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NPF highlights

Download the full NPF documents:

English translation: czech republic npf.en.pdf

Original language: czech republic npf.pdf


On this page, we provide relevant information on the topic of alternative fuels vehicles, infrastructure or support measures as provided in the National Policy Framework (NPF), in principle as an extract from the NPF, with some additions to give context where necessary. These highlights should not be considered summaries of the NPFs. For a full and  complete overview, we  advise to read the NPF document itself

The highlights for all National Policy Framework follow more or less the same structure: we first explain the modelling approach where one has been provided, we then explain the objectives or key focus areas of the NPF and then provide an overview of the key messages for those alternative fuels with distinct infrastructure requirements for which Member States had to develop national targets according to the Alternative Fuels Infrastructure Directive (electricity, hydrogen, LPG, CNG and LNG - therefore not covering for instance LPG, biofuels or synthetic fuels. 


NPF date of adoption: October 2015

The National Action Plan for Clean Mobility (NAP CM) for the period from 2015-2018 and looking forward to 2030 is based on the requirement under Directive 2014/94/EU on the deployment of alternative fuels infrastructure to adopt an appropriate 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 NAP addresses electromobility, CNG, LNG and, to a limited extent, hydrogen technology (or fuel cell technology). Following on from the basic strategic documents issued by the Government of the Czech Republic in the areas of energy, transport and the environment (the State Energy Policy, the Transport Policy of the Czech Republic for 2014-2020 with the prospect of 2050, the State Environmental Policy of the Czech Republic 2012-2020 and the Regional Development Strategy of the Czech Republic 2014-2020 and the National Programme to Reduce Emissions) and in order to meet the Czech Republic’s basic energy, environmental and transport policy objectives, the following proposals have been made:

• a reduction in the negative impacts of transport on the environment, in particular as concerns emissions of air pollutants and emissions of greenhouse gases,

• a reduction in dependence on liquid fuels, a diversification of the source mix and higher energy efficiency in transport.

When preparing this document, we relied on the CR’s current and anticipated future commitments to the EU in the area of greenhouse gas emissions and the relevant Europe 2020 strategy objectives, particularly as regards the decarbonisation of the transport sector. In all these respects, the NAP CM also contributes to the implementation of the CR’s National Reform Programme 2014 and 2015.

The share of alternative fuels in transport must be increased in order to achieve the planned reduction in emissions from transport (according to current statistics, biofuels will have the largest share in reducing greenhouse gas emissions from transport to 2020, which are addressed by the National Action Plan for Energy from Renewable Sources). The development of other alternative fuels must be supported in order to achieve the objectives set for 2020. As far as CNG, LNG, electricity and hydrogen are concerned, we reckon that CNG use will play the greatest role in reducing greenhouse gases to 2020. After 2020, we expect to see a significant increase in electromobility and vehicles powered by LNG and subsequently in vehicles based on hydrogen technology.


The vision for the development of electromobility in the CR, on which the individual strategic objectives and measures described below in the NAP CM are based, is to achieve a situation where 250 000 electric vehicles are operating in the CR by 2030. In future, the TCO of an electric car will converge on that of vehicles with conventional powertrains, and temporary measures that aim to reduce these costs may contribute to the greater presence of electric vehicles on the market today. Pursuant to Directive 2014/94/EU, the basic starting point for determining the desired number of public recharging stations is the expected number of electric vehicles that can be charged by this infrastructure (i.e. relating to BEV and PHEV) to the end of 2020. Here, the NAP CM is working with the assumption of 17 000 electric vehicles, of which 6 000 should be BEV and 11 000 PHEV.

Electromobility goes a long way to addressing the issue of noise in cities, particularly at low speeds of up to 30 and 50 km/h. At higher speeds, when tyre/aerodynamic noise increases significantly, the advantage given by electromobility diminishes. 

Given the (current situation), it does not seem effective to consider the installation of charging points at public ports in the CR in the near future or to lay down any goals concerning infrastructure for electricity supplies in inland ports under the National Action Plan for Clean Mobility. However, in view of the requirement set out in the Directive, this issue will have to be re-examined during the next revision of this Action Plan. Within the Czech Republic, it is relevant to analyse this issue primarily in relation to the Václav Havel Prague airport, which is the only one in the CR to qualify as a ’major airports’ under EU legislation7. The airport is currently equipped with electricity connections (400 Hz) to all 31 parking spots served by boarding bridges.


Hydrogen is a highly mediatised energy source for transport from a medium and, primarily, long-term perspective. Although developments in this technology will still primarily take place in R&D activities during the period to the next revision of the NAP CM, the CR should nevertheless develop some support activities, aimed for example at an increase in reliability, a reduction in the purchase price and integration with other types of alternative fuels and overall commercialisation. As an example, the deployment of a fleet of hydrogen-powered buses or light freight vehicles for the centres of major cities might be considered. However, this must be preceded by a detailed feasibility study to assess the potential for the use of hydrogen power in the Czech Republic.


The total fleet of CNG vehicles in the Czech Republic has grown by an average of 41% a year over the past decade. For CNG buses, the average annual increase was 15%. The fleet of freight vehicles has grown significantly only over the past 6 years, increasing by more than 35% annually. The vision for the development of CNG-powered vehicles in the CR, on which the individual strategic objectives and measures described below in the NAP CM are based, is to achieve a situation where, at the latest by 2030 in the ideal (optimistic scenario (O1A) the share of total fuel consumption accounted for by natural gas consumption is 10%, which would correspond to around 250 000 vehicles fuelled by CNG. Past experience shows that one of the most important impulses/factors influencing demand for CNG-fuelled vehicles is a cut in the rate of excise duty on natural gas, which beings significant savings in running costs to operators of vehicles powered by natural gas.


The vision for the development of LNG-powered vehicles in the CR, on which the individual strategic objectives and measures described below in the NAP CM are based, is to achieve a situation by 2030 where the number of registered LNG-powered vehicles totals around 1 300.

Although a number of activities are under way at various levels in relation to the use of LNG as a fuel in inland navigation, converting vessels to this power source presents a number of and technological challenges. The deployment of such modified vessels on the Elbe-Vltava waterway is expected to be very limited, at least during the initial phase (to 2030). It does not appear effective, in the near future, to build refuelling stations at public ports in the CR for vessels using LNG as a fuel.