Users should begin by carrying out an information gathering exercise to better inform the creation of the SSR. It is important to understand a region's vehicle landscape, data availability, policy context, and administrative capacity in order to design a context-appropriate SSR.
The information gathering exercise comprises of four main categories:
- Vehicle landscape
- In this part of the exercise, users will need to gather information on vehicle fleet characteristics in the region.
- Data availability & reliability
- In this part of the exercise, users will need to identify data required for SSR implementation, determine if their region gathers this data, determine the reliability of the data, and identify gaps in the available data.
- Policy context
- In this part of the exercise, users will need to construct a picture of the policy context of the region. This policy picture should include transport relevant policies (maybe even existing SSRs), as well as broader economic, social, and environmental goals.
- Administrative capacity
- In this part of the exercise, users will need to assess the government capacity to create, implement, and enforce a SSR based on resource availability.
The information gathering exercise will inform and shape the SSR design.
Information gathering exercise
Table 1 below provides a list of questions for users to answer through self-directed research. These questions are intended to prompt information gathering that will ultimately inform the SSR type and policy design of the SSR. There is some overlap in the lines of questioning between categories when information is pertinent to more than one category.
Note that to build the most basic SSR, the data bolded in blue in the data availability & reliability category represents the minimum data requirements for proceeding to the SSR building stage.
Table 1. Information gathering exercise questions
| Category | Questions |
|---|---|
| Vehicle landscape |
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| Data availability & reliability |
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| Policy context |
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| Administrative capacity |
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Why is understanding the vehicle landscape important?
The composition of vehicle fleets varies significantly across countries due to factors such as economic development, consumer preferences, geography, fuel availability, and government policies. For example, higher-income countries with strict environmental regulations, robust enforcement, and effective advertising and financing schemes tend to have newer, more technologically advanced fleets, including a significant number of electric and hybrid vehicles. In contrast, developing countries may have older fleets with a larger share of less efficient ICEVs. Cultural preferences also play a role. For instance, the US favors larger vehicles like SUVs and trucks, while Europe leans toward smaller, more fuel-efficient cars due to higher fuel prices, urban density, and a greater emphasis on efficiency.
Understanding a region's vehicle fleet composition is crucial for designing effective SSRs. In countries with older ICE-dominated fleets, it might be more effective to focus on second-hand vehicle (SHV) importers and transactions rather than OEMs and new vehicle importers. Fleet composition also influences the type and degree of flexibility mechanisms in SSRs.
Tailoring SSRs to the specific needs and characteristics of a country's fleet is essential for creating regulations that are effective, equitable, and aligned with national circumstances. By doing so, policymakers can enhance compliance, accelerate the adoption of cleaner technologies, and achieve greater reductions in emissions.
What role does administrative capacity play in the implementation of SSRs?
Policymakers planning to implement SSRs should carefully assess existing resources and operational capacity within their agencies and broader government. Effective SSRs depend on whether regulatory and enforcement bodies are adequately staffed, equipped with technology, and funded to monitor compliance and impose penalties. Without these resources, even well-designed regulations may fail to achieve their goals.
Clear distinctions between regulating and enforcing entities are essential for resource efficiency. Policymakers should ensure each agency has well-defined roles, such as regulation design versus compliance monitoring, and allocate resources accordingly. Enforcement agencies, in particular, need access to data systems and trained staff to effectively monitor compliance, audit the data collection, and enforce penalties. The roles of agencies involved in the regulating and enforcement of SSRs should be well defined within the design of regulation.
Finally, when considering SSR adoption, governments should also assess the capacity of supporting institutions, such as customs or local authorities, to ensure consistent enforcement across the country. In cases where existing capacity is limited, policymakers may need to adopt simpler regulations or provide additional support and resources to enforcement agencies, ensuring that the entire regulatory framework is practical, enforceable, and sustainable.
What if my region does not collect all the data listed in the table above?
After completing the information gathering exercise, users should have a good understanding of the data available in their region and the reliability of that data. Based on the data available in the region, users should fall into one of the three following groups:
- Proceed to SSR building
- The region has data available for all of the bolded questions in the "Data availability & reliability" section of Table 1 and can proceed to the SSR building section.
- Data collection required before proceeding to SSR building
- The region does not have data available for all of the bolded questions in the "Data availability & reliability" section of Table 1 but is able to set up processes and procedures to begin collecting it.
- Data collection required but is unable to proceed to SSR building
- The region does not have data available for all of the bolded questions in the "Data availability & reliability" section of Table 1 and is not able to set up processes and procedures to begin collecting it.
The groups outlined above acknowledge that some regions may not have all the data available to proceed to building a SSR. If a region does not have all the available data but is able to begin collecting it, the region will be able to implement a SSR in the future. However, if a region does not have all the available data and does not have a means of collecting the data, it is likely that a SSR is not suitable for the region at this time. It is important to emphasize that SSRs will not be feasible for all regions, and toolkit users should identify their region's limitations early on in the process.
If a region does not collect all the required data and does not have a means of collecting it, it is recommended that users do not proceed to the SSR building section at this time. Users should seek alternative policy instruments.
Design implications
Once the information gathering exercise is complete, and if all the minimum data requirements are met, the next step is to understand how the unique features of your region will shape the SSR design. Table 2 below takes the information gathering exercise one step further to explain why this information is important and what it might mean for how an SSR can be designed in your region. The information presented below illustrates just some of the implications of design and is not an exhaustive list.
Table 2. SSR design implications of specific regional features
| Regional feature | Design implication |
| Proportion of sales by vehicle segment |
Understanding which vehicle segments are largest in your region will help to determine which segment(s) the SSR should regulate. This decision will be made in conjunction with an understanding of the region's broader economic, social, and environmental goals. For example, if the LDV segment is the largest by sales and GHG emissions and your region has goals to reduce GHG emissions in the transport sector, the SSR should regulate LDVs. |
| Proportion of sales by fuel type |
Understanding the current proportion of sales that are alternative fuel vehicles (BEVs, FCEVs, and PHEVs) will help decision makers to determine what SSR targets may be feasible for the region. It may also dictate the inclusion or exclusion of flexible design elements. For example, if the proportion of new EV sales is low, decision makers may design a longer lead time for achieving SSR targets, change the rate of target "ramp up" to have, or include more flexible design elements to encourage EV production. Refer to the ZEV pathway: Policy design manual and GHG/FE pathway: Policy design manual for more information. |
| Domestic manufacturing versus import market |
Where vehicles are manufactured and how they enter the region both have implications for determining the regulated entity and determining how vehicles are counted for compliance. For example, a region that only imports vehicles may regulate all entities that import vehicles. This may include manufacturers, as well as import companies, and even individuals. A region that has a large domestic manufacturing market may choose to only regulate vehicle manufacturers. |
| Broad economic, social, and environmental goals? |
Understanding the broad economic, social, and environmental goals of the region will help decision makers to determine which SSR type may be most appropriate for their region, as well as the stringency of the standard. For example, if a region has strong environmental goals, a GHG or ZEV sales standard may be more appropriate than a FE standard. |
| Existing criteria pollutant standard | While only some regions have ZEV sales, GHG, or FE standards, many more have criteria pollutant standards. If a region has a criteria pollutant standard and conducts the necessary drive cycle test procedures, implementing a GHG or FE standard may be an easier step for this region. This is because this region already has many of the processes and procedures in place to test for GHG emissions and FE. |
| Level of auto industry support | The level of support across all stakeholder groups, but especially the auto industry may have an impact on the design of the SSR. If there is strong opposition to the SSR, certain design concessions may need to be made |
| Level of administrative capacity | The level of administrative capacity of a region will have a large impact on the type of SSR design that is feasible. For example, a region with low administrative capacity will need to design and implement a simple SSR to reduce the time, knowledge, and resource burden of the regulation. The ZEV pathway: Policy design guide documents acknowledges the importance of administrative capacity by providing design options based on the simplicity of implementation. Options are presented from most simple to least simple (most complex) so that users can select the SSR design that best suits their resource capabilities and context. |