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The SAVi assessment finds that full electrification of Ulaanbaatar's bus fleet provides USD 26.3 million in net savings and benefits over 25 years, primarily driven by avoided fuel costs and lower maintenance. These benefits increase substantially if paired with a modal shift from private cars to public transport, potentially reaching USD 774.8 million if 10% of car users switch. The transition involves expanding the current fleet of 90 electric buses to 1,303 vehicles to meet national targets of 70% electrification by 2050.

The document outlines the role of EV carshare in addressing urban mobility, affordability, and air quality. It compares three primary business models—cooperative, for-profit, and nonprofit—and details operational considerations such as site selection, reservation structures, and the critical challenge of insurance. It highlights the potential for EV carshare to reduce private vehicle ownership and development costs, citing a specific example from Austin, Texas, where parking requirement reductions saved $38.5 million in housing costs. The guide emphasizes the need for strategic partnerships, diversified revenue streams, and iterative program design to ensure long-term financial viability and equitable access.

The Move As One Coalition, comprising 142 civil society organizations and over 77,000 individuals, has successfully advocated for a shift in Philippine transport policy from car-centric models to inclusive, people-centered mobility. By utilizing data and research, the coalition highlighted that only 1% of road spending previously supported public transport, walking, or cycling. Their efforts have influenced approximately $946 million in immediate and $12 billion in long-term transport funding, leading to tangible improvements such as a dedicated busway on EDSA, a pedestrian boulevard along the Pasig River, a car-free zone in Intramuros, and over 1,200 kilometers of bike lanes nationwide. Additionally, the coalition secured better pay for transport workers through service contracting, moving from passenger-based pay to per-kilometer compensation.

Beijing launched China's first citywide Mobility-as-a-Service (MaaS) platform in 2019, co-designed by the World Resources Institute (WRI) and local partners. The app integrates scheduling, ticketing, and payments for buses, the metro, and shared bikes, while incorporating carbon incentives to reward green travel. By 2025, the platform reached 30 million active users and contributed to a reduction of over 1 million metric tons of carbon dioxide emissions between 2019 and 2025.

Colombia's 2025 NDC shifts to an absolute emissions limit for 2035, targeting between 155 and 161 million metric tons of CO2 equivalent. The plan emphasizes 'Peace with Nature' to reduce deforestation, a just transition away from fossil fuels including a roadmap by 2029, and urban decarbonization through electric mobility and black carbon reduction. However, the transition faces challenges from economic dependence on oil and coal exports and upcoming 2026 elections.

The document presents the 'geographic spillovers' feature of the SDG Synergies tool, designed to analyze how Sustainable Development Goal (SDG) interactions operate across different geographic scales. A pilot exercise in Monterrey, Mexico, focused on the Nuevo Leon State Climate Change Program (PECC), found strong synergies and no trade-offs between state-level objectives and metropolitan-level actions, particularly in water management, disaster risk reduction, and renewable energy. The authors recommend using this tool to enhance vertical policy coherence and suggest that identifying these interactions should be followed by an assessment of the coordination mechanisms that operationalize them.

The workshop, held in September 2025, focused on linking local leadership with global climate frameworks. Through case studies from India, South Africa, and Ethiopia, participants identified the necessity of community ownership, political will at the national level, and the use of the COP30 Action Agenda to scale locally-led solutions. The event concluded that a global Just Transition must be grounded in local realities and supported by international mechanisms for finance and knowledge sharing.

The document outlines the challenges and opportunities for expanding non-motorized transport in Indonesian cities to address road congestion, air pollution, and health issues. Using Medan as a case study, it identifies fragmented infrastructure and systemic barriers—including inefficient budgeting and weak regulation enforcement—that hinder the goals of the National Vision of Non-Motorized Transport Infrastructure. It argues that a coordinated approach involving infrastructure upgrades, policy enforcement, and financial incentives is necessary to achieve sustainable, inclusive, and low-carbon urban mobility.

The E-Bike Rebate Program Guidebook by RMI outlines a five-step process for establishing e-bike incentive programs: identifying goals, designing funding and incentive structures, partnering with bike shops, conducting community outreach, and managing program launch and evaluation. It emphasizes equity through income-tiered rebates and point-of-sale models, while highlighting the importance of supportive infrastructure and diverse funding sources such as general funds, grants, and utility partnerships.

The paper examines the impact of colonial legacies and rapid urbanisation on African transportation, highlighting the contrast between South Africa's high-cost Gautrain and more inclusive BRT systems like Rea Vaya and MyCiTi. It identifies the dominance of informal paratransit, such as minibuses, as a critical gap in regulation and safety, noting high road fatality rates in Sub-Saharan Africa and Addis Ababa. The author advocates for a holistic approach combining infrastructure, travel subsidies, and the integration of informal networks, while cautioning against unchecked car ownership and conditional foreign aid.

The 2025 City Profiling Report for Cape Town describes a city with strong institutional governance and high service delivery standards relative to other SADC cities, yet one plagued by deep structural inequality and chronic traffic congestion. While the city maintains a clean audit record and high human development indices, it faces significant challenges in youth unemployment, informal settlement growth, and climate vulnerability, particularly regarding water scarcity and fire risk.

The report outlines a comprehensive strategy for transitioning Nigeria's mass transportation to electric buses, emphasizing the Gross Cost Contract (GCC) as the most viable procurement model. It identifies the transport sector as a major emitter, contributing approximately 15% of national greenhouse gas emissions. Using Lagos as a primary case study, the document details technical specifications for e-buses, charging infrastructure requirements, and the financial benefits of a Total Cost of Ownership (TCO) approach. It recommends a phased 24-month implementation plan and policy reforms to encourage local assembly and renewable energy integration for charging.

The report finds that while urban climate finance more than doubled to USD 831 billion in 2021/2022, it must increase more than fivefold to align with a 1.5°C pathway. Mitigation needs are dominated by transport, energy, and buildings, with a significant financing gap particularly in emerging markets and developing economies (EMDEs). The document identifies systemic challenges including weak enabling environments and city-level capacity gaps, and proposes the '4C Urban Climate Finance Agenda' (Commitment, Collaboration, Capacity, and Capital Mobilization) to scale investment.

The document outlines a SAVi assessment for a proposed MRT system in Pampanga, Philippines, consisting of four bus rapid transit (BRT) lines and one light rail transit (LRT) line. It employs system dynamics modelling and causal loop diagrams to compare a 'no action' scenario against the MRT implementation, identifying potential co-benefits such as reduced CO2 emissions, decreased traffic congestion, and increased regional connectivity. The assessment provides a detailed set of assumptions and data sources for calculating capital costs, operational revenues, and avoided costs related to health, accidents, and fuel use.

The Sustainable Asset Valuation (SAVi) of Bogota's Metro Line 1 indicates the project is highly profitable, with discounted net benefits ranging from USD 2,051 million to USD 6,177 million depending on the modal shift from private transport. The assessment highlights significant added benefits in retail revenues, public health improvements from reduced air pollution and increased physical activity, and reduced traffic congestion. The project's integrated benefit-cost ratio is estimated between 1.5 and 1.9 per USD 1 invested.

The report evaluates the Bogota MRT system using the SAVi methodology, which integrates externalities like health, carbon emissions, and retail growth into a cost-benefit analysis. The analysis considers two demand scenarios (8% and 16% modal shift from private transport) over a 35-year period (2022–2058). While conventional benefit-cost ratios (BCR) are low (0.4 to 0.6), the sustainable BCR (S-BCR) ranges from 1.5 to 2.9, indicating the project is highly profitable from a societal perspective. Key benefits include significant retail revenue increases, health improvements from walking and reduced pollution, and a reduction in CO2 emissions by up to 10.79 million tonnes in the high-demand scenario.

The report applies the SAVi methodology to analyze two scenarios for Bogota's transport infrastructure: a current scenario (20102022) focusing on BRT and NMT, and a future scenario (20102058) including the MRT system. The analysis finds that while conventional benefit-cost ratios (BCR) are low (0.3 to 0.6), the sustainable BCR (S-BCR), which incorporates externalities like health, retail revenues, and CO2 emissions, is significantly higher (3.8 to 6.1). The most substantial added benefits are identified as retail revenues and property value increases, while the only negative value is the time lost due to increased walking and cycling. The report concludes that the strategy is an attractive investment that improves quality of life and supports climate targets.

The E-Mobility Program, managed by the Asian Development Bank (ADB), aims to replace fossil-fuel buses with battery electric buses (BEBs) and improve urban mobility in Armenia, Georgia, Indonesia, Kazakhstan, Kyrgyz Republic, Nepal, and Uzbekistan. The program integrates mitigation (reducing GHG emissions) with adaptation (increasing infrastructure resilience to floods and heat) and focuses on innovative business models to overcome high upfront costs. It requests USD 169.92 million from the Green Climate Fund (GCF) to leverage a total investment of USD 454.4 million.

The document assesses the viability of transitioning South Africa's minibus taxi (MBT) fleet to electric vehicles (E-MBTs), highlighting significant operational cost savings and the alignment of vehicle range with current driver patterns. It identifies key barriers, including high upfront costs, inadequate charging infrastructure, and restrictive tax structures. To unlock local manufacturing, the brief proposes a three-step transition: moving from imports to local assembly and finally to scaled-up local production. It emphasizes the Atlantis Special Economic Zone (ASEZ) as a strategic hub for this industry, supported by existing automotive skills and government incentives like the Automotive Investment Scheme.

The SAVi assessment of a proposed 27.4 km BRT system in Bandung, Indonesia, demonstrates that the project is highly profitable from macroeconomic and societal perspectives, despite being economically unviable under conventional financial analysis. While a traditional benefit-cost ratio (BCR) is low (0.27 to 0.28), the sustainable BCR (S-BCR), which includes non-tangible social and environmental benefits, ranges from 6.67 to 7.67. The largest benefits are derived from the value of time saved and increased retail revenues. The report concludes that the project's societal benefits significantly outweigh its investment costs, providing a strong case for sustainable mobility investment in the city.