Financial support for the development of SUMPs is available within the EU financial framework for 2021-2027. Launched and forthcoming calls will provide assistance to cities interested in developing SUMPs. For detailed information, refer to the individual programme Managing Authorities’ websites.

The choice between in-house development of a SUMP or outsourcing is dependent on multiple factors, including the organizational resources of the municipal entity, the expertise of employees, and the financial resources available.

Expert support is of significant importance in SUMP development, encompassing areas such as public transport, cycling infrastructure, traffic management, parking policy, spatial planning, and environmental protection. Technical advice enhances the plan’s quality and aids in selecting the appropriate implementation methods.

A Sustainable Urban Mobility Plan should be comprehensive, encompassing the entire functional urban area (FUA). This includes regions delineated by voivodeship development strategies, or areas identified through strategies for implementing territorial instruments such as ITI and IIT, or as defined by OECD guidelines. Should a broader scope not be feasible, at a minimum, the SUMP must cover the core city along with the surrounding local government units (municipalities) that are integral to the urban, suburban, and rural transport network around the city (city and access zones).

For external presentation and EU funding application, it is advisable for all municipalities included in the SUMP to adopt it by resolution, following the core city’s example (before submitting a document for evaluation, it must be adopted by the core-city(ies).

While not legally required, it is widely regarded as good practice for local government councils to pass resolutions when starting the development of Sustainable Urban Mobility Plans. Such resolutions confer formal recognition to the process and catalyse collaboration among the local government units within the Functional Urban Area (FUA). Furthermore, executing an inter-municipal cooperation agreement is essential for legally establishing shared responsibilities for the costs and benefits that arise from the creation of the SUMP.

Local governments must ensure thorough preparation for the development of Sustainable Urban Mobility Plans, irrespective of whether they opt for in-house development or choose to outsource. Essential preparatory steps include the assessment of required competencies, securing necessary human and financial resources, fostering policy support, and facilitating stakeholder collaboration. Additionally, analysing local mobility data, integrating with other planning initiatives, defining the geographic scope, and assigning roles and responsibilities within the Functional Urban Area are critical. Establishing an interdisciplinary team and designating a process coordinator are also pivotal. To conclude, it is crucial to reach consensus on a detailed schedule and formulate a comprehensive work plan.

The time frame for developing a Sustainable Urban Mobility Plan can vary widely. It is contingent on several factors, including whether the development is conducted internally or through an external commission, the pre-established work schedule, and the scale and intricacy of the SUMP itself, as well as the characteristics of the existing transportation model. Typically, conducting an environmental impact assessment as part of the SUMP process is expected to take anywhere from 12 to 24 months.

While Polish legislation does not currently mandate the creation of Sustainable Urban Mobility Plans, the SUMP is recognized as the most effective method for assessing and addressing mobility needs in functional urban areas. The European Commission has indicated that SUMPs will become a fundamental tool for urban planning. Under the current financial perspective, having a SUMP may either be a prerequisite or provide an added advantage for obtaining EU funds dedicated to urban mobility.
The Partnership Agreement for 2021-2027 specifies that sustainable urban mobility investments hinge on the existence of sound urban mobility planning. This entails:
· For provincial capitals and their functional urban areas, project funding is contingent upon having an established SUMP.
· In cities with populations exceeding 100,000 and their functional urban areas, project funding is dependent on either the presence of a SUMP or another urban transport planning document, with the understanding that a SUMP will be adopted by 31 December 2025.
· In smaller cities, with fewer than 100,000 inhabitants, the allocation of project funds requires an appropriate urban transport planning document, such as a suitably tailored ITI strategy, although SUMPs are preferred.

The Partnership Agreement 2021-2027 does not specify any principles of the Sustainable Urban Mobility Plan (SUMP) that could be omitted by urban transport planning documents that are not SUMPs. However, when seeking funding for sustainable mobility projects, adherence to the stipulations set forth by the relevant Managing Authority is essential.

A Sustainable Urban Mobility Plan (SUMP) should adhere to the comprehensive Guidelines for the Development and Implementation of Sustainable Urban Mobility Plans, as outlined in the second edition available on the Eltis platform ( see here https://www.eltis.org/mobility-plans/sump-guidelines platform). A SUMP is distinct from other transport planning documents in that it is a strategic, long-term, operational blueprint, specifically designed to fulfill the mobility requirements of individuals and businesses within urban regions, thereby enhancing overall quality of life.
The SUMP framework encompasses a holistic evaluation of the current transport scenario, sets clear objectives, formulates a practical action plan, and establishes a monitoring system for performance indicators. Tailored to urban functional areas, it encompasses all transportation modes and involves residents and stakeholders throughout the planning process. Moreover, while the SUMP focuses predominantly on sustainable mobility, it is inherently interdisciplinary, integrating various aspects of urban development and policy.

This phrase pertains to the European Commission Recommendation (2023/550) issued on 8 March 2023. The recommendation restructures and refines the support framework for sustainable urban mobility planning in Poland and outlines the specific SUMP rules to be followed for documents currently in development.
When referring to the start of SUMP development activities, it signifies the first formalised action undertaken towards drafting the SUMP. Depending on various factors such as local circumstances, the quality of collaboration, the selected development method, or the planned sequence of activities, this could involve executing an inter-municipal agreement to initiate the SUMP’s development, establishing a dedicated working team, or beginning a tender process to hire an external consultant or contractor.

Social participation is fundamental in the Sustainable Urban Mobility Planning process, representing one of its core eight principles. The framework of a SUMP is constructed on a clear, participatory approach, marking specific stages where community involvement is essential.
Engaging the public is key to identifying potential issues and alignments among stakeholders, which can significantly influence the planning trajectory within the context of the area’s geography, the harmony of public policies, resource distribution, and the overall credibility of the measures implemented. Moreover, the active role of citizens in the SUMP development process is critical for ensuring that the plan is carried out effectively and with a well-informed, supportive public.

It is crucial to involve residents throughout the entire process of developing a Sustainable Urban Mobility Plan (SUMP), as outlined by its 12-step methodology. The engagement of residents is particularly vital at key stages to ensure their input is reflected in the plan’s outcome. These stages are:
· Introduction and framework: Establishing the context and scope of the SUMP.
· Problem diagnosis: Assessing transportation issues within the area.
· Vision and goal setting: Defining a long-term vision and specific objectives for the SUMP.
· Action plan development: Crafting strategies and measures to achieve the set goals.
· Final document design: Concluding the process with a well-designed, comprehensive plan that incorporates the community’s feedback and aspirations.
This approach ensures that the planning process is inclusive, and the resulting plan aligns with the needs and expectations of the community it serves.

While stakeholder identification is tailored to the unique characteristics of each area, there are generally seven principal groups to consider in Sustainable Urban Mobility Plans (SUMPs):
1. Local authorities: Who are instrumental in policy-making and regulation.
2. Residents: The primary beneficiaries and participants of the urban mobility ecosystem.
3. Local market companies: Businesses whose operations contribute to or are affected by urban mobility.
4. Public transport operators: Entities that provide transportation services to the public.
5. Freight and logistics providers: Including freight carriers, couriers, and logistics companies integral to the movement of goods.
6. Non-Governmental Organizations (NGOs): These may represent various community interests, including environmental, social, and economic concerns.
7. Other entities and stakeholders: This diverse group can include tourists, cultural institutions, sports and recreation facilities, educational service providers such as schools and universities, and business incubators, among others.

In the context of a Sustainable Urban Mobility Plan, the actions to be implemented must be documented with a high level of detail. This includes the identification of investment requirements, organisational changes, coordination and promotion activities, complete with their names, areas of implementation, schedules, and budgets. According to the SUMP Guidelines, this is considered best practice. Actions should be described with enough specificity to be quantifiable, which is a necessity to manage the inherent risks of the SUMP requiring frequent updates or the potential lack of full knowledge regarding financial commitments the city may face.
Moreover, it’s important that each planned action is supported by a diagnosis that pinpoints specific needs, assuming that the necessary funds are available. Rather than vague descriptions, actions should be precise, such as ‘establishing a tram link on the A-E section’ or ‘procuring a fleet of 60 buses for district X to Y’ as opposed to simply ‘developing tram infrastructure’. Even if an action initially appears general, it should be possible to link it to a more detailed diagnosis indirectly, perhaps through a reference to a description, map, or scheme that arose from the diagnostic phase and the selection of scenarios. If this indirect link is not made, it could lead to a logical inconsistency within the SUMP process.

The vision, goals, and actions within a Sustainable Urban Mobility Plan should form a coherent sequence where each element builds upon the previous one. The overarching vision for the transport system’s development guides the formulation of strategic objectives. These objectives, in turn, shape the specific, strategic, and operational goals. Actions are then designed to fulfill these goals. Thus, individual activities are not isolated efforts but are steps that contribute to achieving the strategic and operational objectives, which collectively realize the vision of an improved and sustainable transport system.

Monitoring the Sustainable Urban Mobility Plan (SUMP) is conducted through two primary types of indicators: output indicators and result indicators. Output indicators are direct effects measured by specific quantities, while result indicators pertain to the effects that transpire during or after the implementation of the project and are logically linked to the output indicators. It is imperative to have specific actors or individuals with defined roles and responsibilities to oversee this process.
Furthermore, output indicators are essential for tracking the progress towards the SUMP’s varied objectives. At the very least, the result indicators need to encompass aspects of transport accessibility, transport safety, and air pollution. The European Commission is in the process of revising the TEN-T Network Regulation, which is anticipated to lead to an expansion and standardization of the sustainable urban mobility indicators (SUMI) across the Member States. The revised indicators will include: 1) greenhouse gas emissions, 2) congestion, 3) road accidents and injuries, 4) modal share, 5) access to mobility services, 6) air pollution, and 7) noise pollution.

Yes, when a Sustainable Urban Mobility Plan (SUMP) is updated, it triggers a re-evaluation process. Each SUMP is equipped with a unique system designed to measure the extent of its implementation and to facilitate necessary amendments to the plan. Once updates are applied, it effectively initiates a new SUMP cycle, which then requires a thorough re-assessment to ensure that the modifications align with the overall goals and respond adequately to the evolving urban mobility needs.