Urban

• Limit reporting requirements to data that are essential for carrying out public authority mandates.
• Co-ordinate new mobility data collection with existing data reporting and measurement efforts.
• Co-ordinate data reporting across all levels of government.
• Develop public authority capacity to collect, process and analyse new mobility data.

• Establish an interregional MaaS foundation document to guide collaboration.
• Structure collaboration through the MaaS network coordinator (MNC) and MaaS Governance Authority (MGA).
• Develop a trust model for the MaaS ecosystem.
• Identify, adapt or develop building blocks to support the implementation of the trust model.
• Develop a repository of standard and agreed data sharing clauses that set out clear requirements.
• Work on enhanced compatibility rather than full interoperability.
• Explore the application of the EU’s Only Once principle to MaaS.
• Address existing power imbalances to encourage participation within the ecosystem.

Recommendations for sustainable urban mobility management:

• Promote a balanced mix of transport modes for resilient transport systems that serve both residents and tourists. 

• Allocate budget and staff support to institutionalise the process of public consultation. 

• Adopt a supportive regulatory framework that allows co-ordination between local, regional, and national authorities, and private mobility service providers to implement SUMP measures.

• Clarify the relationship between SUMPs and other strategic land use and transport planning policies and processes.

Recommendations for mobility data management:

• Establish and maintain spatial databases independent of individual projects.

• Develop or secure adequate long-term spatial analysis capacity.

• Streamline data provision from national bodies.

• Establish data reporting requirements for transport service providers.

• Provide national-level guidance on household surveys.

• Standardise data collection and indicators at the national level. 

Recommendations to understand and monitor urban freight activity

• Cooperate with freight stakeholders to address data gathering challenges.

• Use surveys to collect freight data for indicators.

• Prioritise feasible last-metre solutions that fit the context.
• Establish effective policy frameworks to manage urban freight operations and safeguard public interests while allowing innovation.
• Anticipate the associated risks of potential logistics interventions.
• Recognise the added legal complexities and responsibilities of pursuing urban automated deliveries.

• Micromobility is becoming greener. Aside from walking, cycling remains the most environmentally friendly way of moving around cities. Electrification has further expanded the distances cyclists can travel. Shared micromobility has made significant progress in terms of sustainability as operators have addressed the impacts of their fleets and operations on the environment. Leasing models are particularly attractive from a lifecycle environmental impact perspective.
• Shared fleet vehicle design has reduced lifecycle impacts. The rapid uptake of improved vehicle designs in shared fleets has steeply reduced per-rider-kilometre greenhouse gas emissions. Longer vehicle lifetimes, enabled by more robust design, greater modularity and ease of repair, have driven reductions in impact across the lifecycle.
• Fleet servicing operations have significantly improved. Swappable, higher-capacity batteries have reduced the impact of fleet recharging, enabled the use of less impactful cargo bikes and fostered more efficient fleet servicing models. Improved fleet logistics, including maintenance, repair and re-positioning have contributed to greener operations. Electrification of fleet servicing vans also matters, but to a lesser extent.

• Élaborer des stratégies globales au service de la mobilité et des infrastructures de demain
• Accélérer la transition vers des flottes de véhicules propres
• Mettre en œuvre des politiques de report modal et de gestion de la demande là où elles sont le plus efficaces
• Au stade de l’évaluation, considérer les avantages additionnels qu’une politique peut apporter aux zones urbaines
• Réformer la fiscalité automobile de façon à capter les coûts externes des nouveaux parcs de véhicules

• Overcome car-centric thinking. Decades of car-centric development have made its assumptions the unquestioned norm. As a result of this “moto-normativity”, risks and harms from motor vehicles may be accepted when they are unacceptable in other contexts. Many cities have begun to question this approach.
• Think beyond infrastructure. Focusing on infrastructure is not enough to ensure pedestrians and cyclists will feel safe and secure and enjoy walking and cycling. Policies must also target street violence, social disadvantage and other factors.
• Redesign planning processes. Processes for transport investments have traditionally prioritised car-centric options. A vision-led approach can provide the basis for redesigning these processes, and help ensure active travel contributes to more inclusive, sustainable cities. Work in progress across a number of cities worldwide suggests such a shift is possible.

• Ensure sufficient availability of public transport and infrastructure for active modes.
• Integrate transport planning with land use planning for co-ordinated implementation of measures.
• Embrace disruptive mobility trends in ways that ensure improved accessibility.
• Collect more and better-quality data on urban mobility to underpin transit-oriented development.
• Learn from international experiences with transit-oriented development and apply them locally.

• Seize the day! Take advantage of windows of opportunity to enact changes and set new goals.
• Line up! Align policies for promoting light mobility at the national, regional and local levels.
• Measure up! Assess potential interventions in support of light mobility and monitor and evaluate
• implemented policies to demonstrate impact.
• Get going! Improve walking conditions and local connectivity for improved access to opportunities.
• Go faster! Develop high-quality light mobility infrastructure for safe interactions with other traffic.
• Go further! Integrate collective transport, pedestrian spaces and light mobility infrastructure.
• Bring everyone along! Use communication campaigns and education programmes to inspire a change in attitudes and mobility behaviour.

• Recognise new legal actors and responsibilities as part of the introduction of automated transport services.
• Extend the Safe System approach to automated vehicles.
• Invest in supporting infrastructure for AV-based transport services.
• Plan a long-term pathway for the transition towards AV-based transport services.
• Co-ordinate the roles of each level of government in regulating AV-based transport services.
• Share data to ensure integrated transport services but protect passenger data against misuse.

• Apply a comprehensive classification of New Mobility services and vehicles.
• Identify relevant performance indicators for New Mobility services and use them to set and monitor policy.
• Adopt a consistent reporting framework for data on New Mobility services.

• Improve co-ordination between transport planning and other policy areas.
• Foster effective metropolitan governance of transport.
• Develop and implement sustainable urban mobility plans.
• Move beyond planning based on demand forecasts towards vision-led, strategic transport planning.
• Use relevant indicators to monitor the performance of transport systems.
• Rectify biases in policies that favour car travel over alternative transport options.
• Prioritise investments that improve the use of low-range and sustainable transport modes.
• Reallocate road space to sustainable, efficient and safe transport modes.

• Ensure consistent collection of reliable urban road safety data.
• Create urban traffic observatories that collect both general mobility data and road safety data.
• Set ambitious reduction targets for the number of traffic crash casualties in cities.
• Focus on protecting vulnerable road users on urban streets.
• Measure crash risks for vulnerable road users with appropriate indicators.
• Adopt an integrated urban mobility plan based on Safe System principles.

• Regulate mobility operators and MaaS providers separately.
• Adopt an explicitly pro-competitive approach to MaaS in policy and legislation.
• Clearly establish the status of MaaS providers via a licensing scheme.
• Review conditions for mobility operator licences to ensure they do not include barriers to developing MaaS.
• Add mandatory minimum data-sharing requirements relating to informational and operational data to licences for mobility operators.
• Build mandatory consumer data portability, subject to user consent, into the conditions of all mobility operator and MaaS provider licences.
• Adopt competition safeguards as part of the MaaS provider licensing framework.
• Ensure public transport operators have the freedom to negotiate the terms of public transport ticket resale with MaaS providers who, in turn, should be free to determine the pricing of services to consumers.
• Apply OECD and EU best practice principles on regulatory policy and governance to inform approaches to regulating MaaS.
• Make data reporting requirements to public authorities specific and directly related to regulatory tasks.
• The Good Move policy package should remain the key vehicle for implementing sustainable urban mobility policies.