Policies that mandate operation and management of infrastructure that facilitates access to zero or lower emissions options are included in this category. a. Modal shift: This mitigation action includes activities that result in modal shift in transportation of a specific cargo (excluding passengers) from road transportation using trucks to water transportation using barges or ships or rail transportation. This mitigation action covers investments that increase the capacity and/or decrease the cost of rail or water transport modes. This typically includes infrastructure such as rail lines, stations or yards and rolling stock as well as intermodal rail hubs and port facilities, river channel projects, ship or barge fleets, etc. The investments may include new vehicles that are more efficient than the old fleet, which increases the emission reduction effect of the modal shift. The outcomes of successful implementation of this mitigation action are expected to decrease mode share of truck cargo and increase rail or waterborne cargo share, in some cases for a specific type of cargo as freight shift is highly dependent upon the type of good. This leads to decreased TKM moved by truck, decreased truck vehicle kilometers travelled and a shift of tonne kilometers to more efficient rail or water modes, resulting in decreased fuel use and GHG emissions. Shifting freight from truck mode to rail or water can generate sustainable development co-benefits such as decreased congestion and noise due to fewer trucks on the road. It can also lead to increased road safety by reducing traffic. Reduced toxic air pollution can also be a benefit, especially if freight is moved to electric rail. b. Urban mobility plans: This mitigation action covers programmes and plans that coordinate planning, investment and policy to reduce motorized vehicle kilometer travelled through activity reduction and/or mode change in urban transport. Some programmes also include measures to improve vehicle efficiency or promote alternative fuels. The key characteristic that differentiates these programmes and plans from other mitigation actions is that they support a range of potential measures that are integrated and coordinated in order to achieve a synergistic effect, so that, in the long term, travel is pushed away from private vehicles and pulled towards sustainable modes such as public transport and/or non-motorized transport. Some programmes also address urban freight and city logistics. The specific actions within a given urban transport programme or plan will vary between nations or regions depending upon the particular emphasis. Although programmes and plans can conceivably include any type of strategy, in general, these mitigation actions improve the accessibility of cities through land planning and regulation, promoting increased density and mixed uses; expand investment for non-motorized and public transport; and may create disincentives for private and commercial vehicle use by restricting parking and road capacity or regulating access rights for freight and delivery transport. Secondary goals may include modernizing transit vehicles and improving traffic flow. The successful implementation of these programmes and plans is expected to reduce the number of motorized trips (passenger and freight), reduce the length of trips and increase the mode share of non-motorized and public transport to reduce the vehicle kilometer travelled of private vehicles, and increase the overall efficiency of public transport, leading to reduced GHG emissions through lower overall vehicle kilometer travelled and transport energy use in the area of implementation. Comprehensive urban transport programmes and plans are known to generate a number of sustainable development co-benefits, which may include access to affordable mobility, shorter travel times and fewer accidents. They can also improve the quality of life and sense of place, increase economic returns on investments in mass transit, reduce car ownership and improve health outcomes as a result of more opportunities for physical activity and lower pollution levels. c. Intelligent Transport Systems (ITS): the control and information systems that use integrated communications and data processing technologies for the purposes of: ● improving the mobility of people and goods ● increasing safety, reducing traffic congestion and managing incidents effectively ● meeting transport policy goals and objectives – such as demand management or public transport priority measures The definition covers a broad array of techniques and approaches that may be achieved through stand-alone technological applications or through integration of different systems to provide new (or enhancements to) existing transport services. ITS provides the tools to transform mobility and improve safety – and is particularly relevant in the context of road network operations. ITS has the potential to relive some of the most difficult problems that affect road transport today. In general ITS applications have the capability to: ● improve traffic flow by reducing congestion ● quickly detect incidents and appropriately respond to them ● improve air quality by reducing pollution levels locally and minimising travel delay ● improve safety by providing advance warning before potential crash situations ● minimise the impacts of environmental, highway and human factors that contribute to accidents ITS can also make travel more convenient by providing travellers with accurate and timely information about the traffic conditions on the network, and available transport options. It can also foster economic growth in a region, by improving mobility, enhancing travel time reliability and reducing energy consumption. d. Shared mobility: The deployment of innovative transport services using emerging technologies and original business models, based on shareability and the provision of on-demand service. Shared mobility services include car sharing, ride-hailing, micromobility (bike sharing, shared electric kick scooters) and on-demand micro-transit. Shared autonomous vehicle applications are also a rapidly emerging area, as many autonomous vehicles are likely to be initially deployed in the context of shared mobility services. When shared mobility services are well deployed, managed and regulated, they have the potential to reduce the demand for private cars, thus reducing associated emissions. However, the impacts of shared mobility can vary depending on the kind of service, the specific operating context (including walking and cycling infrastructure), access to public transport and the general built environment. Enhanced data and information on these services, and a greater array of services for different purposes, have the potential to improve the economic conditions of lower-income populations. The development and positioning of shared mobility services has been mostly led by the private sector. However, in recent years there has been an increase in alliances and partnerships led by both the private sector and non-governmental organisations, indicating a shared agenda towards increasing the presence of shared mobility services and improving their environmental performance. Yet in many cases, shared mobility services are still struggling to find a well-established regulatory framework in which to operate.