The way we get around determines much more than just our daily commute: it facilitates access to work, healthcare and education, and enables us to enjoy our free time. For the first time, the new Sustainable Mobility Act, which came into force on 5 December 2025, acknowledges this reality and recognises sustainable mobility as a citizen’s right.

The aim of this law is to ensure that everyone can travel on an equal footing whilst, at the same time, reducing the environmental impact of transport – a sector that currently accounts for 33.3 per cent of gross emissions in Spain, according to the Ministry for Ecological Transition and Demographic Challenge. In 2024, transport emissions rose by 2.1 per cent compared with the previous year, driven mainly by road transport and domestic aviation.

Despite the urgency to make progress towards reducing transport emissions, the passing of this law has required more than three years of negotiation between political, economic and social stakeholders. The result is a text that broadens the concept of mobility and positions travel as a cross-cutting pillar of people’s well-being, guided by criteria of equity, equality and accessibility. Social organisations that have contributed to the drafting of this law acknowledge that ‘it represents a step forward in the decarbonisation of the transport and mobility sector’ and that, although it has not been as ambitious as they had called for, ‘it contains significant elements with a real capacity to reduce the sector’s environmental impact and improve people’s lives, public health and the environment’.

Transport accounts for 33.3 per cent of gross emissions in Spain

What does all this mean in practice? Among other things, the law includes measures to reduce domestic flights where a rail journey of up to 2.5 hours is an alternative, the obligation to draw up a national strategy to tackle transport poverty, and a review of the DGT’s environmental labelling system. The law also incorporates measures that will directly affect urban design and the passenger and freight transport sectors, and establishes the General Sustainable Mobility System, tasked with drawing up the Sustainable Mobility Guidelines Document (DOMOS) to serve as a guide for national strategic planning.

Active mobility as a priority

The law establishes a hierarchy of priorities in the field of mobility, placing active mobility first, followed by public transport, high-occupancy transport and, lastly, private vehicles. According to urban planner David Balbàs, coordinator of the School of Sustainable Mobility, “the great leap forward is not technological, but cultural and political: we must put people at the centre, not vehicles”.

Active mobility also improves public health, the quality of urban space and social cohesion. At a recent meeting organised by the School of Sustainable Mobility, Sonia Jichi Ribera, chair of Andando, noted that walking was not given greater prominence in this Act, but took a positive view of the progress made: “There are three articles (29, 30, 31) that promote urban and inter-urban walkability, and there is talk of a city model that involves a transformation of environments.” This approach translates into urban planning geared towards facilitating active mobility, ensuring accessibility and promoting safer streets and squares that are better equipped for everyday use.

Public transport for equity and decarbonisation

If public transport were more frequent, better connected and reached more places, seven out of ten people would use their cars less, according to the OCU. This figure illustrates the key role of public transport in the transition towards more equitable, low-emission mobility.

This law positions travel as a cross-cutting pillar of people’s well-being, guided by criteria of equity, equality and accessibility

The legislation promotes territorial cohesion and pays particular attention to rural areas and those at risk of depopulation, albeit with some limitations. Social organisations such as Promoció del Transport Públic consider that the provisions on funding still fall ‘short of what the first national law on sustainable mobility should achieve’, as “without adequate funding, it is impossible to ensure the decarbonisation of the transport sector and a transition to sustainable modes of transport, particularly public transport”.

Nevertheless, civil society welcomes the inclusion of measures such as the requirement to draw up the Transport Funding Strategy within six months, as well as the national plan for the roll-out of charging points in municipalities with fewer than 30,000 inhabitants and in low-density areas. The text also provides for improvements in the promotion of rail transport, new long-distance night services, intermodal transport, on-demand services and flexible solutions in rural areas. Furthermore, the decarbonisation targets linked to the PNIEC for 2030 and 2040 are consolidated.

Sustainable mobility plans

One of the main new developments is the introduction of sustainable mobility plans at regional and municipal level, as well as in the workplace. Within one year of the law coming into force, local authorities with between 20,000 and 50,000 inhabitants must have their own plan, which must be reviewed at least every six years to adapt to new mobility needs. In addition, the autonomous communities may promote these plans in other municipalities and territories, beyond those required by law.

In the workplace, companies with more than 200 employees (or 100 per shift) must have a sustainable commuting plan in place within a maximum of two years. This obligation is reinforced by the amendment to the Workers’ Statute (Article 85.1), which incorporates these measures into collective bargaining. The plans must promote alternatives to private cars, encourage the reduction of emissions and improve road safety, and facilitate the use of low- or zero-emission vehicles, as well as remote working where feasible. As an incentive, the law provides for the use of transport cards or vouchers with tax benefits.

Fifteen social organisations recognise that this law ‘represents a step forward in the decarbonisation of the transport and mobility sector’

Furthermore, the law provides for specific measures for high-occupancy workplaces, that is, those with more than 1,000 employees and located in municipalities or metropolitan areas with more than 500,000 inhabitants. In these cases, it will be necessary to reduce travel during peak hours, encourage the use of low- or zero-emission transport, and strengthen shared mobility services.

Towards inclusive and efficient mobility

The law sets a strategic course towards a sustainable, integrated and efficient mobility model that combines innovation, digitalisation and accessibility. It promotes investment in intelligent transport systems and digital planning and payment platforms, whilst reinforcing the role of public transport as a tool for ensuring equal opportunities and genuine access to rights and services.

However, the recognition of sustainable mobility as a right raises some questions regarding its effective implementation. The complexity of the instruments created, the lack of specific budgetary provisions and the dependence on the political will of the various administrations cast doubt on its actual scope. Without consistent implementation, there is a risk that the benefits of the transition will be concentrated in large urban areas, leaving behind regions with fewer resources.

Article from Ethic magazine. Read article