Technology, Innovation

• Implement policies that support adoption of SAFs to safeguard benefits from aviation connectivity.
• Preserve connectivity in remote, aviation-dependent areas.
• Promote more sustainable forms of tourism - shorter distances, cleaner modes and longer stays.
• Recognise that the costs of policies to decarbonise aviation are progressively distributed.
• Ensure a just transition for the labour force as aviation decarbonises.

• Establish an interregional MaaS foundation document to guide collaboration.
• Structure collaboration through the MaaS network coordinator (MNC) and MaaS Governance Authority (MGA).
• Develop a trust model for the MaaS ecosystem.
• Identify, adapt or develop building blocks to support the implementation of the trust model.
• Develop a repository of standard and agreed data sharing clauses that set out clear requirements.
• Work on enhanced compatibility rather than full interoperability.
• Explore the application of the EU’s Only Once principle to MaaS.
• Address existing power imbalances to encourage participation within the ecosystem.

On subsidy schemes:

• Target the marginal consumer to ensure the maximum impact of subsidy budgets

• Target subsidies for used vehicles and lower-income groups to unlock mass-market EV adoption

• Consider revising the administrative operation of subsidy schemes towards indirect disbursement models

• Plan for the introduction of subsidies for electric medium and heavy-duty vehicles

On charging infrastructure in local and regional authorities:

• Prioritise concession tender models for charging infrastructure deployment

• Disaggregate concession areas and bundle profitable locations with less economically viable locations to ensure widespread coverage

• Provide support for local and regional authorities to work on charging infrastructure. This includes both financial resources for staff and guidance to help support decision-making

• Develop regional charging plans

On meeting the Alternative Fuels and Infrastructure Regulation:

• Proactively prepare the electricity grid for EV charging demand

• Align network reinforcement strategies with AFIR requirements and real-world demand projections

• Define priority charging locations and tailor charging infrastructure deployment policies

• Accelerate permitting and approval processes for charging infrastructure deployment

• Develop strategic platforms to improve coordination between electromobility stakeholders

• Prioritise feasible last-metre solutions that fit the context.
• Establish effective policy frameworks to manage urban freight operations and safeguard public interests while allowing innovation.
• Anticipate the associated risks of potential logistics interventions.
• Recognise the added legal complexities and responsibilities of pursuing urban automated deliveries.

• 为未来交通运输及燃料补充基础设施制定全面的发展战略
• 加速向清洁车辆转变
• 在最有效的地区实施交通模式转变和交通需求管理政策
• 评估政策时要考虑城区的额外收益
• 改革车辆税,捕获新车辆的外部成本

• Desarrollar estrategias globales para la movilidad y las infraestructuras futuras.
• Acelerar la transición a flotas de vehículos limpios.
• Aplicar políticas de cambio de modo de transporte y gestión de la demanda allí donde sean
  más eficaces.
• Considerar los beneficios adicionales para las zonas urbanas al evaluar las políticas.
• Reformar la fiscalidad de los vehículos para reflejar los costes externos de los nuevos parques
  automovilísticos.

• Seize the day! Take advantage of windows of opportunity to enact changes and set new goals.
• Line up! Align policies for promoting light mobility at the national, regional and local levels.
• Measure up! Assess potential interventions in support of light mobility and monitor and evaluate
• implemented policies to demonstrate impact.
• Get going! Improve walking conditions and local connectivity for improved access to opportunities.
• Go faster! Develop high-quality light mobility infrastructure for safe interactions with other traffic.
• Go further! Integrate collective transport, pedestrian spaces and light mobility infrastructure.
• Bring everyone along! Use communication campaigns and education programmes to inspire a change in attitudes and mobility behaviour.

• Policy makers need new skills and partners to optimise the function and benefits of automated vehicles on their roads
• Automated vehicles will use existing roads in the near term, and are supported by good maintenance to a defined standard
• Developing “invisible infrastructures” offers greater opportunities for near-term benefits than upgrades to physical infrastructure
• A blueprint for co-operation can help traffic managers maximise the benefit of introducing automated vehicles as part of a wider transport network
• Standardised testing procedures across jurisdictions can accelerate the spread of automated vehicles
• Traffic laws and behavioural norms must be ready for automated vehicles
• There needs to be clear and coherent responsibility for ensuring automated vehicles work within a Safe System
• Developers and policy makers should co-operate on a research programme focused on key issues related to automated vehicles

• Introduce carbon pricing for shipping and aviation.
• Scale up the production of low-carbon e-fuel through targeted policies.
• Accelerate the deployment of electrolyser and renewable electricity generation capacity.
• Regulate the lifecycle emissions intensity of e-fuels, including non-CO2 emissions.

• Ensure that policies to promote direct electrification of trucks remain technology-neutral.
• Launch targeted studies and pilot projects to assess the merits of electric road systems for road freight decarbonisation.
• Further investigate decarbonisation technologies for particularly challenging road freight applications.
• Introduce policies that help zero-emission vehicles become cost-competitive sooner.
• Accelerate the deployment of zero-emission vehicle infrastructure.
• Strengthen regulations that make trucks more energy-efficient.

• Regulate mobility operators and MaaS providers separately.
• Adopt an explicitly pro-competitive approach to MaaS in policy and legislation.
• Clearly establish the status of MaaS providers via a licensing scheme.
• Review conditions for mobility operator licences to ensure they do not include barriers to developing MaaS.
• Add mandatory minimum data-sharing requirements relating to informational and operational data to licences for mobility operators.
• Build mandatory consumer data portability, subject to user consent, into the conditions of all mobility operator and MaaS provider licences.
• Adopt competition safeguards as part of the MaaS provider licensing framework.
• Ensure public transport operators have the freedom to negotiate the terms of public transport ticket resale with MaaS providers who, in turn, should be free to determine the pricing of services to consumers.
• Apply OECD and EU best practice principles on regulatory policy and governance to inform approaches to regulating MaaS.
• Make data reporting requirements to public authorities specific and directly related to regulatory tasks.
• The Good Move policy package should remain the key vehicle for implementing sustainable urban mobility policies.

• Base regulation on sustainable urban mobility policy objectives.
• Consult micromobility companies on public policy issues early and often to avoid distorting regulations.
• Apply outcome-based regulations linked to specific performance criteria.
• Ensure limits on market access allow competition; avoid static caps on shared micromobility vehicle fleets.
• Limit data-reporting requirements to information used for mobility planning.
• Set regulatory fees in light of the potential value of micromobility for sustainable mobility and the uncertain viability of business models.
• Support equitable and affordable micromobility services.
• Follow the principle of mode-neutrality when developping an urban transport system.
• Reallocate road and parking space to micromobility users, cyclists and pedestrians.
• Address motor vehicle speeds when regulating micromobility speed.
• Apply coherent regulation that treats micromobility operators equally.
• Adopt a permissive and adaptive regulatory approach to micromobility.

• Support the adoption of clean vehicles with targeted policy action and by increasing transparency of their carbon footprint.
• Prioritise a transition to direct electrification of vehicles and renewable energy.
• Address challenges in resource efficiency and sustainable supply chains.
• Prepare for a transition from fuel duties by seizing opportunities arising from increased connectivity and accelerating enabling regulatory actions.
• Include infrastructure for easy access to clean energy and digital connectivity of road transport in Covid‑19 recovery packages.
• Prepare for the impact of the sustainable mobility transition on jobs, required skill sets and social equity.
• Accelerate the development of other low-carbon technologies.

• Establish clear objectives and priorities for the introduction of drone transport by identifying the best first use cases.
• Design a communication strategy that directly addresses public concerns.
• Clarify and develop drones’ status within the broader framework of aerospace regulation.
• Co‑ordinate with the drone industry to inform investment, development, and equitable policy making.
• Foster the emergence of civil aviation authorities with interdisciplinary competencies and capabilities in order to integrate drones into the transport system.
• Support the design and implementation of a robust Unmanned Air Traffic Management system.
• Develop methods for assessing the impact of drones’ full life cycle on the environment.
• Incorporate drone operations into long-term urban planning strategy using data and predictive models.