Walking and Cycling

• Integrate health outcomes into urban policy planning to create healthier and sustainable cities.
• Invest in active and public transport infrastructure to reduce emissions and improve health.
• Strengthen cross-sector collaboration for healthier cities.
• Adopt equitable urban planning approaches for more inclusive urban policy.
• Build capacity in public authorities for evidence-based decision-making.

• 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.

• Accelerate further alignment of different standards and methodologies to ISO 14083.
• Deepen collaboration between existing initiatives to optimise the efficiency and effectiveness of transport GHG emissions accounting and reporting.
• Build an internationally applicable, harmonised framework and validation process for emission factors.
• Adopt data quality and sharing standards to support efficient, standardised and transparent GHG emissions accounting and reporting while ensuring data confidentiality.
• Increase training and awareness across all stakeholders to maximise the uptake and impact of best practices.

• 今後のモビリティとインフラについての包括的戦略を策定する
• クリーンな車両への移行を加速する
• 最も効果的な場所でモードシフトと需要管理の政策を実施する
• 政策を評価する際には、都市部への追加的便益を考慮する
• 新たな保有車両の外部費用を取り込むために自動車税を改革する

• Create a permissive regulatory environment to enable market forces and innovation to flourish.
• Treat incumbent mobility providers and new market entrants equally, including across modes.
• Establish data reporting, sharing, and analysis frameworks to support regulatory compliance.
• Set a minimum standard of employment protections for app-based mobility workers.
• Take the broader urban environment into account and target regulation at addressing clear market failures.
• Streamline governance and foster efficient cross-departmental links.
• Work towards closer regulatory alignment across ASEAN member states.

On subsidy schemes:

• Target the marginal consumer to ensure the maximum impact of subsidy budgets

• Target subsidies for used vehicles and lower-income groups to unlock mass-market EV adoption

• Consider revising the administrative operation of subsidy schemes towards indirect disbursement models

• Plan for the introduction of subsidies for electric medium and heavy-duty vehicles

On charging infrastructure in local and regional authorities:

• Prioritise concession tender models for charging infrastructure deployment

• Disaggregate concession areas and bundle profitable locations with less economically viable locations to ensure widespread coverage

• Provide support for local and regional authorities to work on charging infrastructure. This includes both financial resources for staff and guidance to help support decision-making

• Develop regional charging plans

On meeting the Alternative Fuels and Infrastructure Regulation:

• Proactively prepare the electricity grid for EV charging demand

• Align network reinforcement strategies with AFIR requirements and real-world demand projections

• Define priority charging locations and tailor charging infrastructure deployment policies

• Accelerate permitting and approval processes for charging infrastructure deployment

• Develop strategic platforms to improve coordination between electromobility stakeholders

• 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.

• Logistics is more than e-commerce. Urban logistics includes deliveries, distribution, returns, collections and servicing. A wide range of stakeholders with consumer and business demands are involved in the logistics ecosystem. Thinking about improving logistics started in e-commerce and now drives developments in the other segments.
• Shift to sustainable logistics. Logistics is unlikely the most beneficial use of real estate considering sparse urban space. But the absence of sustainably designed and operated urban logistics hubs could lead to more vehicles or more polluting vehicles in cities as no transshipment space is available.
• Strengthen understandings of logistics and hubs. Planning authorities should provide best-practice guidelines and frame policies for logistics and associated hubs without significantly increasing costs for operators and customers. The public sector should govern while the private sector should lead the construction, operation and management of logistics hubs.

• The total cost-of-ownership of electric trucks is falling. Battery cost reductions and efficiency improvements are significantly reducing battery-electric trucks’ total cost-of-ownership (TCO). Heavy-duty battery-electric trucks are projected to achieve TCO parity with internal combustion engine trucks sooner than hydrogen and fuel-cell electric trucks.
• Maximise the early mover advantage. Prioritising battery-electric trucks – especially for the 18-tonne and 55-tonne segments – could help India begin the market transformation to heavy-duty zero-emission trucks (ZETs) in the coming decade.
• Policy levers are critical to zero-emission truck uptake. Transitioning to ZETs in India will rely on important policy levers such as target-setting, purchase incentives, greenhouse gas emissions regulations, and fleet and infrastructure development.

• 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.

• Now or never. Given the urgency of the climate crisis, governments cannot let technological uncertainty be a barrier to action.
• Assess the likelihood. Governments need to carefully assess the likelihoods with which different technologies will deliver effective climate action. They must promote the most likely technologies, even with uncertainty.
• Bet on batteries. Battery-electric vehicles currently have the highest likelihood of successfully decarbonising road transport.

• Set safety targets. Ambitious road safety targets and concrete measures help to reduce the number of road fatalities and injuries quickly. Including meaningful performance indicators in road safety strategies is crucial to success.
• Prioritise vulnerable people. Pedestrians, cyclists and the elderly are most vulnerable in road traffic. Prioritise their safety by using road safety performance indicators to pave the way for more inclusive, protective road environments and reduce the risk of road traffic causing tragedies.
• Create a feedback loop. The insights gained from safety performance indicators must feed directly into improving road safety strategies. Creating a continuous feedback loop will make the strategies responsive to changes, measures more impactful and road traffic safer.