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France Hydrogène

Bringing together more than 460 members, France Hydrogène gathers the main actors of the French hydrogen industry structured along the entire value chain: major industrial groups developing large-scale projects, innovative SMEs and start-ups supported by laboratories and research centres of excellence, associations, competitive clusters and local authorities.

Lobbying Activity

Meeting with Pascal Canfin (Member of the European Parliament)

5 Feb 2025 · Clean Industrial Deal

Meeting with Christophe Grudler (Member of the European Parliament) and ELECTRICITE DE FRANCE and Orano

17 Oct 2024 · Politique énergétique européenne

Meeting with Philippe Olivier (Member of the European Parliament)

31 Jan 2024 · Salon Hydrogène ("Salon Hyvolution")

Meeting with Christophe Grudler (Member of the European Parliament) and Gaz Réseau Distribution France and Région Bourgogne Franche-Comté

30 Jan 2024 · Politiques énergétiques de l'UE

Response to Carbon capture utilisation and storage deployment

22 Aug 2023

France Hydrogène the French hydrogen industry association, which gathers more than 460 members from across the value chain warmly welcomes the consultation on a European industrial carbon management strategy. While both Delegated Acts defining RFNBOs have been definitely adopted on June 13th, we share again our major concerns about the (technically) prohibition to use, from 2041 onwards, to use CO2 stemming from industrial sources for the production of RFNBOS. The future announcement of an industrial carbon management strategy is the opportunity to send the right signals to the market about what would be the evolution of this provision in the context of the review clause stated at the point (11) of annex A. Indeed, we warn that this provision will block many planned projects and will be counterproductive in climate terms, harming severely the decarbonization strategies of whole branches of industry without offering alternative solutions. It already caused damages on some major e-fuels projects located in France. The French hydrogen industry shares the Commissions issue to consider CCU with caution but reminds that the adoption of such very structuring measures must follow a strict impact assessment on the concrete existence (or not) of alternatives. It should notably take into account sectoral, geographical and temporal variables, as well as designing a regulatory scheme allowing an optimal allocation of resources for infrastructures. These reasons are detailed in the attached document. Therefore, France Hydrogène calls for announcing, in the context of the strategy on industrial carbon management, that point 10(a) of the DA28(5) will be reviewed to set a grandfathering clause on projects using unavoidable CO2 from industrial sources, at least for cement plants having hard access to CO2 infrastructure. We propose that projects have to enter into service before January 1st, 2032, to benefit of this grandfathering clause on unavoidable CO2. In order not to distort the market, we stand ready to design a scheme requiring RFNBOs producers that use unavoidable industrial CO2 to contribute to the development of CCS capacities after 2040, notably by bringing liquidities to the market of carbon removal that should be built following the adoption of the awaited Regulation establishing a Union certification framework for carbon removals (COD 2022/0394). Such declarations in the strategy, and future provisions in the DA, would allow to unlock the urgently needed Final investment decisions (FID) for production projects of decarbonized e-fuels within Europe by 2027-2030, while keeping an adequate level playing-field between CCS or other decarbonization solutions and e-fuels production, looking at what is realistically achievable and what is not. For concerned industries, that emit unavoidable CO2, the condition to produce e-fuels will be to go fast, with a deadline in 2032. It will make a decisive contribution for structuring a European value chain on synthetic molecules and will allow to maintain cement industry within EU (while we are on an increasing importation trajectory, with potential major carbon leakage effects).
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Meeting with Christophe Grudler (Member of the European Parliament)

26 Oct 2022 · Politique européenne de l'hydrogène

Response to Greenhouse gas emissions savings methodology for recycled carbon fuels and renewable fuels of non-biological origin

17 Jun 2022

France Hydrogène welcomes the Delegated Act defining a method for assessing GHG emission savings for renewable hydrogen and its derivatives (RFNBO). The DA has been long awaited to complete the legal definition of renewable hydrogen, provide a clear and certain framework to investors and industrials, and open the way to the certification of RFNBOs within the EU market. However, several technical details included in the Annex raise serious concerns and France Hydrogène would like to draw the attention on some provisions which could be improved to provide clearer guidance for the development of the hydrogen industry. Our key recommendations: 1. Clarify the status of emissions from transport and storage of hydrogen. It should be explicitly referred whether they are included or excluded from the scope of the carbon methodology for hydrogen as distribution is explicitly excluded, and to clarify the downstream gate to be considered. 2. Attribute correct and consistent average GHG emissions intensity to Member States’ electricity mixes (table A part C of the Annex). Alternative sources of data from European or national reliable references such as TSO/DSO should be of use instead, so that the French electricity mix could be properly assessed. 3. Introduce an alternative approach to assess GHG emissions content of grid electricity, based on the hourly average carbon content. Some TSO and DSO already make this information available, as close to real time as possible in time intervals of one hour. And the RED III will constrain them to provide these data to consumers. This approach would incentivize electrolysers to be turned off during hours of highest carbon intensity. 4. Use the average value from the three previous calendar years to assess the number of full load hours an electrolyser can operate with low-carbon electricity, based on the number of hours in which the marginal price of electricity is set by renewable or nuclear installations. 5. Streamline the carbon intensity of renewable electricity and nuclear electricity. Assumptions made in the Delegated Act favor renewable electricity by neutralizing its upstream emissions, and disfavor nuclear electricity by including upstream emissions. Both renewable and low-carbon electricity generation technologies should be treated with a level-playing field. 6. Introduce a grandfathering clause for e-fuels production projects using industrial CO2. Installations producing methanol, e-fuels or e-methane, by combining renewable hydrogen with CO2 captured from industrial plants, should not be obstructed after 2036, otherwise current e-fuels projects with a 15 to 20 years lifetime would be cancelled. France Hydrogène's full analysis and policy recommendations for the DA are available in the attached document below.
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Meeting with Jerzy Buzek (Member of the European Parliament, Rapporteur) and EPIA SolarPower Europe and

2 Jun 2022 · Meeting on gas and hydrogen regulation

Response to Review of the CO2 emission standards for heavy-duty vehicles

27 Jan 2022

France Hydrogène considers that the revision of the regulation (EU)2019/1242 represents a major potential lever for decarbonization of new heavy-duty vehicles. Some points of the revision must be given particular attention. We are fully in line with the Commission's ambition to strengthen the 2030 emissions reduction target for new heavy-duty vehicles, currently set at 30% relative to the July 2019-June 2020 reference period (Article 1). The European climate law has increased the overall EU emission reduction target for 2030 from 40% to 55% (relative to 1990 levels), an increase of 37.5% of the target. We consider that the sub-target for new heavy-duty vehicles should at least follow the same trajectory, and therefore be set at 41% for 2030. We also support the setting of ambitious targets to 2035 and 2040. Furthermore, we are in favour of extending the scope of application of this objective to categories of vehicles not included until now: buses, coaches, professional vehicles including construction machineries and refuse collection vehicles, and trailers. The inclusion of buses and refuse collection vehicles in the scope of the regulation seems particularly relevant, as these two segments of hydrogen mobility are already technologically mature. This can also help to initiate the deployment of the related recharging infrastructures (hydrogen and electric) necessary for the take-off of zero-emission vehicles in other segments of heavy mobility. We fully support the evolution of the incentive mechanism envisaged by the Commission towards "differentiation on the basis of emission-free range and vehicle subgroup, combined with mileage and payload weighting factors". This will encourage manufacturers to develop solutions for the heavy vehicle segments that are particularly difficult to decarbonize (long distance and high payload). Without this differentiation, there is a risk that these commercial vehicle segments will remain a blind spot in manufacturers' decarbonization plans.
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Response to ReFuelEU Aviation - Sustainable Aviation Fuels

4 Nov 2021

France Hydrogène welcomes the initiative Refuel Aviation whose goal is to support the uptake of renewable fuels in the air transport. Either with fuel cells or H2 turbines, hydrogen-powered aircraft are not directly targeted by the Regulation as they are considered insufficiently mature technological options within the next 10 years. Players such as Universal Hydrogen or ZeroAvia are experimenting first flights of fuel cells-powered light aircrafts (with 4 to 20 passengers), but commercial airlines won't emerge before 2035 in line with Airbus' ZEROe program. R&D efforts must be encouraged by the EU and Member States in that field in order to develop new propulsion technologies, together with efforts for energy efficiency. Sustanaible aviation fuels (SAF) such as biofuels or synthetic fuels derived from hydrogen (e-fuels) are however available in the short and middle term. E-fuels represent relevant decarbonisation lever for long-haul flights, can be blended to kerosene up to 50% and be used without any changes in propulsion technologies. The SAF blending mandate is clearly the strongest of measures put forward and can have a meaningful impact. With the new Regulation, airline companies and fuel suppliers will have to use at least 0.7% of synthetic fuels derived from renewable hydrogen in 2030 and follow a trajectory up to 8% in 2040 and 28% in 2050. At the EU level, important amounts of electricity will be needed to supply the production of clean hydrogen in order to reach these targets: up to 21 TWh/year in 2030 for the 0.7% target (between 2 and 4.7 GW of electrolysis), 234 TWh/year in 2040 for the 8% target (23 to 54 GW of electrolysers), and 821 TWh/year in 2050 for the 28% target (between 79 to 190 GW). To be able to reach these objectives for the aviation sector, all types of decarbonised electricity will be needed, implying both renewable and nuclear generation capacities. Therefore, France Hydrogène asks for a definition of “synthetic aviation fuels” not only limited to those derived from renewable hydrogen, but also including productions of e-kerosene from low-carbon hydrogen (i.e. low-carbon electricity and CCS with natural gas) in order to be able to supply enough volumes of e-fuels to the aviation sector. According to RTE (Futurs énergétiques 2050), air transport demand for renewable and low-carbon hydrogen to produce e-fuels can represent up to 35 TWh of hydrogen in 2050 in France. Besides, renewable and low-carbon hydrogen used as intermediate product to produce conventional fuels should also be included, as it is the case for road transport within RED II. Eventually, France Hydrogène suggests that a mandatory, albeit realistic, sub-target for synthetic aviation fuels should also be set for 2025 in order to enable the creation of a market for production of such fuels in the short term and facilitate the uptake of such technology in the aviation sector in the longer term. France Hydrogène fully support the EU Commission's recognition of e-fuels produced from carbon captured directly from air as a sustainable net zero solution. In order to facilitate large scale production of said e-fuels, investments in necessary enabling technologies like Direct Air Capture, or CO2 transportation (not only for permanent storage) should also be recognised as contributing to climate change mitigation in the EU Taxonomy Regulation.
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Response to FuelEU Maritime

4 Nov 2021

France Hydrogène welcomes the initiative to support the uptake of renewable and low-carbon fuels in maritime transport. France Hydrogène particularly supports the agnostic and technologically neutral approach of the Regulation, offering a wide range of renewable and low-carbon fuel solutions to decarbonise the sector, such as hydrogen (gas or liquid), synthetic fuels (e-fuels), ammonia, or methanol. With Fuel Maritime, ships will have to reduce their GHG intensity by 6% in 2030, before targets are raised to -26% in 2040 and -75% in 2050. However, France Hydrogène questions the carbon methodology the FuelEU Maritime Regulation proposes to assess the carbon intensity of these fuels (annex II). Low-carbon fuels such as low-carbon hydrogen are not included in the annex. Neither the WtT carbon intensity of low-carbon hydrogen used with fuel cells nor the TtW carbon intensity of low-carbon fuels are assessed in the annex II. And the annex tends to consider that the carbon intensity of non-renewable electricity supplied should be by default the average carbon intensity from the EU electricity mix (with a projected value of 72 gCO2eq/MJ corresponding to 383 gCO2eq/kWh in 2030). France Hydrogène wonders whether, by default, low-carbon electrolytic-hydrogen would be considered as "non-renewable electricity" and pleads for the integration of low-carbon hydrogen in the annex, in addition to fossil-hydrogen (hydrogen from natural gas), renewable hydrogen (RFNBO / e-H2 and bio-H2). Otherwise, the carbon intensity of non-renewable electricity should rather be the average carbon intensity of the national electricity mix of the Member State where the electricity is supplied and where the e-fuel is produced. Moreover, France Hydrogène calls for a sub-target that would mandate that a certain portion of GHG emission reduction targets has to be met by using renewable and low-carbon hydrogen. We also call for the introduction of a multiplier to encourage the production of clean fuels and their respective ramp up, thus allowing the GHG targets to be met more easily through hydrogen. Introducing both measures simultaneously creates a “push” effect in supply through a sub-target while multipliers will create a stronger demand for clean hydrogen relative to the fossil alternative and create a “pull” effect that will also reinforce solutions non-drop-in solutions like ammonia and pure hydrogen. The two instruments combined would strengthen investor certainty with first movers getting a clear signal through a clear regulatory support for the lifetime of their ships (on average 30 years). Combining these instruments would help ports decarbonise while providing them with sufficient flexibility to assess the refuelling needs of their port infrastructure based on the ships calling into port. Ports can become hydrogen hubs or “hydrogen valleys” where hydrogen can be produced or imported, stored and distributed for use in different applications to ensure a smooth transition pathway for ports.
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Response to Revision of Alternative Fuels Infrastructure Directive

4 Nov 2021

France Hydrogène welcomes the new ambitions from the EU with the Alternative Fuels Infrastructure Regulation. The new Regulation will support the uptake of hydrogen refuelling stations (HRS), whose deployment will now become mandatory for Member States, instead of being optional as it was with the AFID. France Hydrogène highlights that regulations and investments will be both needed to deploy a sufficient and consistent network of HRS across Europe. The AFIR goes in the right direction with its measures to constrain Member States to set minimum levels of HRS on their territories by 2030 and impose a stations every 150 kilometers on the TEN-T network and in every urban node. However, to reach the target of 500 HRS in Europe by 2025 set by the Strategy for Sustainable and Smart Mobility, these obligations would benefit from being brought forward five years before. France Hydrogène defends the idea to impose first targets of HRS to Member States by 2025. Moreover, developping one station in each urban node may not be sufficient depending on the size of the considered urban area. Higher targets for urban nodes will be needed and minimum requirements must be adapted to the size of each urban node (with a ratio per capita for instance). By 2030, HRS will also have to distribute at least 2 tons/day of hydrogen and be equipped with at least one 700 bar refueling point. However, a different level of pression is required to fuel hydrogen buses, coaches, heavy-duty vehicles or light commercial vehicles (350 bar). The AFIR should therefore require installing refueling points with dual pressure (350 and 700 bar), otherwise the HRS network would be sub-optimal and not adapted to each relevant category of fuel cell vehicles. The Commission also intends to encourage the distribution of liquid hydrogen for heavy vehicles, with a station every 450 kilometers and its distribution in freight terminals. Financial support from Member States and the EU will be essential for reaching all these targets. Member States should be encouraged to offer state aids to support investments in HRS delivering both renewable and low-carbon hydrogen.
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Response to Revision of the Energy Tax Directive

3 Nov 2021

Frances Hydrogène welcomes the recast of the Taxation Energy Directive (ETD) as presented in the “Fit for 55” legislative package. Rules on the taxation of fossil-based energies and clean energies emerging with new low-carbon technologies need to be updated, particularly to match the strengthened EU climate neutrality ambitions. The recast of the ETD is an opportunity for the European Commission to introduce a first taxation on hydrogen. Only hydrogen intended for use as a transport or heating fuel is concerned by the taxation. With a taxation system now based on the energy content (net calorific value) and environmental performance of energies, fossil-based hydrogen is impacted accordingly with minimum levels of taxation of €7.17/GJ in 2023 (i.e. €0,86/kg) and up to €10.75/GJ in 2033 (i.e. €1.28/kg). This taxation will help reducing the cost gap between fossil-based hydrogen and renewable and low-carbon hydrogen, thus contributing to improve the competitiveness of the later and its uptake in the industry and heavy transports. Conversely, the new tax system provides an incentive for renewable and low-carbon energies. Renewable hydrogen and low-carbon hydrogen are granted almost painless minimum rates of taxation of around €0.15/GJ from 2023 (i.e. €0,02/kg). In the aviation and maritime sectors, the level of taxation for these two fuels is even set at zero for a transitional period of ten years. Member States will also have the possibility to apply fiscal exemptions or reductions to renewable hydrogen. France Hydrogène supports all these propositions. However, the Commission has chosen to penalize low-carbon hydrogen from 2033 onwards, when its minimum level of taxation is to rise suddenly to €5.38/GJ (i.e. €0,64/kg). If this change shows a preference to favor renewable hydrogen in the long term, France Hydrogène is concerned by this political arbitrage as it seems totally unconnected to the environmental performance of low-carbon hydrogen, which should be the principle at the heart of the new taxation system proposed by the European Commission. Therefore low-carbon hydrogen should still benefit from favorable minimum rates after 2033, given its environmental performances in terms of GHG reduction which do not change after this date. Both renewable and low-carbon hydrogen production pathways should be encouraged, in order for the EU to reach its objective of 40 GW of electrolysis by 2030. In some countries, low-carbon electricity and CCS are already effective options to produce hydrogen below the -70-73,5% GHG reduction criteria and improve the EU's energy independency. Low-carbon electrolytic hydrogen contributes to enhancing the deployment of renewable hydrogen, thanks to flexibility services electrolyser can provide to the electricity grid (avoidance of RES curtailment) and to the contribution to the massification of electrolysers manufacturing capacity.
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Response to Updating the EU Emissions Trading System

3 Nov 2021

France Hydrogène considers that the reform of the EU ETS carbon market is going in the right direction to strengthen the carbon price signal and encourage the transition to low-carbon technologies provided that adequate carbon leakage protection is guaranteed to trade intensive sectors. Its extension to maritime transport, the reduction in the quantities of carbon quotas in circulation, or the gradual reduction in free allowances are all levers for generating an increase in the value of the ton of CO2, which could reach between €48 and €80/tCO2 in 2030 depending on the assessed scenarios in the EC impact assessment. A carbon price of €100/tCO2 would increase the production cost of fossil-based hydrogen produced by steam reforming of natural gas by about €1/kg, thus improving the competitiveness of renewable and low-carbon hydrogen. The revision also allows producers of electrolytic hydrogen to explicitly enter in the perimeter of the EU-ETS Directive, to benefit from free carbon allowances which they can then sell on the market, and to have the practical mean to support them thanks to carbon contracts for difference. This welcome measure constitutes a guarantee against the risks of carbon leakage (imports of hydrogen) and will make it possible to encourage the decarbonisation of industrial facilities by bypassing the risk of competitive disadvantages vis-à-vis steam reforming installations. However, France Hydrogène defends the idea that eligibility criteria for renewable and low-carbon hydrogen producers should be lowered. The effects should be rather limited due to the constraints imposed by the Directive. On the one hand, the allocation of free allowances to electrolysis installations will only start at a late stage, from 2026. On the other hand, a production threshold of more than 25 tons of hydrogen per day (corresponding to electrolyzers > 100 MW for 5000 hours/year) is defined for an installation to be eligible for free allowances, which will exclude many electrolyzer units. These two conditions should be rather removed. A threshold of 5 tons of hydrogen per day (corresponding to electrolyzers > 20 MW) could be more appropriate to cover more facilities. Another interesting change is that the Innovation Fund, which is fed by EU-ETS revenues, will double in size over ten years to more than €50 billion. These funds will be used to design carbon contracts for difference for hydrogen projects. By investing in renewable or low-carbon hydrogen, an industrial facility will be able to receive public support covering the difference between a strike price of CO2 and its actual market price on the EU ETS. In addition, 100% or at least 50% of ETS revenues generated by the maritime sector should be earmarked towards a fund such as the green ocean fund under the EU ETS. It should finance innovation and first movers, to ensure the uptake of energy saving technologies on ships, bunkering/charging infrastructure for zero-carbon fuels/energy in European ports and subsidising the uptake of renewable and low-carbon fuels by ships (ammonia, methanol, hydrogen, synthetic fuels).
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Response to Revision of the Renewable Energy Directive (EU) 2018/2001

3 Nov 2021

France Hydrogène welcomes the new proposals on hydrogen included in the recast of the Renewable Energy Directive (RED III). In line with the EU Hydrogen Strategy, the proposals for end-uses targets for renewable hydrogen in the transport and the industry will stimulate the supply and demand of clean hydrogen and encourage the development of a competitive European hydrogen industry. However, some of the new dispositions should be improved to ensure consistency of the future EU legislation on hydrogen in line with the EU’s GHG emissions reduction ambitions. France Hydrogènes suggests first to include proper definitions of hydrogen. The definition of renewable hydrogen should be completed with a definition of low-carbon hydrogen (in line with the EU Hydrogen Strategy), meeting a GHG emission reduction level compatible with the EU Taxonomy on Sustainable Investments (meaning 3 kgCO2eq/kgH2). A common methodology to assess GHG reductions from different production pathways should be adopted as soon as possible. Grid-powered electricity-based hydrogen’s carbon intensity must be based on the hourly average carbon content. Definitions should be made clearer and more consistent by distinguishing between pure hydrogen and synthetic fuels derived from hydrogen. The role low-carbon hydrogen can play for the development of the hydrogen market and the parallel uptake of renewable hydrogen should be acknowledged. Low-carbon hydrogen, produced from low-carbon electricity or from carbon capture, utilization, and storage (CCUS), should be better considered as a competitive and efficient way to reach the EU’s GHG emissions reduction objectives. In particular, low-carbon fuels and low-carbon hydrogen should be made eligible to account to the achievement of the new objective of -13 % of GHG emissions in transport in 2030 as the objective is made to be technologically neutral. The sub-target could be raised in return. An alternative proposal would be that Member States could choose to count them to reach their transport sub-objective, just as with carbon-recycled fuels. The production of renewable hydrogen should also be unlocked. Additionality criteria should be removed as it represents a barrier for the deployment of renewable hydrogen, as well as a restrictive temporal correlation criteria. Alternatively, additionality (i.e. new renewable energy capacities) should be imposed on Member States in their National Energy and Climate Integrated Plans (NECP) instead of on renewable hydrogen producers. Additionality should rather be a prerequisite imposed on Member States which should integrate the new electricity demand driven by the hydrogen industry in their NECP so that they can manage the long-term supply-demand balance of their electricity mix and ensure its decarbonisation is not compromised. For grid-connected electrolysis, the average share of renewable energies in the national electricity mix should be used. Finally, GO system should remain an instrument dedicated solely to customer disclosure and could be further strengthened to improve transparency and credibility. Member states should keep the possibility to issue GOs for non RES production and monthly matching should already be implemented at EU level in the current revision of the RED II to ensure a standardized approach across all Members States. Finally the GO should contain additional information such as the GHG content and information on the time of generation at a more granular level.
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Response to Revision of EU rules on Gas

10 Mar 2021

France Hydrogène welcomes the revision of the Gas Directive and Regulation in order to prepare the design of a competitive hydrogen market by 2030, as promoted in the EU Strategy on Hydrogen. Renewable and low-carbon hydrogen are efficient solutions to decarbonize hard-to-abate sectors such as chemicals, heavy industries, heavy-duty road transport, railway, aviation and shipping. Next to renewable hydrogen, in the short and medium term low-carbon hydrogen should play a key role, primarily to rapidly reduce emissions from existing fossil-based hydrogen production and support the parallel and future uptake of hydrogen technologies such as electrolysis. In line with the EU Hydrogen Strategy, low-carbon hydrogen includes both fossil-based hydrogen with carbon capture, utilisation & storage (CCUS) technologies, and electricity-based hydrogen, with significantly reduced full life-cycle greenhouse gas emissions compared to existing hydrogen production. As an example, hydrogen produced by electrolysis powered by the French or Nordic grid electricity has a carbon footprint of less than 3 kgCO2eq/kgH2 , i.e. ca 70% reduction in GHG emissions compared to a fossil comparator such as fossil-based hydrogen (RED II requirements). Adaptations need to be introduced to the "Gas Package" to favor the deployement of hydrogen infrastructures (transmission pipelines), with the retrofit of existing gas infrastructures or new-built dedicated assets. In a first stage of development, from local hydrogen hubs (or 'hydrogen valleys") with production sites close to consumption sites, the need for infrastructure will be limited. However the rapid uptake of investments implies to prepare the ground for such assets to be ready by 2025-2030. Strategic, technical and policy planning is essential to prepare the future-proofing of infrastructure and consumption applications to hydrogen. That is why France Hydrogen supports the policy option to implement rules fostering hydrogen infrastructures and markets. Future hydrogen market framework should be defined from the onset and leverage the key principles underpinning the Internal Energy Market for gas and electricity. Third-Party Access to infrastructure on a non-discriminatory and transparent manner seems to provide a sound and strong basis to this framework. The implementation of a harmonised target model and infrastructure access shall be done gradually, and carefully crafted. Exemptions shall be designed according to the respective market development stage to accompany and support the development of the hydrogen market in its start-up phase. Within the hydrogen infrastructure, an adequate level of standardisation of hydrogen quality shall be developed to support trade of hydrogen across borders. Furthermore, intregrating renewable and low-carbon gases such as hydrogen to the gas infrastructure will also leverage the decarbonization of the gas sector. Production sites should access to the infrastructures (pipelines, storages and LNG terminals) and the market, while ensuring gas quality. Clear definitions of renewable and low carbon gases and EU wide system for guarantees of origins will allow to give clarity to stakeholders that are willing to invest in those technologies.
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