Summit and Events

• Support fare decision-making with regular evaluation.
• Jointly optimise fare pricing and road user charging.
• Reduce the cost barrier for those most in need and simplify access to concession fares.
• Boost flexibility for existing services.
• Promote multimodality to increase public transport use.
• Consider data needs, transparency and inclusion principles when choosing ticketing technologies.

• 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.

• Automated vehicles should adapt their communications to cities.
• Design street-friendly automated vehicles, not automated-vehicle-friendly streets.
• Use automated vehicle crash data to improve safety.
• Establish robust cybersecurity systems for safe and trustworthy automated vehicle interactions in cities.
• Translate regulations into machine-readable format.

• Accessibility requires broader framing. Physical access is a crucial component of accessible transport services. But accessibility involves an intersection between many different policy areas and frames of reference. Focusing on one aspect is not sufficient to guarantee accessibility for all.
• People need sustainable options. People need opportunities to be available and accessible, and they need sustainable travel options to access them for sustainable accessibility to be a reality. Additionally, policies targeted at travel choices may be needed to change travel behaviours.
• Engage effectively with communities. To improve engagement with the people impacted by transport interventions, policy makers should consider a wide variety of citizen participation processes. The exact form of these processes will depend on what is most appropriate for the context.

• 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

• Micromobility is becoming safer. But, an increase in severe injuries from e-scooter crashes is cause for concern. Overall, shared e-scooter crash risk is decreasing as their usage is increasing faster than injuries.

• Safe infrastructure and vehicle design matter. A focus on rider behaviour and safety equipment must be complemented by better infrastructure and improved vehicle design – especially for e-scooters.

• Reinforcing existing policies improves safety. Road safety measures also make micromobility safer – managing speed, providing training to road users and enforcing rules against impaired driving and riding.

• 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.

• Desarrollar estrategias globales para la movilidad y las infraestructuras futuras.
• Acelerar la transición a flotas de vehículos limpios.
• Aplicar políticas de cambio de modo de transporte y gestión de la demanda allí donde sean
  más eficaces.
• Considerar los beneficios adicionales para las zonas urbanas al evaluar las políticas.
• Reformar la fiscalidad de los vehículos para reflejar los costes externos de los nuevos parques
  automovilísticos.

• 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.

• Include coastal shipping in national decarbonisation strategies.

• Support the sector’s decarbonisation efforts by reducing investment uncertainty.

• Harness the regional development potential of coastal shipping.

• Strengthen competition enforcement while leveraging maritime cabotage regulations.

• Develop people-focused policies to improve accessibility.
• Measure the impacts of policies on access and equity.
• Enable conditions for people-focused transport policies.

• 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.