Mr. Pierpaolo Cazzola:

I will give this a try. If you want to achieve a reduction in vehicle kilometres, my gut feeling on that is that you may want to go there but while ensuring you maintain the same level of service in terms of passenger kilometres or tonne kilometres. To do that, you need to improve the vehicle utilisation factor. Rather than having single passenger taxi rides, you need to promote pool rides. You need to increase the amount of people you move with the same vehicle and, similarly, increase the amount of goods you move with the same vehicles. Today, there are more and more ways to do that by tapping into digital technologies and you need proper regulatory frameworks enabling that, especially in the case of the taxi rides I mentioned earlier or the transport network company, TNC, rides. Enabling pooling allows for a better use of those services. There is a rebound related with price but the end result would end up being a total reduction in our vehicle kilometres with an eventual slight increase in passenger kilometres.

Beyond those solutions on capacity utilisation, you need to have something that dissuades from using personal vehicles and promotes the use of collective transport. What the Deputy mentioned in terms of parking charges or policies that make access to certain parts of the urban environment to private vehicles, for example, will also reduce overall vehicle kilometres. The more you shift towards collective transport mode, the lower the vehicle kilometre, while you can still maintain a high level of passenger kilometres and a high level of access. Anything that does the job in that direction and helps shift people towards collective transport also ends up with a reduction of vehicle kilometres.

Other policies are those that help shifting towards non-motorised mode. We talked about these cycle paths, footpaths and reallocation of road space in order that people have greater ease in choosing or feel safer in choosing non-motorised transport options. More than that, there is also better integration of non-motorised transport with public transportation, reinforcing the role of public transport and facilitating choices that end up in a vehicle kilometre reduction.

The last question was on advertising. I am not especially accustomed with specific advertising campaigns in Europe. When it comes to EVs, one thing I want to say is that we started to see advertising for EVs, once EVs became regulated and there was a need for automakers to be part of the technology needs. Much of the funding needed for that advertising came out of the automakers' pockets more than those of the public authorities. There is a role from regulatory requirements that eventually ends up raising investments on the private sector side for the mobilisation of campaigns of this kind.