persons, persons with reduced mobility and persons with disabilities. This should include for example providing sufficient space around the parking lot, ensuring that the recharging station is not installed on a kerbed surface, ensuring that the buttons or screen of the recharging station are at an appropriate height and the weight of the recharging and refuelling cables is such that persons with limited strength can handle them with ease. In addition the user interface of the related recharging stations should be accessible. In that sense, the accessibility requirements in Annexes I and III to Directive 2019/88257 should be applicable to recharging and refuelling infrastructure.

(31) Transport infrastructure should allow seamless mobility and accessibility for all users, including persons with disabilities and older persons. The location of all recharging and refuelling stations as well as the recharging and refuelling stations themselves should be designed in such a way that they can be used by as much of the public as possible, in particular by older persons, persons with reduced mobility and persons with disabilities. This should include for example providing sufficient space around the parking lot, ensuring that the recharging station is not installed on a kerbed surface, ensuring that the buttons or screen of the recharging station are at an appropriate height and the weight of the recharging and refuelling cables is such that persons with limited strength can handle them with ease. In addition the user interface of the related recharging stations should be accessible. In that sense, the accessibility requirements in Annexes I and III to Directive 2019/88257 should be applicable to recharging and refuelling infrastructure.

__________________

57 Directive (EU) 2019/882 of the European Parliament and of the Council of 17 April 2019 on the accessibility requirements for products and services (OJ L 151, 7.6.2019, p. 70).

Amendment 32

Proposal for a regulation

Recital 32 a (new)

Text proposed by the Commission

Amendment

(32a) Given the cost and complexity associated with the roll-out of shore-side electricity in maritime ports, it is essential to prioritise the investments, particularly where it makes the most sense in terms of geographic location, emissions reduction and economic viability taking into account frequency of use, regularity of calls and availability of grid capacity.

Amendment 33

Proposal for a regulation

Recital 34

Text proposed by the Commission

Amendment

(34) These targets should take into account the types of vessels served and their respective traffic volumes. Maritime ports with low traffic volumes of certain ship categories, should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume, so as to avoid underused capacity being installed. Similarly, the mandatory targets should not aim to target maximum demand, but a sufficiently high volume, in order to avoid underused capacity and to take account of port operational characteristics. Maritime transport is an important link for the cohesion and economic development of islands in the Union. Energy production capacity in these islands may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. In such a case islands should be exempted from this requirement unless and until such an electrical connection with the mainland has been completed or there is a sufficient locally generated capacity from clean energy sources.

(34) These targets should take into account the types of vessels served and their respective traffic volumes. Maritime ports with low traffic volumes of certain ship categories, should be exempted from the mandatory requirements for the corresponding ship categories based on a minimum level of traffic volume, so as to avoid underused capacity being installed. Similarly, the mandatory targets should not aim to target maximum demand, but a sufficiently high volume, in order to avoid underused capacity and to take account of port operational characteristics. Maritime transport is an important link for the cohesion and economic development of islands and the outermost regions in the Union. Energy production capacity in these islands and outermost regions may not always be sufficient to account for the power demand required to support the provision of shore-side electricity supply. In such a case, islands and the outermost regions should be exempted from this requirement unless and until such an electrical connection with the mainland or neighbouring countries has been completed or there is a sufficient locally generated capacity from clean energy sources.

Amendment 34

Proposal for a regulation

Recital 35

Text proposed by the Commission

Amendment

(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.

Amendment 35

Proposal for a regulation

Recital 37

Text proposed by the Commission

Amendment

(37) In accordance with Article 3 of Directive 2014/94/EU, Member States have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. Both the assessment of the national policy framework and the evaluation of Directive 2014/94/EU have highlighted the need for higher ambition and a better coordinated approach across Member States in view of the expected acceleration in the uptake of alternative fuel vehicles, in particular of electric vehicles. Furthermore, alternatives to fossil fuel will be needed in all transport modes to meet the ambitions of the European Green Deal. The existing National Policy Frameworks should be revised to clearly describe how the much greater need for publicly accessible recharging and refuelling infrastructure as expressed in the mandatory targets is going to be met by the Member States. The revised frameworks should equally address all transport modes including those for which no mandatory deployment targets exists.

(37) In accordance with Article 3 of Directive 2014/94/EU, Member States have established national policy frameworks outlining their plans and objectives to ensure that those objectives would be met. Both the assessment of the national policy framework and the evaluation of Directive 2014/94/EU have highlighted the need for higher ambition and a better coordinated approach across Member States in view of the expected acceleration in the uptake of alternative fuel vehicles, in particular of electric vehicles. Furthermore, fossil fuels should be phased out and green alternatives to fossil fuels will be needed in all transport modes to meet the ambitions of the European Green Deal, the Union objective of reaching climate neutrality by 2050 at the latest and to reduce dependence on conventional fuels. 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 no significant harm" and “do no harm to cohesion” principles, the revision should be based on territorial analysis, identifying the different needs for different sub-national entities and taking into account local and regional expertise and, 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.

Amendment 36

Proposal for a regulation

Recital 38

Text proposed by the Commission

Amendment

(38) The revised national policy frameworks should include supporting actions for the development of the market as regards alternative fuels, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned, while taking into account the needs of small and medium-sized enterprises. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved.

(38) The revised national policy frameworks should be in line with the EU climate targets in achieving the climate neutrality by 2050 at the latest and should include market and traffic shares, data monitoring and evaluation providing for market projections and strong supporting actions for the development of the market as regards alternative fuels and green solutions, including the deployment of the necessary infrastructure to be put into place, in close cooperation with regional and local authorities and with the industry concerned and other stakeholders, while taking into account the fair and just transition and needs of social partners and small and medium-sized enterprises so that the transition is made in a realistic and socially-responsible manner. Additionally, the revised frameworks should describe the overall national framework for planning, permitting and procuring of such infrastructure, including the identified obstacles and actions to remove them so shat a faster rollout of infrastructure can be achieved. The revised national policy frameworks should take into utmost account the energy efficiency first principle. Member States should consider the Commission’s Recommendation and Guidelines on the implementation of the principle, which explain how planning, policy and investment decisions can reduce energy consumption in a number of key sectors, including transport. In sparsely populated and remote areas, outermost regions and areas with low traffic density where demand for such infrastructure is low, securing a sufficiently comprehensive infrastructure may not be possible on market terms. Under State aid law, a Member State may provide investment aid and CEF funding for this purpose. The deployment of alternative fuels infrastructure must leave no one behind.

Amendment 37

Proposal for a regulation

Recital 39

Text proposed by the Commission

Amendment

(39) The development and implementation of the revised national policy frameworks of the Member States should be facilitated by the Commission by means of exchanges of information and best practices between the Member States.

(39) The development and implementation of the revised national policy frameworks of the Member States should be facilitated by the Commission by means of exchanges of information and best practices between the Member States and regional and local authorities.

Amendment 38

Proposal for a regulation

Recital 40

Text proposed by the Commission

Amendment

(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified. In particular, Member States should develop clear strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.

(40) In order to promote alternative fuels and develop the relevant infrastructure, the national policy frameworks should consist of detailed strategies to promote alternative fuels in sectors that are difficult to decarbonise such as aviation, maritime transport, inland waterway transport as well as rail transport on network segments that cannot be electrified, taking into account the national market, traffic share data and market projections. In particular, Member States should develop detailed strategies for the decarbonisation of inland waterway transport along the TEN-T network in close cooperation with those Member States concerned. Long term decarbonisation strategies should also be developed for TEN-T ports and TEN-T airports, in particular with a focus on the deployment of infrastructure for low and zero emission vessels and aircraft as well as for railway lines that are not going to be electrified. On the basis of those strategies the Commission should review this Regulation with a view to setting more mandatory targets for those sectors.

Amendment 39

Proposal for a regulation

Recital 41

Text proposed by the Commission

Amendment

(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 all play a key role in supporting the development of alternative fuels infrastructure.

Amendment 40

Proposal for a regulation

Recital 41 a (new)

Text proposed by the Commission

Amendment

(41a) With at least 30% of the European Regional Development Fund and 37% of the Cohesion Fund to be spent on climate protection, cohesion policy will play a central role in the deployment of a dense, smart and accessible alternative fuels’ infrastructure across the EU. In Member States, regional and local authorities are often pivotal in both financing, including by using ESI Funds, and delivering permits for the construction of the infrastructures needed for the development of the alternative fuels’ market. Therefore, regional and local authorities should be fully involved in the elaboration and implementation of the national policy frameworks for the deployment of the alternative fuels’ infrastructure. Besides, when using ESI funds to deploy such an infrastructure, neighbouring Member states and regions should pay a particular attention on cross-border areas.

Amendment 41

Proposal for a regulation

Recital 42

Text proposed by the Commission

Amendment

(42) Pursuant to Directive 2009/33/EC of the European Parliament and of the Council58 , minimum national shares of public procurement are reserved for clean and zero-emission buses, where a clean bus uses alternative fuels as defined in Article 2, point (3) of this Regulation. With ever more public transport authorities and operators switching to clean and zero-emission buses in order to reach those targets, Member States should include the targeted promotion and development of the necessary bus infrastructure as a key element in their National Policy Frameworks. Member States should establish and maintain appropriate instruments to promote the deployment of charging and refuelling infrastructure also for captive fleets, in particular for clean and zero-emission buses at local level.

(42) Pursuant to Directive 2009/33/EC of the European Parliament and of the Council58, minimum national shares of public procurement are reserved for clean and zero-emission buses, where a clean bus uses alternative fuels as defined in Article 2, point (3) of this Regulation. With ever more public transport authorities and operators switching to clean and zero-emission buses in order to reach those targets, Member States should include the targeted promotion and development of the necessary bus infrastructure as a key element in their National Policy Frameworks, so as to ensure smart and sustainable urban mobility. Member States should establish and maintain appropriate instruments to promote the deployment of charging and refuelling infrastructure also for captive fleets, in particular for clean and zero-emission buses at local level, and of rapid charging as well as the possibility of overnight charging for all public transport service operators.

__________________

58 Directive 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean and energy-efficient road transport vehicles (OJ L 120, 15.5.2009, p. 5).

Amendment 42

Proposal for a regulation

Recital 46

Text proposed by the Commission

Amendment

(46) Data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. The format, the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. Moreover, those data should be accessible in a coherent manner in all Member States. Therefore, data should be provided in accordance with the requirements set in Directive 2010/40/EU of the European Parliament and the Council59 for national access points (NAPs).

(46) Data should play a fundamental role in the adequate functioning of recharging and refuelling infrastructure. The format, the frequency and the quality in which these data should be made available and accessible should determine the overall quality of an alternative fuels infrastructure ecosystem that meets user needs. Moreover, those data should be accessible in a coherent manner in all Member States. Therefore, data should be provided in accordance with the requirements set in Directive 2010/40/EU of the European Parliament and the Council for national access points (NAPs). For services allowing seamless travel across the Union, a Union wide system should also be created, importing standardised information from national systems.

__________________

59 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).

Amendment 43

Proposal for a regulation

Recital 52

Text proposed by the Commission

Amendment

(52) In the application of this Regulation, the Commission should consult relevant expert groups, and in particular the Sustainable Transport Forum (‘STF’) and the European Sustainable Shipping Forum (‘ESSF’). Such expert consultation is of particular importance when the Commission intends to adopt delegated or implementing acts under this Regulation.

(52) In the application of this Regulation, the Commission should consult a broad range of stakeholders, including consumer organisations, as well as relevant expert groups, civil society organisations and in particular the Sustainable Transport Forum (‘STF’) and the European Sustainable Shipping Forum (‘ESSF’), as well as national, regional and local authorities. Such expert consultation is of particular importance when the Commission intends to adopt delegated acts under this Regulation.

Amendment 44

Proposal for a regulation

Recital 54

Text proposed by the Commission

Amendment

(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, taking into account national market and traffic shares data and market projections.

Amendment 45

Proposal for a regulation

Article 1 – paragraph 3

Text proposed by the Commission

Amendment

3. This Regulation establishes a reporting mechanism to stimulate cooperation and ensures a robust tracking of progress. The mechanism shall comprise a structured, transparent, iterative process between the Commission and Member States for the purpose of the finalisation of the national policy frameworks and their subsequent implementation and corresponding Commission action.

3. This Regulation establishes a reporting mechanism to stimulate cooperation and ensures a robust tracking of progress. The mechanism shall comprise a structured, transparent, iterative and multi-level governance process between the Commission and Member States for the purpose of the finalisation of the national policy frameworks, taking into account local and regional strategies for deployment of alternative fuels infrastructure which have already been developed by local and regional authorities, and their subsequent implementation and corresponding Commission action.

Amendment 46

Proposal for a regulation

Article 2 – paragraph 1 – point 3 – point c – indent 3 a (new)

Text proposed by the Commission

Amendment

- biomethane, biopropane, bioLPG, renewable Dimethyl Ether.

Amendment 47

Proposal for a regulation

Article 2 – paragraph 1 – point 3 a (new)

Text proposed by the Commission

Amendment

(3a) ‘alternative fuels infrastructure’ means any infrastructure that allows for the refuelling or charging of different vehicle types or transport modes with alternative fuels that can significantly contribute towards decarbonisation and enhance the environmental performance of the transport sector, therefore, excluding alternative fuels that can be distributed, stored and used with the existing infrastructure, including with minor adaptations or with infrastructure of the same kind;

Amendment 48

Proposal for a regulation

Article 2 – paragraph 1 – point 4

Text proposed by the Commission

Amendment

(4) ‘airport of the TEN-T core and TEN-T comprehensive network’ means an airport as listed and categorised in Annex II to Regulation (EU) No 1315/2013;

deleted

Amendment 49

Proposal for a regulation

Article 2 – paragraph 1 – point 14

Text proposed by the Commission

Amendment

(14) ‘digitally-connected recharging point’ means a recharging point that can send and receive information in real time, communicate bi-directionally with the electricity grid and the electric vehicle, and that can be remotely monitored and controlled, including to start and stop the recharging session and to measure electricity flows;

(14) ‘digitally-connected recharging point’ means a recharging point that can send and receive information in real time, communicate bi-directionally with the electricity grid and the electric vehicle and a building energy management system, if applicable, and that can be remotely monitored and controlled, including to start and stop the recharging session and to measure electricity flows;

Amendment 50

Proposal for a regulation

Article 2 – paragraph 1 – point 19 a (new)

Text proposed by the Commission

Amendment

(19a) 'energy efficiency first’ means ‘energy efficiency first’ as defined in point (18) of Article 2 of Regulation (EU) 2018/1999;

Amendment 51

Proposal for a regulation

Article 2 – paragraph 1 – point 30

Text proposed by the Commission

Amendment

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

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

Amendment 52

Proposal for a regulation

Article 2 – paragraph 1 – point 38 a (new)

Text proposed by the Commission

Amendment

(38a) ‘publicly accessible recharging infrastructure’, 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 an uptime of at least 98%, irrespective of whether there charging infrastructure is located on public or on private property;

Amendment 53

Proposal for a regulation

Article 2 – paragraph 1 – point 43 a (new)

Text proposed by the Commission

Amendment

(43a) ‘recharging point, station or pool dedicated to light and heavy-duty vehicles’ means a recharging point, station or pool designed and intended for recharging both light and heavy-duty vehicles, either due to the specific design of the connectors/plugs or to the design of the parking space adjacent to the recharging point, station or pool, or both;

Amendment 54

Proposal for a regulation

Article 2 – paragraph 1 – point 57

Text proposed by the Commission

Amendment

(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;

Amendment 55

Proposal for a regulation

Article 2 – paragraph 1 – point 58

Text proposed by the Commission

Amendment

(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;

Amendment 56

Proposal for a regulation

Article 2 – paragraph 1 – point 59

Text proposed by the Commission

Amendment

(59) ‘smart recharging’ means a recharging operation in which the intensity of electricity delivered to the battery is adjusted in real-time, based on information received through electronic communication;

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

Amendment 57

Proposal for a regulation

Article 2 – paragraph 1 – point 66 a (new)

Text proposed by the Commission

Amendment

(66a) ‘logistic centre’ means a space in a defined area within which all activities relating to transport, logistics and the distribution of goods - both for national and international transit, are carried out by various operators on a commercial basis; the operators can either be owners or tenants of buildings and facilities (such as warehouses, distribution centres, storage areas, offices and truck services);

Amendment 58

Proposal for a regulation

Article 3 – paragraph 1 – indent 1

Text proposed by the Commission

Amendment

– 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, with sufficient charging capacity for such vehicles; a sufficient number of publicly accessible recharging stations for light duty vehicles is enabled for smart and bi-directional charging;

Amendment 59

Proposal for a regulation

Article 3 – paragraph 1 – indent 2

Text proposed by the Commission

Amendment

– in their territory, publicly accessible recharging stations dedicated to light-duty vehicles are deployed that provide sufficient power output for those vehicles.

– in their territory, publicly accessible recharging stations dedicated to light-duty vehicles are deployed that provide sufficient power output for those vehicles, balanced within their territory between more densely and sparsely populated areas.

Amendment 60

Proposal for a regulation

Article 3 – paragraph 1 – indent 2 a (new)

Text proposed by the Commission

Amendment

- the grid connection and the grid capacity are provided,

Amendment 61

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – point a

Text proposed by the Commission

Amendment

(a) 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

(a) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 3 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle for each year fleet is less than 1%; and

Amendment 62

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – point a a (new)

Text proposed by the Commission

Amendment

(aa) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 2.5 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet for each year is higher than 1% and below 2.5%; and

Amendment 63

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – point a b (new)

Text proposed by the Commission

Amendment

(ab) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 2 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet for each year is higher than 2.5% and below 5%; and

Amendment 64

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – point a c (new)

Text proposed by the Commission

Amendment

(ac) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 1.5 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet for each year is higher than 5% and below 7.5%; and

Amendment 65

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – point a d (new)

Text proposed by the Commission

Amendment

(ad) for each battery electric light-duty vehicle registered in their territory, a total power output of at least 1 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle for each year fleet is higher than 7.5%;

Amendment 66

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – point b

Text proposed by the Commission

Amendment

(b) 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.

(b) 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

Amendment 67

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – point b a (new)

Text proposed by the Commission

Amendment

(ba) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 1.65 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet is between 1% and 2.5%; and

Amendment 68

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – point b b (new)

Text proposed by the Commission

Amendment

(bb) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 1.33 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet is between 2.5% and 5%; and

Amendment 69

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – point b c (new)

Text proposed by the Commission

Amendment

(bc) for each plug-in hybrid light-duty vehicle registered in their territory, a total power output of at least 1 kW is provided through publicly accessible recharging stations if a Member State’s electric vehicles share of the total projected vehicle fleet is between 5 % and 7.5%; and

Amendment 70

Proposal for a regulation

Article 3 – paragraph 1 – subparagraph 1 – point b d (new)

Text proposed by the Commission

Amendment

(bd) 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 if a Member State’s electric vehicles share of the total projected vehicle fleet is higher than 7.5%;

Amendment 71

Proposal for a regulation

Article 3 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1a. At least one recharging station at recharging pool in urban areas and along TEN-T core and TEN-T comprehensive network is dedicated to light commercial vehicles with a trailer, taking into account their special demands relating to the amount of cargo space used by such vehicles.

Without prejudice to points (a) and (b) of this paragraph, Member States shall ensure the deployment of a minimum amount of recharging infrastructure at national level that is sufficient for:

- 2% of electric vehicles in the total projected vehicle fleet for each by 31 December 2025;

- 5% of electric vehicles in the total projected vehicle fleet by 31 December 2027;

- 10% of electric vehicles in the total projected vehicle fleet by 31 December 2030.

Amendment 72

Proposal for a regulation

Article 3 – paragraph 2 – point a – introductory part

Text proposed by the Commission

Amendment

(a) 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:

(a) along the TEN-T core and, if economically feasible, 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:

Amendment 73

Proposal for a regulation

Article 3 – paragraph 2 – point b

Text proposed by the Commission

Amendment

(b) 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

(i) by 31 December 2030, each recharging pool shall offer a power output of at least 300 kW and include at least one recharging station with an individual power output of at least 150 kW;

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

Amendment 74

Proposal for a regulation

Article 3 – paragraph 2 – point b a (new)

Text proposed by the Commission

Amendment

(ba) according to clusters, publicly accessible recharging pools dedicated to light-duty vehicles meeting the requirements of 2 (a) i and ii are deployed:

(i) within a radius of 5 km in urban areas;

(ii) at an existing road within a radius of 60 km in sparsely populated and remote areas. Member States may count the recharging pools of paragraphs 4-7 of this article towards the cluster target.

Amendment 75

Proposal for a regulation

Article 3 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. When setting up and promoting charging infrastructure within the meaning of paragraph 2, the Member States also take into account the objectives of Article 174 TFEU and ensure availability in less densely sparsely populated and remote areas and areas with low traffic density, in addition to those in core TEN-T networks.

Amendment 76

Proposal for a regulation

Article 3 – paragraph 3

Text proposed by the Commission

Amendment

3. Neighbouring Member States shall ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and the TEN-T comprehensive network.

3. Neighbouring Member States shall ensure that the maximum distances referred to in points (a) and (b) are not exceeded for cross-border sections of the TEN-T core and, unless economically unfeasible, of the TEN-T comprehensive network.

Amendment 77

Proposal for a regulation

Article 3 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. The provisions of art. 3 shall not apply to existing sections of the TEN-T core network, which at the date specified in art. 3 are under upgrade/construction process, and in accordance with Regulation 1315/2013 has a status of section “to be upgraded”. Member states shall ensure a minimum coverage of publicly accessible recharging points, for all newly constructed, upgraded and retrofitted sections of the TEN-T core network in accordance with the provisions of art. 3 or within 24 months after the completion of works [if date of completion is beyond date given by art. 3].

Justification

When an existing road is being upgraded to a new standards it is often being constructed on a new and dedicated route, and do not overlap. Therefore it is not cost effective to construct alternative fuels infrastructure on existing roads if they are to be upgraded, especially along new routes, in the incoming future (before 2030). The proposed flexibility mechanism allows to tackle this problem, while preserving and obligation on MSs to construct the alternative fuels infrastructure along TEN-T network in line with the proposed regulation.

Amendment 78

Proposal for a regulation

Article 3 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Paragraph 1 and 2 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental ones. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.

Amendment 79

Proposal for a regulation

Article 3 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3b. The Commission should review, if necessary, the targets set in this regulation for electric recharging infrastructure dedicated to light-duty vehicles to align them with the requirements set in the Regulation on the CO2 emission standards for light-duty vehicles.

Amendment 80

Proposal for a regulation

Article 3 – paragraph 3 c (new)

Text proposed by the Commission

Amendment

3c. The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors, connecting Member Stats, are situated.

Amendment 81

Proposal for a regulation

Article 3 – paragraph 3 d (new)

Text proposed by the Commission

Amendment

3d. Where a recharging pool is serving both light and heavy-duty vehicles, the recharging pool and the recharging stations within shall be regarded as publicly accessible recharging infrastructure for both light duty and heavy duty road vehicles, provided that the total installed capacity and type of chargers are as required for both light and heavy-duty vehicles.

Amendment 82

Proposal for a regulation

Article 3 – paragraph 3 e (new)

Text proposed by the Commission

Amendment

3e. The provisions of this article shall not apply to existing sections of the TEN-T core network which at the date specified in art. 3 are under upgrade/construction process, and in accordance with Regulation 1315/2013 has a status of section “to be upgraded”. Member states shall ensure a minimum coverage of publicly accessible recharging points, for all newly constructed, upgraded and retrofitted sections of the TEN-T core network in accordance with the provisions of art. 3 or within 24 months after the completion of works [if date of completion is beyond date given by art. 3].

Amendment 83

Proposal for a regulation

Article 4 – paragraph 1 – point a – point i

Text proposed by the Commission

Amendment

(i) 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 31 December 2025, each recharging pool shall offer a power output of at least 2000 kW and include at least two recharging stations with an individual power output of at least 350 kW;

Amendment 84

Proposal for a regulation

Article 4 – paragraph 1 – point a – point ii

Text proposed by the Commission

Amendment

(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 350 kW;

Amendment 85

Proposal for a regulation

Article 4 – paragraph 1 – point b – point i

Text proposed by the Commission

Amendment

(i) 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;

(i) by 31 December 2030, each recharging pool shall offer a power output of at least 2000 kW and include at least two recharging stations with an individual power output of at least 350 kW;

Amendment 86

Proposal for a regulation

Article 4 – paragraph 1 – point b – point ii

Text proposed by the Commission

Amendment

(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 four recharging stations with an individual power output of at least 350 kW;

Amendment 87

Proposal for a regulation

Article 4 – paragraph 1 – point c

Text proposed by the Commission

Amendment

(c) 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;

(c) by 31 December 2027, in each safe and secure parking area at least one two recharging stations dedicated to heavy-duty vehicles with a power output of at least 100 kW are installed enabled for smart and bi-directional charging;

Amendment 88

Proposal for a regulation

Article 4 – paragraph 1 – point c a (new)

Text proposed by the Commission

Amendment

(ca) by 31 December 2030, in each safe and secure parking area at least four recharging stations dedicated to heavy duty vehicles with a power output of at least 100 kW are installed and enabled for smart and bi-directional charging;

Amendment 89

Proposal for a regulation

Article 4 – paragraph 1 – point d

Text proposed by the Commission

Amendment

(d) 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;

(d) 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;

Amendment 90

Proposal for a regulation

Article 4 – paragraph 1 – point e

Text proposed by the Commission

Amendment

(e) 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.

(e) 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;

Amendment 91

Proposal for a regulation

Article 4 – paragraph 1 – point e a (new)

Text proposed by the Commission

Amendment

(ea) by 31 December 2025, in each logistic centre, at least20% of the loading stations, publicly accessible recharging points dedicated to heavy-duty vehicles providing an individual power output of at least 350 kW are deployed, and at least 40% of the loading stations by 31 December 2030;

Amendment 92

Proposal for a regulation

Article 4 – paragraph 1 – point e b (new)

Text proposed by the Commission

Amendment

(eb) Member States shall ensure that the grid connection and the grid capacity necessary is provided.

Amendment 93

Proposal for a regulation

Article 4 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. The Commission may review, if necessary, the targets set in this Regulation for electric recharging infrastructure dedicated to heavy-duty vehicles to align them with the new requirements set in the updated regulation EU 2019/1242 on the CO2 emission standards for heavy-duty vehicles.

Amendment 94

Proposal for a regulation

Article 4 – paragraph 2 b (new)

Text proposed by the Commission

Amendment

2b. Paragraph 1 shall not apply to the outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.

Amendment 95

Proposal for a regulation

Article 4 – paragraph 2 c (new)

Text proposed by the Commission

Amendment

2c. The Commission should take the necessary measures to ensure the cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.

Amendment 96

Proposal for a regulation

Article 5 – paragraph 2 – introductory part

Text proposed by the Commission

Amendment

2. Operators of recharging points shall, at the publicly accessible recharging points operated by them, provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using a payment instrument that is widely used in the Union. To that end:

2. Operators of recharging points shall, at the publicly accessible recharging points operated by them, provide end users with the possibility to recharge their electric vehicle on an ad hoc basis using a payment instrument, which accepts electronic payments through terminals and devices used for payment services, at least via payment cards. To that end:

Amendment 97

Proposal for a regulation

Article 5 – paragraph 2 – point a – introductory part

Text proposed by the Commission

Amendment

(a) 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:

(a) 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 via payment cards (debit and credit cards) and one of the following:

Amendment 98

Proposal for a regulation

Article 5 – paragraph 2 – point a – point i

Text proposed by the Commission

Amendment

(i) payment card readers;

deleted

Amendment 99

Proposal for a regulation

Article 5 – paragraph 2 – point b

Text proposed by the Commission

Amendment

(b) 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

(i) payment card readers;

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

Amendment 100

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 1

Text proposed by the Commission

Amendment

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

From 1 January 2027 onwards, operators of recharging points shall ensure that all publicly accessible recharging stations operated by them comply with the requirement in point (a).

Amendment 101

Proposal for a regulation

Article 5 – paragraph 2 – subparagraph 2

Text proposed by the Commission

Amendment

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 point (a) shall not apply to publicly accessible recharging points that do not require payment for the recharging service.

Amendment 102

Proposal for a regulation

Article 5 – paragraph 4

Text proposed by the Commission

Amendment

4. Prices charged by operators of publicly accessible recharging points shall be reasonable, easily and clearly comparable, transparent and non-discriminatory. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers. Where relevant, the level of prices may only be differentiated in a proportionate manner, according to an objective justification.

4. Prices charged by operators of publicly accessible recharging points shall be reasonable, easily and clearly comparable, transparent and non-discriminatory and be based only on the electricity received by the vehicle. Operators of publicly accessible recharging points shall not discriminate between the prices charged to end users and prices charged to mobility service providers nor between prices charged to different mobility service providers.

Amendment 103

Proposal for a regulation

Article 5 – paragraph 4 a (new)

Text proposed by the Commission

Amendment

4a. Member States shall empower national regulatory authorities to adopt measures ensuring that price gouging does not occur, based on, inter alia the distance to the next charger, the level of battery charge, the vehicle brand or participation in a contract-based payment system. National regulatory authorities shall monitor pricing and practices of vehicle producers and recharging point operators, shall consider appropriate measures to safeguard competition and consumer protection and shall also periodically report to the Commission.

Amendment 104

Proposal for a regulation

Article 5 – paragraph 5 – indent 2

Text proposed by the Commission

Amendment

– price per minute,

deleted

Amendment 105

Proposal for a regulation

Article 5 – paragraph 6

Text proposed by the Commission

Amendment

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

6. Prices charged by mobility service providers to end users shall be reasonable, transparent and non-discriminatory. Mobility service providers shall make available to end users all applicable price information, prior to the start of the recharging session, and specific to their intended recharging session, through freely available, widely supported electronic means, clearly distinguishing the price components charged by the operator of 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 example for calibration services, efficiency losses or cross-border e-roaming shall be applied.

Amendment 106

Proposal for a regulation

Article 5 – paragraph 8

Text proposed by the Commission

Amendment

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

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

Amendment 107

Proposal for a regulation

Article 5 – paragraph 8 a (new)

Text proposed by the Commission

Amendment

8a. Operators of publicly accessible recharging points shall ensure that all publicly accessible recharging points operated by them comply with provisions of directive (EU) 2016/1148 of the European Parliament and of the Council of 6 July 2016 concerning measures for a high common level of security of network and information systems across the Union.

Amendment 108

Proposal for a regulation

Article 5 – paragraph 9

Text proposed by the Commission

Amendment

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 within parking and rest a reason the TEN-T road network where alternative fuels infrastructure is installed, to enable easy identification of the exact location of the alternative fuels infrastructure. Such signposting shall also be deployed at the point where suchalternative fuel infrastructure is installed.

Amendment 109

Proposal for a regulation

Article 6 – paragraph 1 – introductory part

Text proposed by the Commission

Amendment

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 2030, taking into account the national and Union-wide market share and transit traffic share indicators.

Amendment 110

Proposal for a regulation

Article 6 – paragraph 1 – subparagraph 1

Text proposed by the Commission

Amendment

To that end Member States shall ensure that by 31 December 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 150 km in-between them along the TEN-T core and the TEN-T comprehensive network. Liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 450 km in-between them.

To that end Member States shall ensure that by 31 December 2030 publicly accessible hydrogen refuelling stations with a minimum capacity of 2 t/day and equipped with at least a 700 bars dispenser are deployed with a maximum distance of 100 km in-between them along the TEN-T core and the TEN-T comprehensive network. Liquid hydrogen shall be made available at publicly accessible refuelling stations with a maximum distance of 400 km in-between them.

Amendment 111

Proposal for a regulation

Article 6 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. The Commission shall take the necessary measures to ensure cooperation with third countries, especially candidates for membership in the EU and those third countries in which transit corridors connecting Member States are situated.

Paragraph 1 shall not apply to outermost regions and islands, if the costs are disproportionate to the benefits, including environmental benefits. In such a case, Member States shall reasonably explain their decision and shall make available that information on their national policy frameworks.

Amendment 112

Proposal for a regulation

Article 7 – paragraph 1 – introductory part

Text proposed by the Commission

Amendment

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

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

Amendment 113

Proposal for a regulation

Article 7 – paragraph 1 – point a

Text proposed by the Commission

Amendment

(a) payment card readers;

deleted

Amendment 114

Proposal for a regulation

Article 7 – paragraph 1 – point b

Text proposed by the Commission

Amendment

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

deleted

Amendment 115

Proposal for a regulation

Article 7 – paragraph 2

Text proposed by the Commission

Amendment

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 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.

Amendment 116

Proposal for a regulation

Article 9 – paragraph 1 – introductory part

Text proposed by the Commission

Amendment

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

1. Member States shall ensure that shore-side electricity supply for seagoing container and passenger ships is provided in maritime ports. To that end, Member States shall take the necessary measures to ensure that by 1 January 2030:

Amendment 117

Proposal for a regulation

Article 9 – paragraph 3

Text proposed by the Commission

Amendment

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, outermost region or in a sparsely populated area which is not sufficiently connected directly to the electricity grid, paragraph 1 shall not apply, until such a connection has been completed or there is a sufficient locally generated capacity from clean energy sources.

Amendment 118

Proposal for a regulation

Article 11 – title

Text proposed by the Commission

Amendment

Targets for supply of LNG in maritime ports

Targets for supply of LNG and other alternative fuels in maritime ports

Amendment 119

Proposal for a regulation

Article 11 – paragraph 1

Text proposed by the Commission

Amendment

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.

Amendment 120

Proposal for a regulation

Article 11 – paragraph 2

Text proposed by the Commission

Amendment

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 existing LNG supply points as well as actual market needs and developments.

Amendment 121

Proposal for a regulation

Article 12 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. Where the airport of the TEN-T core network or the TEN-T comprehensive network is located on an island which is not connected directly to the electricity grid or in an outermost region, paragraph1 shall not apply until such a connection has been completed or there is sufficient locally generated capacity from clean energy sources or if the costs are disproportionate to the benefits, including environmental benefits.

Amendment 122

Proposal for a regulation

Article 13 – paragraph 1 – introductory part

Text proposed by the Commission

Amendment

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, jointly with national, regional and local authorities, 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. The national policy framework shall be based on detailed market and traffic shares, especially for transit traffic, data monitoring and include detailed market projections.

Amendment 123

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 1 – point a

Text proposed by the Commission

Amendment

(a) 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;

(a) 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 as well as mobility and accessibility in outermost regions and between them and the mainland;

Amendment 124

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 1 – point a a (new)

Text proposed by the Commission

Amendment

(aa) an assessment of how measures will be implemented in full accordance with the energy efficiency first, and the "do no significant harm" and the “do no harm to cohesion” principles when making planning and investment decisions related to the deployment of recharging and refuelling infrastructure for alternative fuels; in particular, Member States shall take into account efficiencies achievable through, inter alia, fuel switch, including considerations of well-to-wheel energy efficiency of different zero missions technologies, modal shift, increased public transport use, shared mobility growth, optimised placing of charging and refuelling infrastructure, and optimised utilisation of such infrastructure; Member States shall also state how their national frameworks do not hamper the convergence process, or nor contribute to regional disparities;

Amendment 125

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 1 – point j a (new)

Text proposed by the Commission

Amendment

(j a) measures to ensure that the expansion of publicly accessible recharging and refuelling points, as well as alternative fuel powered transport options, in particular public transport, are affordable and accessible for all;

Amendment 126

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 1 – point k

Text proposed by the Commission

Amendment

(k) measures to remove possible obstacles with regards to planning, permitting and procuring of alternative fuels infrastructure;

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

Amendment 127

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 1 – point k a (new)

Text proposed by the Commission

Amendment

(k a) measures to ensure that the density of publicly accessible alternative fuels infrastructure available at national level takes into account the population density and the vehicle fleet powered by alternative fuels in the respective NUTS 3 region;

Amendment 128

Proposal for a regulation

Article 13 – paragraph 1 – subparagraph 1 – point n

Text proposed by the Commission

Amendment

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

(n) a deployment plan for alternative fuels infrastructure in maritime ports other than for LNG and shore-side electricity supply for use by sea going vessels, in particular for hydrogen, hydrogen derived fuels, ammonia and electricity;

Amendment 129

Proposal for a regulation

Article 13 – paragraph 1 a (new)

Text proposed by the Commission

Amendment

1a. When preparing a draft national policy framework, the Member States can deviate from mandatory national targets set out in Article 4 provided that it is based on comprehensive justification. Such deviation shall not be more than 15% of that targets.

Amendment 130

Proposal for a regulation

Article 13 – paragraph 2

Text proposed by the Commission

Amendment

2. Member States shall ensure that the national policy frameworks take into account the needs of the different transport modes existing on their territory, including those for which limited alternatives to fossil fuels are available.

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

Amendment 131

Proposal for a regulation

Article 13 – paragraph 2 a (new)

Text proposed by the Commission

Amendment

2a. Member States shall cooperate with the relevant distribution system operators in preparing their national policy frameworks in relation to deployment of recharging points.

Amendment 132

Proposal for a regulation

Article 13 – paragraph 3

Text proposed by the Commission

Amendment

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, in particular transport and energy infrastructure providers. Regional and local authorities shall betaken on board regarding the deployment of the alternative fuels infrastructure.

Amendment 133

Proposal for a regulation

Article 13 – paragraph 3 a (new)

Text proposed by the Commission

Amendment

3a. Members States, in their policy frameworks, shall take into account regional disparities and pay special attention to less developed regions (at NUTS-2 level).

The Commission should take the necessary measures to ensure the cooperation with third-countries, especially candidates for membership in the EU and those third countries, in which transit corridors, connecting Member States, are situated.

Amendment 134

Proposal for a regulation

Article 13 – paragraph 5

Text proposed by the Commission

Amendment

5. Support measures for alternative fuels infrastructure shall comply with the relevant State aid rules of the TFEU.

5. Support measures for alternative fuels infrastructure shall be aligned with the EU climate objective of achieving climate neutrality by 2050 at the latest and comply with the relevant State aid rules of the TFEU. 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.

Amendment 135

Proposal for a regulation

Article 13 – paragraph 6

Text proposed by the Commission

Amendment

6. Each Member State shall make available to the public its draft national policy framework and shall ensure that the public is given early and effective opportunities to participate in the preparation of the draft national policy framework.

6. Each Member State shall make available to the public its draft national policy framework and shall ensure that the public authorities, the regional and local in particular, are given early and effective opportunities to participate in the preparation of the draft national policy framework.

Amendment 136

Proposal for a regulation

Article 13 – paragraph 7 – point b

Text proposed by the Commission

Amendment

(b) policies and measures relating to Member States’ objectives and targets.

(b) policies and measures relating to Member States’ objectives, targets and their geographic distribution across the regions within the Member.

Amendment 137

Proposal for a regulation

Article 13 – paragraph 7 a (new)

Text proposed by the Commission

Amendment

7a. When a Member State decides to use possibility to deviate from mandatory national targets as set out in paragraph 1a, the Commission shall also assess the reasons that are behind such deviation and may ask a Member State for more clarification.

Amendment 138

Proposal for a regulation

Article 14 – paragraph 3

Text proposed by the Commission

Amendment

3. The regulatory authority of a Member States shall assess, at the latest by 30 June 2024 and periodically every three years thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, whether public or private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944.

3. The regulatory authority of a Member States shall assess, in cooperation with distribution system operators concerned, at the latest by 30 June 2024 and periodically every year thereafter, how the deployment and operation of recharging points could enable electric vehicles to further contribute to the flexibility of the energy system, including their participation in the balancing market, and to the further absorption of renewable electricity. That assessment shall take into account all types of recharging points, whether public or private, and provide recommendations in terms of type, supporting technology and geographical distribution in order to facilitate the ability of users to integrate their electric vehicles in the system. It shall cover pricing and other consumer relevant aspects according to Article 13 and be made publicly available. On the basis of the results of the assessment, Member States shall, if necessary, take the appropriate measures for the deployment of additional recharging points and include them in their progress report referred to in paragraph 1. The assessment and measures shall be taken into account by the system operators in the network development plans referred to in Article 32(3) and Article 51 of Directive (EU) 2019/944.

Amendment 139

Proposal for a regulation

Article 14 – paragraph 4

Text proposed by the Commission

Amendment

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

4. On the basis of input from transmission system operators and distribution system operators, the regulatory authority of a Member States shall assess, at the latest by 1 30 June 2024 and periodically every three years thereafter, the potential contribution of bidirectional charging to the penetration of renewable electricity into the electricity system. That assessment shall be made publicly available. On the basis of the results of the assessment, Member States shall take, after involvement of all relevant stakeholders including operators of recharging points and solution providers, the appropriate measures to adjust the availability and geographical distribution of bidirectional recharging points, in both public and private areas and include them in their progress report referred to in paragraph 1.

Amendment 140

Proposal for a regulation

Article 15 – paragraph 3 – point b a (new)

Text proposed by the Commission

Amendment

(b a) consumer relevant aspects pursuant to Articles 13 and14.

Amendment 141

Proposal for a regulation

Article 15 – paragraph 4 – point b

Text proposed by the Commission

Amendment

(b) the number of publicly accessible hydrogen refuelling points;

(b) the number of publicly accessible hydrogen and other renewable refuelling points;

Amendment 142

Proposal for a regulation

Article 15 – paragraph 4 – point e

Text proposed by the Commission

Amendment

(e) the number of refuelling points for LNG at maritime and inland ports of the TEN-T core network and the TEN-T comprehensive network;

(e) 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;

Amendment 143

Proposal for a regulation

Article 15 – paragraph 4 – point j

Text proposed by the Commission

Amendment

(j) refuelling and recharging points for rail transport.

(j) refuelling and recharging points for rail transport and public transport fleets;

Amendment 144

Proposal for a regulation

Article 15 – paragraph 4 – point j a (new)

Text proposed by the Commission

Amendment

(j a) the alternative fuel infrastructure in islands and outermost regions;

Amendment 145

Proposal for a regulation

Article 17 – paragraph 1

Text proposed by the Commission

Amendment

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

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

Amendment 146

Proposal for a regulation

Article 18 – paragraph 2 – introductory part

Text proposed by the Commission

Amendment

2. Operators of publicly accessible recharging and refuelling points or, in accordance with the arrangement between them, the owners of those points, shall ensure the availability of static and dynamic data concerning alternative fuels infrastructure operated by them and allow accessibility of that data through the National Access Points at no cost. The following data types shall be made available:

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

Amendment 147

Proposal for a regulation

Article 18 – paragraph 2 – point a – point i

Text proposed by the Commission

Amendment

(i) geographic location of the recharging or refuelling point,

(i) geographic location of the recharging or refuelling point and facilities around the recharging or refuelling point,

Amendment 148

Proposal for a regulation

Article 18 – paragraph 2 – point a – point ii

Text proposed by the Commission

Amendment

(ii) number of connectors,

(ii) number and availability of connectors,

Amendment 149

Proposal for a regulation

Article 18 – paragraph 2 – point a – point iii

Text proposed by the Commission

Amendment

(iii) number of parking spaces for people with disabilities,

(iii) number of parking spaces for people with disabilities and reduced mobility,

Amendment 150

Proposal for a regulation

Article 18 – paragraph 2 – subparagraph 1 a (new)

Text proposed by the Commission

Amendment

Dynamic data specified in point (c) of this paragraph should be made available accurately and in real time in time intervals of no more than one hour, with forecasting, where available.

Amendment 151

Proposal for a regulation

Article 18 – paragraph 3

Text proposed by the Commission

Amendment

3. Member States shall ensure the accessibility of data on an open and non-discriminatory basis to all stakeholders through their National Access Point in application of Directive 2010/40/EU of the European Parliament and the Council67 .

3. Member States shall ensure the accessibility of data on an open and non-discriminatory basis to all stakeholders through their National Access Point in application of Directive 2010/40/EU of the European Parliament and the Council67 as well as in an European Access Point system, and ensure that information is made publicly available to be used for other market participants and service providers, with due respect for data protection requirements. Member States shall ensure that operators of publicly accessible recharging points transmit data, especially those relevant to prices, to the national regulatory authorities and the market transparency body.

__________________

67 Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport (OJ L 207, 6.8.2010, p. 1).

Amendment 152

Proposal for a regulation

Article 18 – paragraph 4 – point c a (new)

Text proposed by the Commission

Amendment

(c a) establish a single European access point by 2024.

Amendment 153

Proposal for a regulation

Article 21 – paragraph 1

Text proposed by the Commission

Amendment

1. The Commission shall be assisted by a committee. That committee shall be a committee within the meaning of Regulation (EU) No 182/2011.

1. The Commission shall be assisted by a committee. That committee shall be composed of a broad range of stakeholders, including civil society and consumer organisations, and representatives of Member States according to Regulation (EU) No 182/2011.

Amendment 154

Proposal for a regulation

Article 21 a (new)

Text proposed by the Commission

Amendment

Article 21 a

Compensatory regulatory reduction

The Commission shall present, one year after the entry into force of this Regulation at the latest, and in line with its communication on the application of the “one in, one out” principle, proposals offsetting the regulatory burdens introduced by this Regulation, through the revision or removal of provisions in other EU Regulations that generate compliance costs in the affected sectors.

Amendment 155

Proposal for a regulation

Article 22 – title

Text proposed by the Commission

Amendment

Review

Report and review

Amendment 156

Proposal for a regulation

Article 22 – paragraph 1

Text proposed by the Commission

Amendment

By 31 December 2026, the Commission shall review this Regulation, and, where appropriate, submit a proposal to amend it.

By 31 December 2026, the Commission shall review this Regulation, and, where appropriate, submit a proposal to amend it, establishing alternative infrastructure deployment targets, commensurate with the uptake of new climate-neutral alternative fuels.

The Commission shall report to the European Parliament and the Council, by 31 December 2029, and every three years up to 2050, the results of an evaluation of this Regulation, with emphasis on this Regulation’s effects on the functioning of the single market, the competitiveness of affected sectors and the magnitude of carbon leakage.

PROCEDURE – COMMITTEE ASKED FOR OPINION

Title

Deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council

References

COM(2021)0559 – C9-0331/2021 – 2021/0223(COD)

Committee responsible

Date announced in plenary

TRAN

13.9.2021

Opinion by

Date announced in plenary

REGI

13.9.2021

Rapporteur for the opinion

Date appointed

Bronis Ropė

27.9.2021

Discussed in committee

10.2.2022

15.3.2022

Date adopted

21.4.2022

Result of final vote

+:

–:

0:

18

15

7

Members present for the final vote

Matteo Adinolfi, François Alfonsi, Pascal Arimont, Adrian-Dragoş Benea, Isabel Benjumea Benjumea, Tom Berendsen, Erik Bergkvist, Stéphane Bijoux, Rosanna Conte, Rosa D’Amato, Christian Doleschal, Raffaele Fitto, Chiara Gemma, Mircea-Gheorghe Hava, Krzysztof Hetman, Ondřej Knotek, Elżbieta Kruk, Joachim Kuhs, Nora Mebarek, Martina Michels, Alin Mituța, Dan-Ştefan Motreanu, Andżelika Anna Możdżanowska, Niklas Nienaß, Andrey Novakov, Younous Omarjee, Alessandro Panza, Tsvetelina Penkova, Caroline Roose, André Rougé, Susana Solís Pérez, Irène Tolleret, Valdemar Tomaševski

Substitutes present for the final vote

Álvaro Amaro, Josianne Cutajar, Mónica Silvana González, Stelios Kympouropoulos, Jan Olbrycht, Bronis Ropė, Yana Toom

FINAL VOTE BY ROLL CALL IN COMMITTEE ASKED FOR OPINION

Key to symbols:

PROCEDURE – COMMITTEE RESPONSIBLE

Title

Deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council

References

COM(2021)0559 – C9-0331/2021 – 2021/0223(COD)

Date submitted to Parliament

15.7.2021

Committee responsible

Date announced in plenary

TRAN

13.9.2021

Committees asked for opinions

Date announced in plenary

ENVI

13.9.2021

ITRE

13.9.2021

REGI

13.9.2021

Rapporteurs

Date appointed

Ismail Ertug

26.10.2021

Discussed in committee

1.12.2021

14.3.2022

19.4.2022

Date adopted

3.10.2022

Result of final vote

+:

–:

0:

36

2

6

Members present for the final vote

Andris Ameriks, Erik Bergkvist, Izaskun Bilbao Barandica, Paolo Borchia, Karolin Braunsberger-Reinhold, Ciarán Cuffe, Jakop G. Dalunde, Karima Delli, Ismail Ertug, Giuseppe Ferrandino, Carlo Fidanza, Mario Furore, Søren Gade, Isabel García Muñoz, Elsi Katainen, Elena Kountoura, Bogusław Liberadzki, Peter Lundgren, Benoît Lutgen, Elżbieta Katarzyna Łukacijewska, Marian-Jean Marinescu, Cláudia Monteiro de Aguiar, Caroline Nagtegaal, Jan-Christoph Oetjen, Philippe Olivier, Rovana Plumb, Dominique Riquet, Massimiliano Salini, Vera Tax, Barbara Thaler, Henna Virkkunen, Lucia Vuolo, Roberts Zīle

Substitutes present for the final vote

Leila Chaibi, Nicola Danti, Roman Haider, Ljudmila Novak, Jutta Paulus, Dorien Rookmaker, Annalisa Tardino, Kathleen Van Brempt, Marianne Vind, Jörgen Warborn

Substitutes under Rule 209(7) present for the final vote

Iuliu Winkler

Date tabled

4.10.2022

FINAL VOTE BY ROLL CALL IN COMMITTEE RESPONSIBLE

Key to symbols:

On the proposal for a regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council

DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION

EXPLANATORY STATEMENT

ANNEX: LIST OF ENTITIES OR PERSONS FROM WHOM THE RAPPORTEUR HAS RECEIVED INPUT

OPINION OF THE COMMITTEE ON THE ENVIRONMENT, PUBLIC HEALTH AND FOOD SAFETY

OPINION OF THE COMMITTEE ON INDUSTRY, RESEARCH AND ENERGY

OPINION OF THE COMMITTEE ON REGIONAL DEVELOPMENT

PROCEDURE – COMMITTEE RESPONSIBLE

FINAL VOTE BY ROLL CALL IN COMMITTEE RESPONSIBLE