Sustainable mobility must be integrated into a global sustainability system where access to urban goods and services is facilitated in a way that is safe for health and environmentally fair. [12]​Among its objectives is to generate alternatives to the use of the automobile, promote non-motorized trips and the creation of means of collective transportation that work efficiently.[15]​.

General strategies to achieve sustainable urban mobility must include a regulatory framework, infrastructure proposals for non-motorized means, mechanisms for traffic management, financing models and the production of knowledge. [16]​.

The catalog of public policies that could be developed to achieve the objectives outlined in the mobility efficiency scenario is very broad. Some valid proposals, such as:

• - Urban planning and design favorable to sustainable mobility. The approach that a city like Vitoria in Spain has developed in its urban mobility plan constitutes an example for many Spanish cities.

• - Taxation favorable to the use of eco-mobility. The modes of public transport, bicycle, shared car - in the form of car-pool and car-sharing-, should enjoy tax deductions through procedures that prevent fraud, as is carried out in countries like Belgium. Likewise, the acquisition of electric and hybrid electric vehicles - also electric bicycles, since they are the most efficient - and other vehicles with low unit consumption and low emissions should be subsidized.

• - Change in public transportation fare models. The fare systems of urban and metropolitan public transport networks must evolve to scenarios where the use of flat rate subscriptions, whether monthly, quarterly or annually, clearly dominates, until reaching a usage level of 70-80%. Subscriptions must also be created with this frequency and with a flat rate to move throughout an CCAA. In the segment of travel on the National Network of Spanish Railways (RENFE) in long distance and high speed, just as the railways in France, the United Kingdom or Germany now do, a new fare scheme should be approved that returns to the railway travelers with lower purchasing power who have abandoned it because they now find attractive offers in air traffic, a highly subsidized sector that does not pay VAT or taxes on fuel.

• - Electrification of urban public transport, either with the construction of tram networks or by changing fleets of internal combustion engine buses for other hybrid ones.

• - Change in the priority of interurban transportation investments. Outside of specific actions related to increasing safety or variants, the construction of new high-capacity roads must cease. Among European countries, Spain is already the one that has the best provision per inhabitant in this chapter. The remaining funds should be dedicated to improving the networks of commuter railways, regional railways, narrow gauge railways (FEVE), bus lanes and rapid transit buses for access to cities. The autonomous communities, if necessary with the support of the central government, should approve a regional transport improvement plan integrating all modes of sustainable transport.

• - Within the city the priority should be traffic management and calming (also called "traffic calming",[17]​ which mainly consists of reducing the maximum speed at which cars can circulate[18]​ —for example from 50 to 30 km/h, with systems to enforce the new limit—[19]​ and diverting vehicles to main roads)[20]​ and not the construction of tunnels, shortcuts or increases in capacity in road for cars. The same peacemaking will lead to the growth of sustainable non-motorized modes, cycling and walking.

• - The taxation of air transport fuel must begin until it places it, within a period of five years, at the same tax level for special taxes that fuels for conventional road transport now have.

• - Changes in the institutional approach to managing mobility. A very clear change would be, for example, the transformation of the Ministry of Development into a Ministry of Mobility and Transport, or of Transport and Energy.

• - Approval of a basic regulatory framework that regulates mobility, the state mobility law, which, among other aspects, establishes a new public transportation financing law. The great growth that the energy efficiency scenario gives to public transport cannot be addressed without a new financial framework that makes it possible.

• - Future road projection, urban infrastructure planning has to be projected into the future depending on the population growth of a given site.

• - Promotion of car sharing through laws that establish transparency and energy efficiency guidelines and that do not involve unfair competition with respect to public passenger transport sectors. In several European countries, social networks have been created that allow people to be contacted to share the trip and their expenses. As these are private vehicles, in which the variable expenses of the trip are shared, there is no remuneration for the driver,[21]​ and there is no unfair competition or similarity with respect to platforms that illegally compete with taxis.[22]​.

Likewise, sustainable urban mobility or sustainable, is that which seeks to satisfy the movement needs of the population to access urban goods and services with an emphasis on the efficient use of resources seeking to counteract the environmental and social problems of urban mobility[11] Sustainable urban mobility promotes non-motorized practices such as moving on foot and by bicycle (active mobility) as well as mass public transport such as trains, buses or trams; promote options such as BRT, Light Rail, Tram or Train-tram, sharing a car between several people, and the development of technologies that expand mobility options.

During the second half of the century, an urban transportation model based on the private vehicle predominated, which has contributed to problems such as air pollution, excessive consumption of non-renewable energy, saturation of traffic routes and health problems for the population. The main problem of this model has been the dependence on non-renewable fossil energies, as well as the environmental degradation that the transformation and consumption of said energy entails. To address this problem, an approach has emerged that is oriented towards a sustainable city model where the use of non-renewable resources does not exceed their regeneration rates and where pollutant emissions do not exceed the assimilation capacity of the environment.[12]​.

Sustainable mobility policies must contemplate urban land use planning and territorial ordering, the restriction of private vehicles, the promotion of effective public transportation systems and the transition to renewable energy.[14] Although initially these policies were focused on urban areas, a movement for alternative transportation was subsequently developed that includes intercity trains that use renewable energy and other carbon-neutral means of transportation to cover greater distances.

Sustainable mobility must be integrated into a global sustainability system where access to urban goods and services is facilitated in a way that is safe for health and environmentally fair. [12]​Among its objectives is to generate alternatives to the use of the automobile, promote non-motorized trips and the creation of means of collective transportation that work efficiently.[15]​.

General strategies to achieve sustainable urban mobility must include a regulatory framework, infrastructure proposals for non-motorized means, mechanisms for traffic management, financing models and the production of knowledge. [16]​.

The catalog of public policies that could be developed to achieve the objectives outlined in the mobility efficiency scenario is very broad. Some valid proposals, such as:

• - Urban planning and design favorable to sustainable mobility. The approach that a city like Vitoria in Spain has developed in its urban mobility plan constitutes an example for many Spanish cities.

• - Taxation favorable to the use of eco-mobility. The modes of public transport, bicycle, shared car - in the form of car-pool and car-sharing-, should enjoy tax deductions through procedures that prevent fraud, as is carried out in countries like Belgium. Likewise, the acquisition of electric and hybrid electric vehicles - also electric bicycles, since they are the most efficient - and other vehicles with low unit consumption and low emissions should be subsidized.

• - Change in public transportation fare models. The fare systems of urban and metropolitan public transport networks must evolve to scenarios where the use of flat rate subscriptions, whether monthly, quarterly or annually, clearly dominates, until reaching a usage level of 70-80%. Subscriptions must also be created with this frequency and with a flat rate to move throughout an CCAA. In the segment of travel on the National Network of Spanish Railways (RENFE) in long distance and high speed, just as the railways in France, the United Kingdom or Germany now do, a new fare scheme should be approved that returns to the railway travelers with lower purchasing power who have abandoned it because they now find attractive offers in air traffic, a highly subsidized sector that does not pay VAT or taxes on fuel.

• - Electrification of urban public transport, either with the construction of tram networks or by changing fleets of internal combustion engine buses for other hybrid ones.

• - Change in the priority of interurban transportation investments. Outside of specific actions related to increasing safety or variants, the construction of new high-capacity roads must cease. Among European countries, Spain is already the one that has the best provision per inhabitant in this chapter. The remaining funds should be dedicated to improving the networks of commuter railways, regional railways, narrow gauge railways (FEVE), bus lanes and rapid transit buses for access to cities. The autonomous communities, if necessary with the support of the central government, should approve a regional transport improvement plan integrating all modes of sustainable transport.

• - Within the city the priority should be traffic management and calming (also called "traffic calming",[17]​ which mainly consists of reducing the maximum speed at which cars can circulate[18]​ —for example from 50 to 30 km/h, with systems to enforce the new limit—[19]​ and diverting vehicles to main roads)[20]​ and not the construction of tunnels, shortcuts or increases in capacity in road for cars. The same peacemaking will lead to the growth of sustainable non-motorized modes, cycling and walking.

• - The taxation of air transport fuel must begin until it places it, within a period of five years, at the same tax level for special taxes that fuels for conventional road transport now have.

• - Changes in the institutional approach to managing mobility. A very clear change would be, for example, the transformation of the Ministry of Development into a Ministry of Mobility and Transport, or of Transport and Energy.

• - Approval of a basic regulatory framework that regulates mobility, the state mobility law, which, among other aspects, establishes a new public transportation financing law. The great growth that the energy efficiency scenario gives to public transport cannot be addressed without a new financial framework that makes it possible.

• - Future road projection, urban infrastructure planning has to be projected into the future depending on the population growth of a given site.

• - Promotion of car sharing through laws that establish transparency and energy efficiency guidelines and that do not involve unfair competition with respect to public passenger transport sectors. In several European countries, social networks have been created that allow people to be contacted to share the trip and their expenses. As these are private vehicles, in which the variable expenses of the trip are shared, there is no remuneration for the driver,[21]​ and there is no unfair competition or similarity with respect to platforms that illegally compete with taxis.[22]​.