## 5 Conclusions  
The MTDM method was applied to predict future travel demands and other traffic-related parameters, including the number of total trips, the VHT per capita per hour, and the VKT per capita per hour in the study area. The KKTP area may be considered representative of a medium-sized city in a developing country. Subsequently, the bottom-up 2 method was adopted to compute the magnitudes of CO2 emissions and energy consumption under each scenario in each designated year. Three individual scenarios (scenarios 1, 2, and 3) and two integrated scenarios (scenarios 4 and 5) were then analyzed, compared, and assessed regarding the CO2 emission and energy consumption reductions in 2026 and 2046. CO2 emissions from the electricity grid are also considered in this study. The key findings of the study include:  
* The TOD did not significantly reduce CO2 emissions and energy consumption because it was applied only in one area of the city. This was also because of the characteristics of the TOD and the residential culture's housing preferences. In practice, in small- and medium-sized cities, people do not prefer to live in high-rise buildings and high-density urban areas;
* The LRT development had a small effect because of the small proportion of modal shifts to the LRT. The development of mass transit alone makes it difficult to attract private vehicle users in developing countries [55]. A few barriers need to be well developed together, e.g., coverage area, quality of accessibility (walking, cycling, and feeder), interchange, and affordability. Developing such a seamless public transport system in a medium-sized city (low density of population, low demand, and limited resources) in developing countries is very difficult;
* EV usage showed the highest potential for reducing CO2 emissions and energy consumption. However, it depends on how many vehicles would be switched to EVs and what to do with the old vehicles (them either still being in the city or moving to use in other cities would reduce the benefit of the EV usage policy). Moreover, EV usage cannot tackle other transport problems, particularly traffic congestion and accidents;
* The integrated strategy combining the three policies had certain effects on reducing CO2 emissions and energy consumption, but most of the effects came from switching to EV usage. It seems that the integration of \"pull\" policies (preferable to the public) cannot generate a synergistic effect;
* Future studies could consider the improved adoption of electric vehicles (EVs) for all vehicle types, as Thailand aims to achieve carbon neutrality by 2050 and zero greenhouse gas (GHG) emissions by 2065. Furthermore, it is essential to explore alternative CO2 emission factors in the electricity grid to meet these targets. Overall, the study suggests that the integration of these policies would reduce CO2 emissions and energy use more than a single policy. However, the selection of an optimal combination of policies is the key to achieving the target. To achieve the synergy of integration, \"pull\" policies and also some \"push\" policies (e.g., parking management and access control) should be considered for application in medium-sized cities, even if the transport problems are not as serious as those in mega-cities. According to the feasibility context, medium-sized cities should also consider the low investment cost of seamless public transport systems, e.g., bus rapid transport (BRT) or busways based on EV buses, to encourage modal shift as much as possible. This would deal with traffic congestion, accidents and other environmental impacts. The remaining motorcycles and cars used should be changed to EVs. Land-use planning and TOD in medium-sized cities in developing countries should be further studied to determine how to enable them to effectively fit local needs and culture. Finally, although the best integrated scenario regarding the CO2 emission and energy consumption reductions per capita is achievable, actual operation and implementation are complicated.