Transit is morphing towards multi-modal multi-provider linked trips where fixed route bus & rail runs at least every 15 minutes over at least an 18-hour span every day, connecting higher intensity land uses (preferably a variety). Some of the stops on these routes are transit hubs, designed for efficient transferring from shuttles, less frequent fixed routes, demand response, bikeshare, perhaps a scooter corral, and carshare.

These hubs are located by retail, could be a kiosk, convenience store, and/or diner, which allow people to add cash value to their account-based fare payment. One can't pay cash fares on-board transit, but can display account-based proof of payment on a cell phone or validate an NFC card or a recently purchased ticket.

Fixed Route transit produces a GTFS-compliant real-time data feed, which shuttles and demand response providers use to ensure that they arrive at the hub before the bus or train arrives. That GTFS Real-Time feed is also available for upload by apps to allow for trip planning and fare payment in advance. While demand response doesn't have Real-Time GTFS technology yet, they do have CAD-GPS technology that allows push-notifications so that riders are ready for vehicle arrival. Demand Response, Bikeshare, etc would use the same account-based fare payment system as fixed route transit. With account-based systems, subsidies can be loaded monthly onto qualifying individual accounts, allowing the rider to choose their participating vendors and the most efficient way to reach their destination.

Websites and Apps are WCAG-compliant for accessibility. All fixed route vehicles and a sufficient proportion of demand response vehicles are accessible to offer an equal quality of service (in terms of response time) to customers with disabilities. Fixed route bus stops have space to deploy a lift or ramp, sufficient room for a wheelchair-user to maneuver, and are on accessible pathways including curb ramps.

Any information that has to be shared is shared electronically, encrypted for privacy, and in standard data formats. So an Information & Referral office could create a client file including a payment account for the user and transmit that information for participating network ride providers. The user could use that account to book rides or use of bikeshare, etc. with fields being added to create a trip record, including transfer information, accessibility needs, and for demand response, frequent locations and preferred entrances.

Flexible transport capsules that can be coupled together in a modular arrangement and can exchange both freight components and electrical charges with each other during the journey.

Honestly speaking there are no clear cut answers to your question. That is because of two reasons. One, strategies are more or less specific rather than universal. Two, what works at one place might or might not necessarily work at the other place. It is, therefore, important to first understand the socio-economic as well environmental factors of the concerned area properly. The second step is to use various transportation models and test the (possible) impacts of various strategies. This should be followed by running some pilots. The results from the pilot studies will help u in inferring which strategies are the best and vice-versa.

For those in rural areas, this is an excellent read: https://www.itf-oecd.org/sites/default/files/docs/innovation-rural-mobility.pdf