List of Strategies & Action plans

A High Level Meeting was held in the Netherlands on 15 February 2017. It as attended by representatives from 24 EU Member States, Norway and Switzerland. Transport and Telecom ministers, the European Commission and parties from the automotive and telecom industries were also present.

Mobility is facing the greatest challenges we have seen in decades – with increasing globalisation, massive traffic growth, growing mobility needs and ambitious climate change goals.

New technologies provide us with the historic opportunity to meet these challenges successfully and make transport considerably safer, cleaner and more efficient. Among these technologies are new drivetrain technologies such as electric mobility, transport connectivity, car sharing models and, in particular, automated driving.

All these developments have been initiated and we are making every effort to put them on the roads as fast as possible.

Within the framework of the 2nd High Level Structural Dialogue, we, the EU- and EFTA Member States, the European Commission and associations of the automotive and telecom industry, have clearly focused on automated and connected driving and have developed an action plan to further advance the technology at European level.

The High Level Dialogue on Automated & Connected Mobility was established with the Declaration of Amsterdam from April 2016. Its key objective was to focus on a learning-by-experience approach thereby realising the positive potentials of automated and connected driving as well as aligning national frameworks. Vienna’s 4th High Level Meeting specifically focused on the use case with the biggest long-term potential for a sustainable transport system: automated and shared mobility services!

This white paper synthesises 5GAA vision of the future and the association’s C-V2X roadmap in its latest version (since the publication of the initial 5GAA roadmap in 2020). It focuses on advanced driving use cases which pave the way to automated driving, teleoperation, automated valet parking, and sensor sharing.

Relation with other roadmaps/plans:

Key examples of Transport Scotland’s active engagement are the pilot project CAVForth and the highly regarded annual CAV Scotland conference.

Increasing intelligent automation in transport is a key for expanding the digitalization of transport systems and mobility services, thus improving their safety, efficiency and smooth operation. This Roadmap sets out the actions within the Ministry of Transport and Communications’ administrative branch that aim to promote transport automation during the current government term (2017-2019). The Roadmap supports the key projects of Prime Minister Sipilä’s Government Programme concerning the creation of a digital growth environment for transport. Transport automation has advanced and is advancing at a significant pace. Road transport and shipping are witnessing the fastest development leaps. The definition of traffic is undergoing a transformation meaning that cars, in particular, are evolving into new type of mobile devices. While there is no vehicle industry in Finland, we are nonetheless, one of the world's leading countries in transport information technologies. Our technology companies possess considerable expertise in the automation of all modes of transport, especially concerning smart technologies for transport, data utilisation, artificial intelligence and information security issues. Equally noteworthy is the Finnish proficiency in marine automation and ship-building, which are globally recognized. The Roadmap covers three areas: 1) intelligent automation and robotics for service development, 2) utilisation of data and traffic management for intelligent automation and robotics, and 3) the development of physical and digital infrastructure for automated transport. For each of these three areas, the Roadmap describes both already on-going actions as well as required measures that are needed in the future to promote transport automation. Key actions for the entire administrative branch include exerting influence on the international regulation of different transport modes, enabling experimentations, developing an interoperable infrastructure and devices for transport automation, introducing 5G network technology, increasing the amount, quality and usage of transport data and improving the quality of satellite positioning. We will also invest in and expand our understanding of responsibility and ethics.

Automated and connected vehicles (AV/CVs) promise to improve the safety and efficiency of our transportation system, and to bring new economic opportunities for Canadians. They have the potential to reduce collisions, traffic congestion and emissions, and to improve mobility for all Canadians. At the same time, if we don’t manage these technologies well, their introduction could actually lead to more traffic, inequitable access to mobility and negative environmental impacts. The future of AV/CVs could be highly disruptive, for better or worse. How government and industry collectively prepare for this change will have a profound effect on how we capitalize on opportunities and lessen risks associated with these technologies. Governments and industry must be forward thinking. We need a strategic and aspirational vision for AV/CVs. We need to ask ourselves how evolving technologies will fit into our society and economy in a way that helps us achieve transportation solutions and future mobility goals for all users of our transportation system. Canada’s vision for the future of our transportation system is a system that is safe, secure, green, efficient and sustainable, and that improves the quality of life for all Canadians. We don’t know the future impacts of AV/CVs, but these technologies are tools we can use to help Canada progress towards this vision. It is critical that governments and industry continue discussing how AV/CVs can shape the future of mobility in a positive and purposeful way. Canada has an opportunity to be a leader in this space, given our well-established automotive industry and strengths in information and communications (ICT) technology. Over the past two years, both the public and private sectors have made major investments in AV/CV research and engineering centres across Canada. High-tech companies have also invested significantly in research and development in this area. Small and medium-sized companies, university researchers and engineering graduates are attracting the attention of global automotive and technology companies increasingly looking to Canada for AV/CV expertise. This Policy Framework provides a set of policy principles for all jurisdictions in Canada to follow as we safely test and deploy these vehicles. This framework also focuses on policy and regulatory issues we will need to address as we prepare for a future with AV/CVs on Canadian roads.

The Automated Vehicles Comprehensive Plan (Comprehensive Plan) advances the United States Department of Transportation’s (U.S. DOT) work to prioritize safety while preparing for the future of transportation. Building upon the principles stated in Ensuring American Leadership in Automated Vehicle Technologies: Automated Vehicles 4.0 (AV 4.0), the
plan defines three goals to achieve this vision for Automated Driving Systems (ADS):

1. Promote Collaboration and Transparency – U.S. DOT will promote access to clear and reliable information to its partners and stakeholders, including the public, regarding the capabilities and limitations of ADS.
2. Modernize the Regulatory Environment – U.S. DOT will modernize regulations to remove unintended and unnecessary barriers to innovative vehicle designs, features, and operational models, and will develop safetyfocused frameworks and tools to assess the safe performance of ADS technologies.
3. Prepare the Transportation System – U.S. DOT will conduct, in partnership with stakeholders, the foundational research and demonstration activities needed to safely evaluate and integrate ADS, while working to improve the safety, efficiency, and accessibility of the transportation system.

Each goal includes a discussion of key objectives, as well as associated illustrative actions the Department is undertaking to address priorities while preparing for the future. These actions include an Advance Notice of Proposed Rulemaking on Framework for Automated Driving System Safety,1 which will create a safety framework for defining, assessing, and
providing for the safety of ADS, while allowing safety innovations and novel designs to be introduced into commerce more efficiently. The plan also includes a set of real-world examples that relate the U.S. DOT’s framework for ADS integration to emerging technology applications. The Department will periodically review its activities and plans to reflect new technology and industry developments, eliminate unnecessary or redundant initiatives, and align investments with emerging focus areas.
The Comprehensive Plan was informed by extensive stakeholder engagement and the ongoing efforts of U.S. DOT’s operating administrations and the Office of the Secretary of Transportation to understand and respond to the opportunities and challenges presented by ADS. It is intended to reflect the Department’s fundamental focus on safety,
transportation system efficiency, and mobility for people and goods.
The U.S. DOT developed the Comprehensive Plan document to help stakeholders understand ADS activities across the Department and in response to recommendations from the Government Accountability Office (GAO) and Congress.

Mobility is a fundamental and essential component of our social and economic life. Ensuring mobility is therefore a crucial task for local authorities. The implementation of autonomous and connected driving (ACD) in public transportation and its integration into local public transport (ÖPNV) opens up new opportunities for community-oriented and sustainable mobility.

Developing an early strategic approach to ACD in cities and municipalities, gathering local operational knowledge and experience, and building a local network will strengthen future planning and implementation capabilities. The new possibilities offered by automation and connectivity aim to help solve the communal mobility challenge more effectively and sustainably.

The Autonomous Mobility Plan (hereafter referred to as the “Plan”) builds on the strategic document titled “Autonomous Mobility Development Vision” and primarily addresses autonomous mobility in road transport and automated road vehicles. In a broader sense, autonomous mobility may also embrace various modes of transport, including rail, air, and water vehicles and equipment. While the measures relating to road transport may reach into other areas, this document does not aspire to become a comprehensive concept for the development of automation in other transport modalities. Autonomous mobility in other transport modes, i.e. railway, air and possibly inland waterway transport, will be addressed by a subsequent update of this Plan or in other strategic materials produced on the governmental level.

The present Code regulates the testing of automated vehicles in a real world environment in Belgium. In concrete terms, tests of this nature may take place on condition that the vehicle is used in accordance with the road traffic legislation and providing a test driver is present, or, in certain specific cases, minimally a test operator, who takes responsibility for the safe operation of the vehicle.

It is up to the manufacturer or the testing organisation to ensure that innovative technologies for automated or fully automated vehicles are developed and tested thoroughly before being brought onto the market. Much of this development can be done in test laboratories or on dedicated test tracks and proving grounds. However, to ensure that these technologies are capable of 'safe behaviour' in the various situations that may present themselves, they will need to be subjected to controlled testing in a 'real world environment' also. Thus, the testing of new automated vehicle technologies on public roads or in other public places should be facilitated whilst care must be taken that these tests are designed and conducted in order to minimise potential risk.

This Code of Practice has been published to help manufacturers and/or testing organisations intending to test these technologies in real conditions. This Code of Practice provides clear guidelines and recommendations to maintain safety during this testing phase.

The present Code of Practice does not contain any actual rules of law but has been developed to promote responsible planning and carrying out of tests. Testing organisations shall use this Code in conjunction with detailed knowledge of the statutory, regulatory and technological framework.

Early deployments of autonomous vehicles are already on the roads. However, it is becoming apparent that large-scale rollout will be slower than once anticipated. While previous and even some current forecasts state that autonomous vehicles will be widely adopted during the 2020s, the analyses of this white paper suggest mainstream deployment will be slower than that given the many challenges and inherent technological, regulatory and economic complexities.
Despite this, the rationale for AV adoption remains compelling, driven by substantial potential benefits including enhanced safety, improved efficiency and lower costs. This white paper provides a refined forecast for deployment and identifies key remaining gaps and actions for accelerating that deployment
safely. It explores three main use cases: personal vehicles, robotaxis and autonomous trucks. The key
insights on each of these are as follows:

• While personal vehicles will progressively transition toward higher levels of automation, L2 and L2+ systems will dominate this use case for the next decade due to their cost-effectiveness and regulatory readiness. L3 adoption will remain limited due to safety risks, liability concerns and high costs, and L4 deployment will be niche during this timeframe: only around 4% of new personal cars sold by 2035 are expected to feature L4 capabilities. China is forecast to adopt L2+ and L3/L4 vehicles most quickly, driven by strong consumer demand, a regulatory push and an ecosystem that encourages innovation. (See Box 1 for an explanation of the levels of automation.)
• Robotaxis have already demonstrated technological feasibility, with large-scale deployments running in selected US and Chinese cities. However, the high costs of software development, infrastructure set-up and scaling continue to slow deployment. By 2035, robotaxis are likely to be present in large numbers across 40 to 80 cities globally, mostly in China and the United States. Until at least 2030, Europe is expected to remain cautious about the rollout of robotaxis. Europe is likely to prioritiz small, controlled pilots and focus on integrating roboshuttles with public transport systems instead. Large-scale robotaxi (and roboshuttle) deployments will lead to modal shifts, affecting not only taxi and traditional ride-hailing but also personal car and public transport use.
• Autonomous trucking presents a strong case for autonomy. Compared to traditional trucking, it introduces a new value proposition that goes beyond advantages in efficiency and total cost of ownership. Several companies have started commercial operations, and 2025 is expected to be an important year for autonomous trucking deployments. Among the different use-cases, hub-to-hub trucking has the most promise for automation. The United States is expected to lead adoption for this use case: it is projected that autonomous trucks will account for up to 30% of new truck sales in the US by 2035. In Europe, international borders pose challenges for long-haul applications, and China’s weaker cost benefits may limit deployment unless policy interventions accelerate progress.

The forecasts in this white paper aim to account for expected developments. However, technological breakthroughs, such as the successful deployment of map-free and visiononly L3/L4 systems, or massive additional funding injections could significantly accelerate adoption beyond these projections.
To further speed up the deployment of vehicle autonomy, the industry needs to keep working on five different fronts. First, bring the public on board by communicating consistent messages and building consumer trust. Second, continue leveraging advances in technology, including AI and cybersecurity breakthroughs, to tackle the current shortcoming surrounding safety, usability and scalability. Third, develop sustainable business models that foster long-term viability. Fourth, co-create regulations to help policymakers better understand the progress and readiness of vehicle automation technology. And, finally, collaborate within and across industries to better facilitate large-scale deployments.

To further speed up the deployment of vehicle autonomy, the industry needs to keep working on five different fronts. First, bring the public on board by communicating consistent messages and building consumer trust. Second, continue leveraging advances in technology, including AI and cybersecurity breakthroughs, to tackle the current shortcoming surrounding safety, usability and scalability. Third, develop sustainable business models that foster long-term viability. Fourth, co-create regulations to help policymakers better understand the progress and readiness of vehicle automation technology. And, finally, collaborate within and across industries to better facilitate large-scale deployments.

The CCAM Partnership Vision is to ensure European leadership in safe and sustainable road transport through automation. With full integration of CCAM in the transport system, the CCAM Partnership shall contribute to achieving the expected positive impacts for society (safety, environment, inclusiveness), economy (European competitiveness) and science.

For this vision and expected impacts, a multitude of complex challenges need to be addressed and solved at societal, human, technical, regulatory, economic and operational level.

The Strategic Research and Innovation Agenda (SRIA) for CCAM is the multiannual roadmap linking the vision of the Partnership to a portfolio of R&I actions needed to deliver the Partnership’s objectives and achieve the expected impacts. The CCAM SRIA is the basis for CCAM call topics for R&i activities under the Horizon Europe Work Programmes.

Even though the SRIA is covering the full duration of the Partnership, it is updated during the lifetime of the Partnership to reflect any major technological advancement, new emerging challenges, or evolving societal needs.

In the CCAM SRIA updated in 2023, a new sub-chapter titled "Other recent developments" has been introduced to account for ongoing changes in the field, and encompassing diverse elements impacting the CCAM Partnership's trajectory:

• Evolving societal dynamics
• Shifting work and mobility patterns
• Environmental and equitable mobility focus
• CCAM technologies progress
• Enabling technologies and data sharing updates
• Hurdles and learning opportunities
• Synergies and sustainable transitions

This document sets out government’s response to the Law Commissions’ recommendations and commits to a new legislative framework for safe self-driving road vehicles, based on these recommendations. This new framework will enable innovation whilst also ensuring safety.

This roadmap for Connected Automated Driving contributes to the long-term vision of ERTRAC for the transport system. In one sentence: by 2050, vehicles should be electrified, automated and shared.

The main objective of the ERTRAC Roadmap is to provide a joint stakeholders view on the development of Connected Automated Driving in Europe. The Roadmap starts with common definitions of automation levels and systems, and then identifies the challenges for the implementation of higher levels of automated driving functions. Development paths are provided for three different categories of vehicles.

The Key Challenges identified within the three areas (Users & society, System & services, and Vehicles & technology) should lead to efforts of Research and Development: ERTRAC calls for pre-competitive collaboration among European industry and research providers. The key role of public authorities is also highlighted: for policy and regulatory needs, and support to deployment, with the objective of European harmonisation. Connected Automated Driving must therefore take a key role in the European Transport policy, since it can support several of its objectives and societal challenges, such as road safety, congestion, decarbonisation, social inclusiveness, etc. The overall efficiency of the transport system can be much increased thanks to automation.

Relation with other roadmaps/plans:

The previous “Automated Driving Roadmap” of ERTRAC was issued in 2017 and provided updated definitions and development paths, an updated list of EU and international activities, and an extended list of R&D challenges. This new 2019 version presents again a full update of these chapters, and given that the topic of connectivity is becoming progressively more important, it includes connectivity related aspects and the addition of infrastructure related topics. A collaboration with the CEDR CAD work group helped a lot to bring these additional aspects into the document. This new version also builds on the STRIA CAT Roadmap developed by the European Commission.

Automated driving is becoming increasingly important, and will place demands to NRAs (National Road Authorities) in very near future, before 2020. While automated driving will bring about several benefits to NRAs, it will cause also costs and changes in the traditional roles of the NRAs. The cooperation with key stakeholders such as vehicle manufacturers, the telecommunication industry and the IT industry will intensify as a consequence. Closer collaboration with globally operating industries makes it necessary for NRAs to intensify their European and intercontinental cooperation (Americas, Asia-Pacific). The development will also bring a number of new challenges concerning legal issues, data security, and road safety especially in the transition phase towards high automation. Coming to full automation, general mobility and interworking with other transport means will fundamentally change. Furthermore, totally new players are expected to enter the market.

In April 2016, the European Transport Ministers gave out a declaration on connected and automated driving, indicating strong EU and Member State support to developing and deploying road vehicle automation. A week later, the CEDR Governing Board discussed road vehicle automation in a dedicated workshop facilitated by CEDR Task Group “Utilising ITS for NRAs”. This position paper reflects the GB view based on that workshop. In doing so, this position paper complements the CEDR ITS Position Paper (issued 2014).

This report is the deliverable of the second phase of the C-ITS platform (July 2016 – September 2017) which further develops a shared vision on the interoperable deployment of Cooperative Intelligent Transport Systems (C-ITS) towards cooperative, connected and automated mobility (CCAM) in the European Union. This includes making tangible progress towards the definition of implementation conditions for topics already discussed during the first phase1, but also recognizes and further investigates the mutual benefits that future CITS services will bring in terms of automation. All members of the C-ITS platform believe that the ultimate goal is the full convergence of all developments under Cooperative, Connected and Automated Mobility (CCAM), making use of the digitisation of transport.

In 9 working groups, the C-ITS Platform developed policy recommendations and proposals for action for the Commission as well as other relevant actors along the C-ITS value chain. The first set of outcomes of the second phase of the C-ITS Platform addresses the common technical and legal framework necessary for the deployment of C-ITS and is grouped under section Phase I continued – support for deployment of C-ITS. The second set of outcomes focuses on CCAM, i.e. they explicitly also take the needs and possibilities of higher levels of automation into consideration, and are grouped under section Beyond C-ITS, towards Connected, Cooperative and Automated Mobility (CCAM).

As a result of developments in the automotive, ICT and telecoms sectors and the introduction of connected and automated vehicles1, mobility will change more in the next twenty years than in the past one hundred years. Further automation of vehicles and advances in information and communication technologies provide excellent opportunities to improve traffic flows and to make transport safer, cleaner and easier. This development could also strengthen the economy of Europe. Ultimately, once fully automated driving becomes possible on a large scale, there may be societal benefits beyond the aforementioned goals, in terms of social inclusion, improved mobility services in rural areas and cities, the development of mobility as a service and lower travel costs. These advantages should bring extra flexibility in door-to-door mobility, especially in the field of public transport, also to the benefit of the aging population, vulnerable road users and disabled persons. Furthermore, this innovation could be linked to other important developments such as a shared economy, decarbonisation of transport and the transition towards a zero-emissions society and the circular economy.

Besides technological progress, there are further challenges and uncertainties related to development of connected and automated vehicles. There are important questions to be answered regarding security, social inclusion, use of data, privacy, liability, ethics, public support and the co-existence of connected and automated vehicles with manually controlled vehicles.

Member States support the development of connected and automated driving through a range of initiatives, such as truck platooning, autopilot on the highway and the establishment of ITScorridors. Connected and automated vehicles are already being tested on public roads and are gradually being introduced on the market for commercial use. In the early stages of this transition, open competition between different models and initiatives is needed to instigate creativity and innovation. However, both industry and users demand that new services and systems should be interoperable and compatible when crossing borders. The European Commission has taken important steps with the Cooperative Intelligent Transport Systems (C-ITS) platform, the Round Table on Connected and Automated Driving and the Gear 2030 initiative. Nevertheless, a more coordinated approach is called for between Member States and at European level to remove barriers and to promote a step-by-step learning-by-experience approach such as the European truck platooning challenge. It is essential to support an exchange of information of results and best practices by linking and integrating such initiatives.

As early as 2018, France adopted a strategy for the development of autonomous vehicles, updated in 2020, with two objectives: develop the production of automated technologies and modernize mobility services.

This 2022 update explicitly takes into account connectivity issues, and enlarges the scope to mobility services made possible by automation and connectivity. It aims to accelerate France's commitment to regulatory, technological and economic models that will make the country a leader in the deployment of the most relevant and achievable use cases.

This 2022-2025 strategy is based on four key actions:

• Prioritize and coordinate connectivity systems and data exchange deployments;
• Finance investment projects in industrial supply of automated road mobility, ambitious service pilots, or first commercial deployments, in particular via France 2030 and by mobilizing European credits;
• Support volunteer local authorities and operators in the deployment of passenger services;
• Finalize the legal framework for automated freight and logistics.

This document provides a summary of the strategic framework that will structure the French government’s policy actions dedicated to the development of automated or driverless vehicles. The publication of this document, which follows a wide-ranging public consultation process, constitutes the conclusion of the first stage of the project I have been entrusted with by the Ministries of the Interior, Economy and Finances, and Transport, as well as the Secretary of State for digital affairs.

Germany is increasingly digitalizing its transport and mobility sectors, with autonomous and connected driving set to play a central role. This strategy aims to establish Germany as a world-leading innovation and production hub for autonomous driving, with the goal of integrating this technology into regular operation nationwide. A particular focus is placed on public local transport and freight transport, as their application can provide crucial impetus for innovative autonomous mobility concepts while simultaneously strengthening public trust and acceptance. Autonomous vehicles are expected to contribute to better participation and higher quality of life, especially in rural areas where dense public transport often faces economic limitations. The German government identifies measures and formulates proposals in this strategy to accelerate market adoption, primarily focusing on road transport but also briefly considering rail, waterways, and aviation, where autonomous concepts offer significant opportunities. The ultimate goal is to create an innovation-friendly framework – to be shaped by business and industry – to make autonomous and connected mobility a seamless part of the future.

The Horizon Europe Framework Programme, like its predecessor Horizon 2020, offers Europe a great opportunity to positively respond to the Global Challenges as defined by the European Commission, as well as to the UN Sustainable Development Goals.
The positions expressed in this High-Level Position Paper show how the members of EARPA have identified key research themes, in relation to the main challenges and drivers for resilient transport and mobility, for people and goods.
In addition, broader issues related to research and innovation in Europe in general are raised. EARPA and its members look forward to a continued, successful, European wide collaboration in the research arena of road
transport to help establish a system approach, contributing to a systemic, sustainable transformation of the European road mobility arena.
While current challenges and trends are likely to affect how people and goods will be moved in Europe in future, disruptive events show that the future will not necessarily be an extrapolation of the past.

EARPA’s high-level recommendations for upcoming Framework Programmes include:

• While European transport policy needs to stay closely aligned with climate and energy policy, mobility is a fundamental need of EU citizens. Research under upcoming Framework Programmes should pave the way towards a future European road transport system that will be sustainable, safe, accessible, inclusive, user-focussed and trustworthy.
• Social and economic sustainability are important dimensions of sustainability in addition to its ecological dimension. Research for higher levels of safety, accessibility and inclusiveness of the road transport system can make important, direct contributions to social and economic sustainability and should be strengthened significantly. The ongoing digitalisation should be used as an accelerator.
• Beyond net-zero tailpipe emissions, other factors along the full life cycle of vehicles and infrastructure are increasingly important in light of the ecological sustainability of the road transport system. European resource sovereignty is more and more a critical issue. Research should effectively supportthe transition to circularity and resource efficiency in the road transport industry.
• Lower transport volumes could ease many challenges for the European road transport system. Approaches to decouple personalfreedom and economic prosperity from transport volumes should be included in EU road transport research.
• In times of crises and disruptive changes, resilience is a crucial property of all systems satisfying EU citizens’ basic needs. The need for resilient solutions should be embedded in all future EU road transport researchactivities.

ERTRAC's new Road Transport Vision 2050, updated thanks to the STREnGth_M project, aims to address challenges such as climate change, pollution, demographic change, limited resources and global competition.

The document includes five sub-visions addressing important societal objectives such as environmental sustainability, efficiency, and resilience:

• “All people and goods can reach their destinations in a way that is healthy, safe, affordable, reliable and comfortable all across Europe”
• “Climate-neutral, zero pollution road transport satisfying circular economy and resource efficiency needs”
• “Infrastructure and traffic management provide highly efficient road network services at competitive cost with minimized congestion, regardless of actual conditions and disturbances”
• “Safe and secure mobility for all road users at any time”
• “Europe’s road transport research and industry as the world leader in innovation, services and production”

The document also outlines the technological, regulatory, and organizational enablers which need to be in place by 2050 to realise the vision.

This document is a comprehensive set of critical strategic reflections and recommendations for 6G networks and services, capturing the views and priorities from Next G Alliance and the SNS JU. This document proposes a roadmap for future opportunities through EU and US funding instruments. It also aims to provide directions for collaboration opportunities that will go beyond the scope of such funding instruments, assisting the academic and business stakeholders between the two sides of the Atlantic to identify mutually beneficial opportunities.

This document analyzes six promising collaboration areas between the EU and the US for 2025 and beyond:

1) Work jointly to address environmental, social, and economic sustainability goals and work toward reduced footprints (Sustainable 6G) as well as enabled benefits, a.k.a. handprints (6G for sustainability)

2) Engage in semiconductor research related to the use of microelectronics for wireless communication, especially in the mid-band to sub-THz range

3) Enable disaggregated 6G cloud architectures with standardized interfaces between different stakeholders.

4) Strengthen a collaborative EU-US research and innovation environment for open network solutions where new results will progressively reach a higher Technology Readiness Level (TRL).

5) Cooperate to set the main trends in AI-native air interface and network/device collaboration, including i) energy efficient AI/ML research, ii) establishment of reference datasets and AI/ML models, and iii) trustworthy AI/ML and privacy policy collaborations.

6) Join forces to institute new resilience mechanisms for 6G networks, from the supply chain to the recovery after attacks. Areas of collaboration could include developing new security expectations for 6G equipment and software, including employment of associated methods for detecting, preventing, and responding to attacks.

The PAV (Planning for Autonomous Vehicles) project report provides a holistic overview of current and future developments in connected, cooperative, and automated mobility (CCAM) for public transport in Europe.

The report examines the impact of technological, regulatory, societal, and market forces on CCAM, while highlighting the key drivers and barriers shaping the deployment of connected, cooperative, automated vehicles (CCAVs).

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The EU's automotive sector enjoys a central place in Europe's industrial landscape. It is the employer of millions of Europeans, often in highly skilled jobs and a major investor in research and development. The sector is one of the most competitive in the world and generates a substantial trade surplus for the EU. It is at a junction of many important EU policies including; competitiveness, research, energy, environment, transport, single market, etc. Today's automotive industry is at a turning point: it must embrace the upcoming digital revolution, automated and connected driving, environmental challenges (such as climate goals), societal changes and growing globalisation.

In order to develop a co-ordinated and effective EU approach for the automotive industry in this changing landscape, the European Commission established the High Level Group (HLG) GEAR 2030 in October 2015. The group brought together Member States' authorities and key stakeholders representing the industry, services, consumers and environmental protection and road safety. This Report sets out the HLG's analysis of the situation and recommendations to address the main challenges and opportunities for the sector in the run-up to 2030 and beyond. It examines the developments in global competitiveness and changes in the value chain. In this context, given the profound impacts of the transformation on the entire value chain, the HLG decided to focus on connected and automated driving (CAD) and on zero emissions and zero emissions-capable vehicles (ZEVs and ZECs). However, the HLG also recognises that cleaner internal combustion engine (ICE) vehicles will have an important role in the on-going transformation of the sector. They will be especially important in the case of heavy duty vehicles to help their transition to low and zero emission technologies.

The automotive industry is a core engine of European prosperity and an essential part of Europe’s identity. European manufacturers have been global leaders since the invention of the automobile, producing iconic brands that set high benchmarks in innovation and excellence. Today, the sector accounts for €1 trillion in GDP, a third of private research and development investment in the EU and it provides direct and indirect employment to 13 million Europeans. For commercial vehicles, European truck makers account for more than 40% of the world market.1 The European automotive industry leadership commands admiration from the world over.
Currently, the sector is undergoing a structural transformation of unprecedented speed and magnitude. The shift to clean mobility is accelerating. In 2024, already one out of five cars sold globally was electric. At the same time, the rapid integration of digital technologies, such as AI, software, sensing and communication devices, together with the increasing importance of digital services and connectivity, are shaking up the sector. It is imperative that the European automotive industry not only navigates, but also shapes the transition to zero-emission, connected and increasingly automated vehicles.
While facing this transition, our automotive industry is also confronted with serious competitiveness challenges. It faces global supply chain risks and dependencies on raw materials and battery imports, a still too large reliance on fossil fuels, fierce competition for talent, cost gaps in key inputs, and an increasingly volatile geopolitical context. European companies risk falling behind on key strategic technologies such as batteries, software, infotainment systems, and autonomous driving, and often have less direct control over many raw material inputs, while overseas competitors are often supported by assertive industrial strategies and receive State support in various forms.
This is a pivotal moment for the European automotive industry - decisive action is needed, and the European Union (EU) is committed to support the sector in its transition.
That is the purpose of this Action Plan, which builds on the Competitiveness Compass, the Clean Industrial Deal and – in recent weeks – a wide series of consultations, led by the President of the Commission and several Commission members, in which more than 100 organisations actively participated.2 It sets out concrete measures to help secure global competitiveness of the European automotive industry and maintain a strong European production base through action in five key areas: 1) innovation and digitalisation, 2) clean mobility, 3) competitiveness and supply chain resilience, 4) skills and social dimension, and 5) level playing field and business environment.

The automotive industry is a core engine of European prosperity and an essential part of Europe’s identity. European manufacturers have been global leaders since the invention of the automobile, producing iconic brands that set high benchmarks in innovation and excellence. Today, the sector accounts for €1 trillion in GDP, a third of private research and development investment in the EU and it provides direct and indirect employment to 13 million Europeans. For commercial vehicles, European truck makers account for more than 40% of the world market.1 The European automotive industry leadership commands admiration from the world over.

Currently, the sector is undergoing a structural transformation of unprecedented speed and magnitude. The shift to clean mobility is accelerating. In 2024, already one out of five cars sold globally was electric. At the same time, the rapid integration of digital technologies, such as AI, software, sensing and communication devices, together with the increasing importance of digital services and connectivity, are shaking up the sector. It is imperative that the European automotive industry not only navigates, but also shapes the transition to zero-emission, connected and increasingly automated vehicles.

While facing this transition, our automotive industry is also confronted with serious competitiveness challenges. It faces global supply chain risks and dependencies on raw materials and battery imports, a still too large reliance on fossil fuels, fierce competition for talent, cost gaps in key inputs, and an increasingly volatile geopolitical context. European companies risk falling behind on key strategic technologies such as batteries, software, infotainment systems, and autonomous driving, and often have less direct control over many raw material inputs, while overseas competitors are often supported by assertive industrial strategies and receive State support in various forms. This is a pivotal moment for the European automotive industry - decisive action is needed, and the European Union (EU) is committed to support the sector in its transition.

That is the purpose of this Action Plan, which builds on the Competitiveness Compass, the Clean Industrial Deal and – in recent weeks – a wide series of consultations, led by the President of the Commission and several Commission members, in which more than 100 organisations actively participated.2 It sets out concrete measures to help secure global competitiveness of the European automotive industry and maintain a strong European production base through action in five key areas: 1) innovation and digitalisation, 2) clean mobility, 3) competitiveness and supply chain resilience, 4) skills and social dimension, and 5) level playing field and business environment.

This position paper, jointly released by the European Technology Platform ERTRAC and European Partnerships 2Zero and CCAM, urgently calls upon the European Union to strengthen support for the road transport sector's transformation towards digitalization and decarbonization. The authors emphasize the critical need to defend Europe's competitiveness against global challenges to its economic sovereignty, particularly within the upcoming EU multi-annual financial framework (FP10).

Road transport is fundamental to European society and economy, enabling daily life, facilitating passenger and freight mobility, and significantly contributing to the EU's GDP, employment (13 million workers), and trade balance (over €100 billion positive). It is also Europe's highest R&D spending sector, investing nearly €60 billion annually.

The paper argues that massive investment in Research and Development (R&D) is indispensable for global competitiveness and for achieving key EU objectives, including the Green Deal, Industrial Plan, and Digitalization policy. R&D fosters carbon neutrality, enhances road safety, improves traffic efficiency, and ensures the affordability and resilience of transport systems. Such investment is crucial for reaching the EU's ambitious 2040 and 2050 targets and securing technological sovereignty.

The European Partnerships 2Zero (Towards Zero Emission Road Transport) and CCAM (Connected, Cooperative and Automated Mobility) are highlighted as effective instruments for addressing decarbonization and automation, respectively. These partnerships have successfully built unique R&I ecosystems, demonstrating efficient, transparent, and multi-stakeholder approaches to defining research agendas and delivering concrete impacts.

To maintain momentum, the paper proposes expanding the scope of both partnerships. 2Zero should evolve to embrace circular economy principles comprehensively, extending its focus beyond vehicle use to include production, end-of-life management, alternative materials, and digital tools for circular processes. CCAM aims to transition from a technology-centric focus to a holistic ecosystem approach, integrating with physical and digital infrastructures, translating technologies into innovative mobility services, and prioritizing digital transformation through software-centric vehicle control, AI integration, and cybersecurity.

The paper also advocates for flexibility and cross-sector collaboration within FP10. It calls for continued horizontal transport calls, allowing for multi-modal and mode-specific research on topics like urban mobility, logistics efficiency, and infrastructure. Furthermore, it stresses the importance of enhanced collaboration with enabling technology sectors (e.g., batteries, hydrogen, chips, data, AI) to maximize innovation potential. Finally, the signatories urge the creation of "European Flagship Projects" with appropriate, ring-fenced budgets in FP10 to demonstrate large-scale innovation impact, identified collaboratively by existing communities and industrial stakeholders. This strategic research support is essential to preserve the automotive and mobility sector's strength and competitiveness in Europe, delivering critical societal impacts on climate neutrality and road safety.

These national enforcement guidelines provide guidance about how the requirement of proper control in Australian Road Rule 297 should apply to vehicles with automated functions. The guidelines also confirm that the human driver is responsible for compliance with road traffic laws when a vehicle has conditional automation engaged at a point in time.

Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee, the Committee of the Regions

This Communication outlines the common EU approach and vision towards connected and automated mobility set out in a European agenda including supporting actions to:

• develop and deploy key technologies, services and infrastructure;
• position Europe as a global leader in CCAM across transport modes;
• ensure that EU legal and policy frameworks are ready to support deployment;
• address societal and environmental concerns towards public acceptance

The main recommendation of the Communication revolves around the need to coordinate EU instruments at research and regulatory level, alongside private sector engagements and funding programmes within Member States, to accelerate the transformation towards a safer, more resilient, and efficient transport sector capable of meeting diverse population needs.

A future in which self-driving cars define the traffic landscape: what will this look like and when could we expect this future to arrive, either solely on highways or everywhere? Great uncertainty surrounds these questions. If technological development is rapid, the technology affordable, self-driving cars attractive to car drivers and the societal impacts positive, a ‘self-driving future’ is highly probable. Policy measures moreover can accelerate this transition to a self-driving future. Concurrently, ‘showstoppers’ may emerge: developments that impede the transition.

Aligning policy goals is essential to maximize the societal impact of Connected and Automated Driving (CAD). This involves ensuring sovereignty of local mobility policies, cybersecurity and safety, equitable access to mobility, environmental sustainability, economic efficiency, and social acceptance and inclusion. The discussions focused on collaborative frameworks, large-scale demonstration projects, and the importance of National Access Points (NAPCORE) for data access and exchange.

Key Takeaways:

1. Collaboration: Collaborative frameworks and large-scale demonstration projects are essential to advance AV adoption. Reliable and resilient transportation systems must be supported through partnerships among various stakeholders, including OEMs, logistics companies, infrastructure managers and tech players and should include both rural and urban interests, as well as both passenger and freight transport.
2. Harmonization: National Access Points (NAPCORE) play a critical role in facilitating data access and exchange, requiring EU-wide harmonization and standardization
3. Evaluation: The FAME project supports EU policy making by providing a common evaluation methodology and sharing knowledge and best practices across member states
4. Public/Private Partnerships: Adapting legislation (on national/regional/local level) to support AV deployment, with an emphasis on public/private partnerships, ensuring inclusion and public acceptance, is crucial for success
5. Regulatory Frameworks: Clear regulatory frameworks, mutual recognition of regulations among member states, and addressing biases in algorithms are necessary for effective implementation

The Transport Research and Innovation Monitoring and Information System (TRIMIS) is the analytical support tool for the establishment and implementation of the Strategic Transport Research and Innovation Agenda (STRIA), and is the European Commission’s (EC) instrument for mapping transport technology trends and research and innovation capacities. A total of seven STRIA roadmaps have been developed covering various thematic areas, namely:

— Cooperative, connected and automated transport;

— Transport electrification;

— Vehicle design and manufacturing;

— Low-emission alternative energy for transport;

— Network and traffic management systems;

— Smart mobility and services; and

— Infrastructure.

Road Automation is progressing fast. This phenomenon takes advantage of both existing and emerging cooperative Advanced Driver Assistance System (ADAS) and In-Vehicle System (IVS) sensor functionalities. Advancements in automatisation, i.e. deployment of automation, are proceeding by integration of the technologies above. The Ministry of Transport and Communication has emphasised that Finland is in the forefront in preparing for and utilising automated traffic.

This document describes the study and design processes used. The study methodology was composed of a concise literature review, expert discussions, working sessions, and stakeholder and authority workshops as well as of the editors’ own experience and knowledge of the domain. The design methodology was based on a phased work on various themes. During the first phase the knowledge gaps, which were identified during the literature review and expert discussions, were discussed in depth. Based on the results, specific action cards were developed and drafted. The action cards contained the title and generic use case and contents descriptions. The various draft versions of the action cards, with the detailed activities included, were thoroughly discussed in the project and the steering group meetings as well as in the stakeholder and administrative entity workshops. The final action cards contain information on detailed activities to be taken, the proposed agency in charge of the coordination of the action with the nominated supporting entities, and scheduled timing of the action and its activities, as well as drafted estimations of resources and budgetary reservations needed for the implementation. The action cards were finalised in the project group and approved by the steering group.

In order to proceed with planning and implementation of the action cards they were divided into five domains. The domains are: infrastructure, road superstructure and equipment, vehicle systems, services and functions, and driver.

The purpose of the action cards is to combine the related transport authority activities and resource needs for guidance to be used in the next few years. The detailed information has been presented to the authorities for their planning and implementation processes. This document provides an overall summary of the results.

During the first two years of the study period, 2016–2017, it is suggested to launch a total of 114 individual actions, either as part of an existing project, as combined to form a larger new project or as stand-alone projects.

Short version of “Roadmap – Digitalisation of the Road Transport System for the Years 2022–2030”1 (complete roadmap available in Swedish only).

The purpose of the roadmap is to identify important steps and apply measures to more readily benefit from the opportunities that digitalisation offers. The roadmap indicates proposed measures and areas where the Swedish Transport Administration either leads or participates in the development, or considers there to be development potential in order to meet the transport policy objectives and Goals 2030 – Accessibility in a Sustainable Society.

The Swedish Transport Administration has outlined a roadmap for digitalizing the nation's road transport system. The primary goal is to enhance efficiency, safety, and sustainability. This involves optimizing traffic flows, improving travel routes, and supporting broader transport policy objectives.

Key benefits of digitalization include advanced driver assistance systems, connected, autonomous vehicles, real-time traffic information, and data-driven decision-making.

To achieve these goals, the roadmap focuses on four enabling focus areas: physical road infrastructure, connectivity and communication, data exchange formats, and data and information volumes.

Collaboration among various stakeholders is crucial for successful implementation. The Swedish Transport Administration is actively working to define its role and responsibilities within the new digitalized system. This includes exploring changes in information management and sharing.

Challenges and considerations include business models, standardization, regulations, and security.

The roadmap outlines 30 applications of digitalization across four areas: resource-efficient planning, connected road maintenance, efficient, safe, and sustainable contracting, and future road traffic management.

Ultimately, the goal is to gradually develop solutions that can be used in planning and managing road infrastructure. Collaboration with other actors is essential, and the Swedish Transport Administration aims to facilitate this through research, innovation, and dialogue.

The Safety Assessment for Automated Driving Systems (ADS) in Canada is a voluntary tool to help ADS developers review the safety of vehicles equipped with SAE level 3 to 5 ADS features, which they intend to manufacture, import, operate and/or sell in Canada.

This Commission staff working document (SWD) builds on the 2018 Commission Communication On the road to automated mobility: An EU strategy for mobility of the future (1), which provided research, policy and regulatory recommendations at EU level for the development and deployment of connected, cooperative and automated mobility (CCAM). This SWD offers a state of play of CCAM in Europe by taking stock of progress made at operational, technological, societal and economic level since 2018. It also describes 10 main European achievements in this area to date. This document does not present any recommendations for future developments in this area, thus pre-empting the next framework programme for research and innovation and, therefore, does not commit the Commission in relation to potential forthcoming initiatives or decisions on the successor to the current research and innovation framework programme, Horizon Europe.

Diverse roadmaps have been released from different countries and regions, led by respective industry organizations as well as governments, playing a crucial role in the alignment among all sectors. To explore the realization path and its corresponding innovation mechanism, starting from exchange and cooperation on these roadmaps, and to lay a solid foundation for further global alignment, the China Society of Automotive Engineers (CSAE) and China Industry Innovation Alliance for Intelligent & Connected Vehicles (CAICV) have established the International Communication and Cooperation Committee of ICV Roadmaps, together with organizations, institutions, and enterprises all around the world, including 5GAA, ACEA, BMW, CAAM, CAERI, CAICT, CATARC, Changan Auto, CICT, DFM, Drive Sweden, ERTICO, ERTRAC & CCAM Partnership, FISITA, GAC Motor, GM, Huawei, KSAE, RIOH, RIRS, SAE International, VDA, Volkswagen, and Zenzic.

This white paper outlines the main contents of these diverse ICV roadmaps, drawing on input from the corresponding committee members, synthesizing the respective characteristics and the best practices of these roadmaps.

Advanced Driver Assistance Systems (ADAS) are systems that assist the driver in carrying out the primary driving task. ADAS observe the environment using sensors and are able to take over control of speed or driving direction, subject to the responsibility of the person at the wheel. Systems of this kind are also able to warn the driver in situations that the system considers dangerous.

Automation in road traffic can help improve road safety, but also engender new road safety risks. On the basis of accident investigations, a literature review and discussions with experts, the Dutch Safety Board has identified a number of types of new risks that are not yet sufficiently recognized or managed.

When they are placed on the market, ADAS are not yet fully mature. This means that following permission for use on public roads, they undergo further development. Together with the lack of knowledge among drivers, situations in which drivers fail to understand why the vehicle responds or indeed fails to respond in a particular way can quickly arise. In addition, drivers in vehicles fitted with ADAS play a different role than drivers in conventional cars, namely the role of operator.

In all its investigations, the Dutch Safety Board operates a reference framework. This framework lays out the standards with which the various stakeholders are expected to comply, in order to manage safety risks in a given field. Essentially, this reference framework is a question of responsible innovation. Based on this framework, the Dutch Safety Board has identified bottlenecks in terms of design, policy, regulation and supervision, data availability and learning capacity. In addition, the Dutch Safety Board provides in total six recommendations to the automotive manufacturers and the OICA and ACEA umbrella organizations (1), to the BOVAG and RAI Association (1), and to the Dutch Minister of Infrastructure and Water Management (4).