On 24th January 2013, the European Commission proposed an ambitious set of measures, known as the “Clean Power for Transport package”, to solve the chicken-or-egg problem hampering the market uptake of clean (and in particular electric) vehicles in Europe. The initiative aimed at ensuring the necessary build-up of alternative fuel stations across Europe with common standards for their design and use and included a proposal for a Directive on the deployment of alternative fuels recharging and refuelling infrastructure. After extensive inter-institutional negotiations between the Commission, the Council and the European Parliament, the Directive was finally adopted on 29th September 2014. It requires Member States to develop national policy frameworks for the market development of clean vehicles, foresees the use of common technical specifications for recharging and refuelling stations and requests the setting up of consumer information on alternative fuels.

1. European Sustainable Energy & Climate Policy | Friday 09 September 2016
Alternative Fuels for Sustainable Mobility in Europe:
Directive 2014/94/EU

2. S
1. Introduction: The Genesis of the Proposal
2. The Clean Power for Transport Package
3. The Proposed Directive - Article by Article
4. The Outcome of the Co-Decision Procedure
5. Implementation of the Directive
6. What’s next?
7. Conclusions and Q&A
ummary

3. The Genesis of the Proposal
• In 2011, the EU adopted a White Paper on Transport, outlining its long-term strategy for
the horizon 2050, setting objectives in terms of emission reduction and air quality:
• 2030: -20% GHG emissions vs. 2008 level
• 2050: -70% GHG emissions vs. 2008 level (-60% GHGs vs. 1990 level)
• Halve the use of ‘conventionally-fuelled’ cars in cities by 2030, phase them out by 2050
• CO2-free city logistics in major urban centres by 2030
• The White Paper also identified other strategic issues to be tackled such as:
• Oil dependence : 94% of energy consumed in transport of which 84% imported for up to € 1
billion/day resulting in 2.5% GDP deficit in trade balance
• Renewables to be increasingly used for transport fuel (from 5% to 10% share by 2020)
• Develop the appropriate infrastructure for energy supply to the customer
(refuelling/recharging points)

4. The Genesis of the Proposal
• Among the key actions to be taken, the Commission committed to propose:
• A “sustainable alternative fuels strategy including also the appropriate infrastructure” (Initiative 24)
• “Rules on the interoperability of charging infrastructure for clean vehicles” (Initiative 26).
• “Guidelines and standards for refuelling infrastructures” (Initiative 26)
• On 24 January 2013, the EC published the “Clean Power for Transport Package”:
• A Communication laying out a comprehensive European alternative fuels strategy [COM(2013)17];
• A proposal for a Directive on the deployment of alternative fuels recharging and refuelling infrastructure
[COM(2013)18];
• An accompanying Impact Assessment [SWD(2013)5];
• A Staff Working Document setting out the needs in terms of market conditions, regulations, codes and
standards for a broad market uptake of LNG in the shipping sector [SWD(2013)4].

5. Key figures
Members States
Existing infrastructure
(charging points)
2011
Austria 489
Belgium 188
Czech Republic 23
Germany 1,937
Denmark 280
France 1,600
Ireland 640
Italy 1,350
Netherlands 1,700
Poland 27
Portugal 1,350
Romania 1
Spain 1,356
Slovenia 80
Sweden -
United Kingdom 703
• Electric vehicles sales in 2011:
Country Units sold
United States 19,860
Japan 7,671
Germany 1,858
France 1,796
Norway 1,547
UK 1,170
• Charging infrastructure in 2011:

6. The Clean Power for Transport Package
• The EC Communication explicits the challenges to be addressed as the market development of
alternative fuels is still held back by several factors:
• Technological and commercial short-comings (battery autonomy, high retail cost of vehicles, etc.)
• Lack of consumer acceptance (reliability, no 2nd hand market);
• Missing adequate infrastructure.
• It evaluates the main alternative fuel options available and acknowledges that “there is no single fuel
solution” but “all main alternative fuel options must be pursued, with a focus on the needs of each
transport mode”:

7. “Chicken and egg problem”

8. “Chicken and egg problem”
Industry cannot
manufacture EVs at
a competitive price
(no economy of
scale)
No charging infrastructure
being built due to insufficient
number of vehicles
Consumers don’t
purchase EVs
• The proposal for a Directive on the deployment
of alternative fuels recharging and refuelling
infrastructure aims to solve the “chicken and egg
problem”.
• For the Commission, ensuring a “sufficient
infrastructure coverage to ensure economies of
scale on the supply side and network effects on the
demand side” will initiate a “virtuous circle” by
fulfilling a technical prerequisite and improving
consumer acceptance to foster EVs market uptake.
• It focuses on the fuels where failures of market
coordination are particularly relevant, that is
electricity, hydrogen and natural gas (LNG and
CNG).

9. The Proposed Directive – Article by Article
• Article 3 required each Member State to adopt a national policy framework for the market
development of alternative fuels (incl. hydrogen) and to submit it every two years. It shall include the
following elements (Annex I):
• A regulatory framework to support alternative fuels infrastructure development
• Policy measures for implementation of the framework including direct incentives for alternative fuels means
of transport, tax incentives
• Deployment and manufacturing support with a yearly budget of each transport mean (road, rail, water, air)
• R&D budget per year
• Targets for 2020 by means of transport & national targets per year

10. The Proposed Directive – Article by Article
• Article 4 sets minimum targets for electric transport for each Member State by 31st December 2020
including:
• Minimum number of recharging points for each Member State (listed in Annex II) e.g. for France: 969,000
recharging points of which a minimum of 97,000 to be public.
• 10% minimum recharging points publicly accessible
• All recharging points must comply with Type 2 by 2015 (slow points – from 3,7 to 22 kW) and 2017 (fast
points).
• All publicly accessible recharging points for electric vehicles shall be equipped with intelligent metering
systems
• No discrimination based on the electricity supplier or country of origin, electricity price must be “reasonable”
• Article 5 states that on the territory of Member States where hydrogen refuelling points already
exist, a “sufficient number of publicly accessible refuelling points are available” with distances equal
or lower than 300 km between each points.

11. The Proposed Directive – Article by Article
• Article 6 requires Member States to ensure that:
• Publicly accessible LNG refuelling points for maritime and inland waterway transport are provided in all maritime ports of the
Trans-European Transport (TEN-T) Core Network by 31 December 2020 and inland ports by 31 December 2025
• Publicly accessible refuelling points for LNG for heavy duty vehicles are established within distances not exceeding 400 km
by 31 December 2020
• A sufficient number of publicly accessible refuelling points are available, with maximum distances of 150 km, to allow the
circulation of CNG vehicles Union-wide by 31 December 2020
• Article 7 requires the Member States to provide clear information on all biofuels and their
compatibility with vehicles and any other fuels at:
• Pumps, refuelling stations, dealerships and technical control facilities
• In vehicle manuals
• On the vehicle itself for all new vehicle and after the 1st technical control following the entry into force of the directive for old
ones.
• The information should be based on an EN fuel labelling standard or in case of absence, the EC can adopt complementing
measure.

12. The Proposed Directive – Article by Article
• Annex I sets the content of the national policy frameworks which should include for instance:
• Direct incentives for purchase of alternative fuels means of transport or building of the infrastructure;
• Possibility of tax incentives to promote alternative fuels means of transport and infrastructure;
• Use of public procurement in support of alternative fuels, including joint procurement;
• Demand side non-financial incentives: e.g. preferential access to restricted areas, parking policy, dedicated lanes;
• Yearly public budget allocated for alternative fuels infrastructure deployment, support manufacturing plants for alternative
fuels technologies or alternative fuels RTD&D
• Annex II listed the objective in terms of recharging points for each Member State according to the
following formula:
• Annex III laid down the technical specifications for electric recharging points and for the first time
required all of them, AC or DC, to be equipped Type 2 connectors according to EN 62196-2.
• It also laid down the requirements for other types of refuelling points e.g. hydrogen, CNG, LNG or petrol/diesel fuels
containing biofuels according to existing or future standards

13. Members States
Existing infrastructure in 2011
(charging points)
Proposed targets of publicly
accessible infrastructure by 2020
Member States' plans for nos of
electric vehicles for 2020
Austria 489 12,000 250,000
Belgium 188 21,000 -
Bulgaria 1 7,000 -
Cyprus - 2,000 -
Czech Republic 23 13,000 -
Germany 1,937 150,000 1,000,000
Denmark 280 5,000 200,000
Estonia 2 1,000 -
Greece 3 13,000 -
Finland 1 7,000 -
France 1,600 97,000 2,000,000
Hungary 7 7,000 -
Ireland 640 2,000 350,000
Italy 1,350 125,000 130,000 (by 2015)
Lithuania - 4,000 -
Luxembourg 7 1,000 40,000
Latvia 1 2,000 -
Malta - 1,000 -
Netherlands 1,700 32,000 200,000
Poland 27 46,000 -
Portugal 1,350 12,000 200,000
Romania 1 10,000 -
Spain 1,356 82,000 2,500,000
Slovakia 3 4,000 -
Slovenia 80 3,000 14,000
Sweden - 14,000 600,000
United Kingdom 703 122,000 1,550,000

14. The Outcome of the Co-Decision Procedure
• Since the release of the proposal in early 2013, Member States manifested a strong disagreement
regarding Annex II, which contained the requirement for the ‘Minimum number of electric vehicle
recharging points in each Member State’ by 2020. These objectives were also reduced significantly
by the European Parliament in its proposed amendments.
• Since both institutions were concerned about the financing of such public infrastructure in the context
of the economic crisis, in an attempt to achieve agreement by first reading, Annex II was removed.
• Member States will simply include in their National Policy Frameworks the number of electric vehicle
recharging points they plan to install by 2020. However, if by 2025, the number of available
recharging points is not deemed sufficient the Commission propose an amendment to the Directive.
• Other noticeable changes:
• Compliance to Type 2 for “normal” recharging points delayed to 2017
• Deadline for installation of hydrogen refuelling points was extended to 2025 and the mileage requirement removed.
• LNG/CNG requirements delayed by 5 years and numbers left to Member States’ discretion.
• Flexibility for other plug types provided that they are compatible with at least Type 2 connectors

15. DAFI: Implementation of Directive
• The final trilogue took place on Thursday 20th March and an informal agreement was reached. The Alternative Fuels
Infrastructure Directive was published in the Official Journal of the EU on 29 October 2014.
• From the adoption of the Directive, Member States have two year to transpose in national law (Nov. 2016)
• Until now, only 4 countries officially transposed the text (according to Eurlex):
• Austria: 3 texts published (Dec. 2013 & Jan. 2016)
• Germany: 2 texts published (Mar. & July 2016)
• Lithuania: 2 texts published (Feb. 2012 & May 2015)
• Spain: 1 text published (Dec. 2015)
• Reporting and review:
Nov. 2016
MS submit NPF +
Transposition
deadline
Nov. 2017
EC provide
assessment
report on NPF
Nov. 2019
MS report on
NPF
implementation
Nov. 2020
EC provide report
on application of
Directive
By Dec. 2020
EC to assess and
revise Directive

16. DAFI: Implementation of Directive
• The European Commission created on 23 April 2015 a Sustainable Transport Forum (STF) to support
the Commission and to foster the application of the Clean Power for Transport strategy as well as to
facilitate the implementation of Directive 2014/94/EU.
• The STF merges two previously existing informal groups: the Expert Group on Future Transport Fuels
and the Joint Expert Group Transport and Environment. It brings together both stakeholders and
Member States (see full composition here).
• Four subgroups were created:
• Sub-group on advanced biofuels
• Sub-group to foster the creation of an electro-mobility market of services
• Sub-group on alternative fuels in cities
• Sub-group on the implementation of Directive 2014/94/EU
• The STF has been until now mostly a platform of dialogue without any tangible deliverable but they are
now entering a more pro-active phase. Their work focus on streamlining definitions, guidelines and
standards to ensure interoperability and reporting by Member States in the NPFs.

17. What’s next?
• On 20th July 2016, the EC released its new strategy to reduce transport emissions following COP21: “A
European Strategy for Low-Emission Mobility”.
• Among other actions to support the roll-out of alternative fuel infrastructure, the EC notably intends to:
• Develop a methodology for price comparison of alternative energy sources in 2017;
• Assess the need to adjust the existing financing instruments with a view to facilitate the realisation of cross-border
investment projects to charging and alternative fuel infrastructure, including EFSI;
• Assess the possibility to promote installation of electric charging points in both private and public buildings within its
upcoming proposals on energy market design.
• Overall, the Commission stressed the need to improve efforts for the creation of an electro-mobility
services market (i.e. cross-border interoperability of payments and the provision of real-time
information on charging points) and stated that standards for induction charging, batteries and
common recharging plugs for electric buses and motorbikes are being developed.
• Other initiatives will support the market uptake of alternative fuel vehicles such as more stringent
emission requirements, review of the Car Labelling Directive, etc.

18. What’s next?
• Other EU initiatives will support the market uptake of alternative fuel vehicles such as:
• Post-2020 CO2 standards for cars and vans (75-78g/km?) and later for trucks and buses
• Decarbonisation of fuels, including alternative fuels and an new electrification strategy
• Implementation of RDE as well as of WLTP to replace outdated NEDC
• Review of Car Labelling Directive
• Energy Union Strategy, including the initiative on Electricity Market Design and Renewable Energy Directive
• In the light of the upcoming initiatives to be discussed by the EU in the upcoming years, stakeholders
supporting e-mobility are starting to build up new coalitions like the Platform for Electromobility which
gathers industry stakeholders, NGOs, public authorities to push for further action to support EVs roll-out.

19. Conclusions: What is the real impact of DAFI?
• Hard to judge yet given that transposition is not completed
but significant increase in registrations of alternative fuel
vehicles and deployment of recharging infrastructure since
2013
• Despite being seriously watered down by Council and
Parliament, DAFI sent out a good signal to the market and
the industry e.g. by setting up a common standard for
recharging infrastructure.
• Market uptake is driven mostly thanks to a combination of
“pull and push” triggers such as better incentives,
technology improvement, disruptive players such as Tesla,
but also more stringent emission requirements which bridge
the price gap between EVs and conventional cars.
• Improvements on other parameters e.g. battery autonomy
and the creation of a 2nd hand market for these vehicles
will be key to accelerate further the roll-out of EVs.

20. Thank you !
Thomas Linget
Senior Account Manager
thomas.linget@logos-eu.com
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