Urban Mobility For Smarter Cities by Arcadis UK

UK Sustainable Cities Mobility Index 2017

Contents 1.0 Foreword

2.0 Executive Summary

3.0 Measuring Mobility

4.0 Overall Rankings

4.1 people sub-index

4.2 Planet sub-index

4.3 Profit sub-index

5.0 City Focus

5.1 birmingham

5.2 Edinburgh

5.3 London

5.4 Manchester

5.5 Bristol

5.6 Leeds

5.7 Dublin

6.0 Mobilising the Digital Revolution

7.0 Appendices

8.0 Disclaimer and Acknowledgements 39

1.0 Foreword Upward Mobility The huge contribution that well-functioning, fully integrated transport networks have in boosting the competitiveness of our city regions, and the wider UK, has long been under appreciated. In a world of low unemployment and rising property prices, ageing transport links were largely ignored.

All this changed in 2008. After the global economic collapse and the whirlwind of problems that came with it, the nuts and bolts of linking our transport networks to economic performance suddenly became much more interesting. The UK Treasury recognised that spending money on infrastructure is one of the most effective ways of creating jobs and prosperity for the long term, so it commissioned a host of schemes of all types and sizes around the country. Whatever the government’s reasons for taking action, it addressed a national need that had existed for a long time. Over the last ten years, infrastructure spending has grown considerably. We now have the likes of Crossrail, HS2, the TransPennine electrification and Heathrow expansion in the pipeline, as well as a host of smaller local projects aimed at moving people and products around the country more quickly and easily. All of this should improve not only the UK’s economic prospects, but also quality of life for the many people who rely on transport networks every day. Despite the increase in attention and action, however, many challenges still remain. The situation we face today is very different than that of previous generations. The impact of emerging technologies is rapidly changing the way we live and concerns around security are much more prevalent. When it comes to mobility, the coming decades will be defined by how effectively we can balance infrastructure growth with the likes of housing and retail. When it comes to the here and now, critics claim that too much of the money spent on transport by the Treasury stays in the south east of England, despite government rhetoric praising the Northern Powerhouse, the Midlands Engine and numerous other prospective economic hubs around the UK. These areas need to realise their full potential, otherwise we are at risk of losing ground on the competitive global stage. This situation could get worse if we see a ‘hard Brexit’ scenario, in which we estimate the UK could miss out on as many as 214,000 skilled EU construction workers. If this happens, it could hold back vital transport improvements. As our index clearly shows, there is still some way to go to make the regions outside of the capital more competitive and to cover the productivity shortfall. It is not simply a question of favouring one city over another: we need investment in London as well as in our other major cities. When one succeeds, all will succeed. In the future, our national and regional economies will continue to depend heavily on interconnectivity. We have to make sure that our infrastructure works for the travelling public, businesses and the environment. Peter Hogg UK Cities Director

Mobility in the Northern Powerhouse Central to a country’s thriving economy is connectivity – the ability for its people to have access to modern, efficient transport systems. The huge potential benefit of connecting the great cities of the North was one of the key drivers behind the Northern Powerhouse, for which I set out the idea while in Government in 2014. The rationale was, and is, simple: rebalance the UK economy and narrow the North-South divide by bringing together the 15 million people and the rich asset base of the North to generate growth, increase productivity and create much-needed jobs. After leaving office, my commitment to the North has remained, due in no small respect to the strong economic argument underpinning the Powerhouse. The Northern Powerhouse Partnership, which I chair, was established to bring business and civic leaders across the North together so they can increase the impact and contribution the region makes to the UK economy. This can have a dramatic and transformational effect on the North and the UK. The Northern economy has the potential to be £100 billion larger over the next three decades, creating a further 850,000 jobs. Our latest report, Powerhouse 2050: the North’s Roadmap for Productivity, set out a series of bold and ambitious recommendations for how Government and business can achieve those goals by 2050, and how the prime capabilities of the North – Advanced Manufacturing, Energy, Digital and Health Innovation – can become world-leading, creating new industries in the North. Take hydrogen – replacing the gas supply to the city of Leeds with hydrogen produced in the Tees Valley could create a new, green Northern industry to significantly contribute to the UK’s commitment to reduce carbon emissions. What became clear from engaging with more than 500 businesses, researchers and other groups for the report was that, along with delivering substantial improvements in the skills base, better transport links was crucial to delivering real change. Our campaign for Northern Powerhouse Rail (NPR), which would transform journey times and service frequency, was given a significant boost when Chancellor Philip Hammond committed £400 million to ensuring HS2 junctions accommodate NPR. This is just the start. Reports like Arcadis’ 2017 Sustainable Cities Mobility Index are instrumental in highlighting the importance of efficient transport links both in the North and across the UK. George Osborne Chair of the Northern Powerhouse Partnership and a former Chancellor of the Exchequer

2.0 Executive Summary Mobility is fundamental to the everyday functioning of a city, and underpins wider economic performance.

The Arcadis 2017 Sustainable Cities Mobility Index, compiled in partnership with the Centre for Economic and Business Research (Cebr), tracks the overall performance of the mobility systems in 92 cities around the world. The index is built from 23 separate indicators, grouped into three sub-indices: People, Planet and Profit. Combining these individual metrics and sub-indices into an overall index score gives a picture of the current state of a city’s urban mobility environment. Key findings • The picture in the UK is split. Edinburgh is the best of the European cities when it comes to commuting times, lack of congestion and fewer delays, while metropolitan London sits in the top three on all fronts. • Edinburgh, Birmingham and London lead Europe as locations which are able to fund their transport needs through revenues – a sign of an economically sustainable system. • Manchester performs consistently across the index, although there is still significant room for improvement when it comes to fighting congestion and delays. • With the oldest underground system in the world, London is a city with one of the largest shares of its budget spent on transport. But the capital’s vast network is also the least affordable in Europe. Combined with famously high property prices, London could be pricing its citizens out. • Edinburgh and Manchester perform best in Europe when it comes to the accessibility of their transport services, with a high density of bus and metro stops. • Dublin has high transport system revenues as a share of expenses, but also offers some of the least affordable public transport of the European cities.

3.0 Measuring mobility The pressures on citiesâ&#x20AC;&#x2122; transport networks are greater now than they have ever been. A city today must be proactive in handling the needs of a swiftly growing population, managing costs and minimising environmental impact. Cities that strike this balance properly become a much more attractive prospect for business and investors.

It is for precisely this reason that the UK government has identified improving infrastructure as a key component of the new Industrial Strategy, linking good quality transportation with job creation, economic growth and social mobility. Clearly, every cityâ&#x20AC;&#x2122;s transport network is as unique as the city itself. However, all effective systems have some things in common: they perform well for passengers, help the local economy flourish and do so without overly affecting the environment. Arcadis commissioned the Centre for Economic and Business Research (Cebr) to explore how cities are performing across these three areas, measuring the social, environmental and economic health of a cityâ&#x20AC;&#x2122;s mobility. For a city to achieve a high score, it must perform well for People, Planet and Profit.

Figure 1 The three pillars of sustainable mobility

People People People Planet Planet Planet Profit Profit Profit Measures social and human implications of mobility systems including quality of life

Captures environmental impacts; “green” factors like energy, pollution a nd emissions

Assesses the efficiency and reliability of a mobility system to facilitate e conomic growth

The People sub-index

The Planet sub-index

The Profit sub-index

Rates safety (traffic fatalities), access to services, share of trips taken by public transport, passenger connectivity, digitisation, upkeep of the network, uptake of active commuting, airport passengers, hours of metro accessibility and wheelchair access. These indicators can broadly be thought of as capturing quality of life for a city’s commuters and visitors.

Ranks cities on greenhouse gas emissions, congestion and delays, efforts to lower transport emissions, cycle infrastructure, air pollution, provision of green space and electric vehicle incentives. These indicators can broadly be thought of as green factors.

Examines commuting time in a city, revenues as a share of expenses, public finance commitment, public transport affordability, system utilisation and efficiency of road networks. These indicators can broadly be thought of as capturing economic health.

While geographical factors such as location, climate and access to resources can make like-for-like comparisons problematic, the report gives cities the opportunity to measure their overarching performance across these three areas, each vital for sustainable mobility, to benchmark and learn from higher-placed cities and take action to sustain future performance.

4.0 overall rankings Cities in the UK and Ireland fare relatively well when it comes to the sustainability of their transport networks, with almost all featuring in the top half of the index. That said, there is considerable room for improvement in certain areas.

Central government, devolved administrations and city leaders around the country are embarking on ambitious plans over the coming years to radically upgrade our mobility networks and redress decades of previous underinvestment. The top spot in the global index is occupied by Hong Kong. The Asian cityâ&#x20AC;&#x2122;s mobility system, underpinned by a well-organised, modern and efficiently funded metro system, manages to achieve many of the aims of an effective urban transport system. Despite being such a densely populated, hectic city, its network enables comprehensive mobility, creating economic opportunity and enriching business and the lives of citizens and tourists alike. If the UK and Ireland are to embrace the changing political and economic era, they must look to Hong Kongâ&#x20AC;&#x2122;s example and embrace the new digital age when it comes to mobility. Rivalling the worldâ&#x20AC;&#x2122;s main economic centres can only serve to benefit much wider economic performance and improve the quality of life for all those who live and work there.

Overall Figure 2 Overall Index Rankings: Hong Kong tops the Sustainable Cities Mobility Index (Source Cebr)

Hong Kong Zurich Paris Seoul Prague Vienna London Singapore Stockholm Frankfurt Amsterdam Copenhagen Tokyo Munich Lyon Beijing Edinburgh Milan Shenzhen Hamburg Barcelona Berlin New York Madrid Rotterdam San Francisco Shanghai Vancouver Warsaw Taipei Geneva Lisbon Guangzhou Chennai Manchester Montreal Brussels Birmingham Macau Rome Athens Washington DC Bristol Dublin Antwerp Boston SĂŁo Paulo Brisbane Chicago Chengdu Sydney Miami Canberra Toronto Melbourne Bengaluru Philadelphia Moscow Leeds New Delhi Baltimore Manila Rio de Janeiro Santiago San Diego Cape Town Mexico City Wuhan Tianjin Istanbul Los Angeles New Orleans Seattle Mumbai Buenos Aires Pittsburgh Atlanta Dallas Denver Detroit Kolkata Johannesburg Tampa Houston Perth Indianapolis Jakarta Lima Bangkok Cairo Kuala Lumpur Hanoi

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92

People

Planet

Profit

4.1 People sub-index The social implications of mobility If a cityâ&#x20AC;&#x2122;s transport network does not function effectively for the people it serves, this can have a significant impact on the quality of life of communities. The People sub-index is made up of a range of metrics that reflect the implications of a mobility network for passengers. Key elements such as transport coverage, reliability, hours of operation and, ultimately, the popularity of the system are all assessed. Across the UK and Ireland, in the main, transport networks function relatively well for city dwellers. A good sign of a well-functioning network is the modal split â&#x20AC;&#x201C; the share of trips in a city taken by public transport. The UK scores highly in this respect with, for example, 43 percent of journeys in London made by public transport. Cities with comprehensive public transport coverage tend to see fewer people in private vehicles, which reduces both pollution and congestion. A journey is much easier when a great proportion of it can be taken by public transport: for example when there is a bus stop near someoneâ&#x20AC;&#x2122;s home and another near their workplace. Significantly, Edinburgh and Manchester perform best in Europe on the accessibility of their transport services, with a high density of bus and metro stops.

People Figure 3 People sub-index: Asian cities perform highly (Source Cebr)

Hong Kong New York Tokyo Seoul Beijing Barcelona Madrid Paris Singapore London Stockholm San Francisco Prague Rotterdam Frankfurt Shanghai Edinburgh Rio de Janeiro Taipei Chicago Istanbul Vienna Copenhagen Mexico City Amsterdam Santiago SĂŁo Paulo Milan Manchester Moscow Munich Manila Berlin Dublin Hamburg Lima Shenzhen Macau Lyon Guangzhou Mumbai Bangkok New Delhi Zurich Warsaw Brussels Sydney Melbourne Washington DC Boston Montreal Rome Lisbon Chennai Vancouver Athens Birmingham Bengaluru Los Angeles Jakarta Buenos Aires Bristol Geneva Toronto Tianjin Philadelphia Brisbane Kolkata Chengdu Seattle Atlanta Perth Miami Antwerp Cape Town Wuhan Canberra Cairo Leeds Kuala Lumpur San Diego Baltimore Pittsburgh Dallas New Orleans Johannesburg Denver Tampa Hanoi Detroit Houston Indianapolis

4.2 Planet sub-index Environmental impact of a city’s network Effective and efficient transport is all very well, but it is critical that a high-performing network does not come at too great a cost to the natural environment. The Planet sub-index assesses cities in terms of how green they are. This includes current levels of greenhouse gas emissions and air pollution, and efforts to lower transport emissions, such as incentives for low-emission vehicles, cycle infrastructure and electric vehicles. We also consider efforts to lower levels of road congestion and increase green space covering the city. Encouragingly, when it comes to the UK and Ireland, all cities feature in the top half of the index. Air pollution levels are relatively low in comparison with other similar sized cities around the world and electric vehicle incentives are a key consideration. One area of note, however, is the issue of congestion. Edinburgh leads the way in Europe when it comes to lack of delays, while London – in spite of the high density of available transport options – has one of the highest levels of congestion in Europe. Manchester also scores relatively well when it comes to low levels of congestion but, as with all cities, alleviating pressure on the city’s arteries at peak times remains a key concern.

Planet Figure 4 Planet sub-index: Europe takes top 10 (Source Cebr)

Frankfurt Munich Berlin Stockholm Amsterdam Vienna Zurich London Copenhagen Antwerp Seoul Hamburg Madrid Milan Singapore Rome Lisbon Paris Tokyo Lyon Bristol Edinburgh Prague SĂŁo Paulo Baltimore Rotterdam Geneva Shenzhen Brussels Montreal Leeds Toronto San Diego New Orleans Dublin New York Birmingham Washington DC Barcelona Philadelphia Vancouver Taipei Boston Miami Guangzhou Manchester Indianapolis Brisbane Macau Seattle Denver Rio de Janeiro Hong Kong Dallas Canberra Chennai Tampa San Francisco Detroit Shanghai Sydney Chengdu Beijing Pittsburgh Houston Cape Town Los Angeles Chicago Wuhan Bengaluru Warsaw Johannesburg Athens Melbourne New Delhi Moscow Atlanta Buenos Aires Tianjin Santiago Mexico City Perth Mumbai Kolkata Istanbul Bangkok Hanoi Manila Kuala Lumpur Jakarta Lima Cairo

4.3 Profit sub-index How mobility can support growth Mobility is a key lever when it comes to supporting the wider economy, improving productivity and encouraging wider prosperity. The Profit sub-index assesses the economic aspects of a cityâ&#x20AC;&#x2122;s mobility system. This includes some key metrics for those living and working in a city, such as average commuting time (which has a bearing on economic productivity), financial commitment to transport infrastructure, and the financial wellbeing of the system. This sub-index also looks at utilisation of the network, giving better rankings to cities that have well-used public transport systems. For the UK and Irelandâ&#x20AC;&#x2122;s cities, it is a mixed picture. Edinburghdwellers and Bristolians have one of the shortest commuting times of all the European cities in the index, while those in London have amongst the longest. On top of this, those living in the capital pay more for the privilege. Along with Dublin, London ranks amongst the least affordable and, when combined with famously high property prices, makes living in the capital financially damaging. Meanwhile, when it comes to funding, it is Edinburgh, Birmingham and London that lead Europe as cities which are able to fund their transport needs through revenues. This is a sign of an economically sustainable system.

Profit Figure 5 Profit sub-index: Europe takes seven of top ten (Source Cebr)

Zurich Prague Warsaw Paris Hong Kong Athens Vancouver Vienna Lyon Chennai Singapore Shenzhen Beijing Geneva London Seoul Shanghai Amsterdam Copenhagen San Francisco Chengdu Canberra Birmingham Guangzhou Stockholm Edinburgh Milan Miami Montreal Hamburg Brisbane Tokyo Macau Rotterdam Manila Manchester Munich Taipei Lisbon Barcelona Wuhan Bristol Cape Town Washington DC Boston Brussels Antwerp Bengaluru Pittsburgh Tianjin Melbourne Leeds Cairo Sydney Johannesburg Detroit Frankfurt Atlanta New Orleans Baltimore Kolkata Berlin Houston Denver Rome Dublin Madrid San Diego Jakarta Philadelphia New York New Delhi Hanoi Mumbai Perth Moscow Chicago Tampa Istanbul Toronto Buenos Aires Dallas Kuala Lumpur Indianapolis Seattle Santiago Mexico City Los Angeles Lima SĂŁo Paulo Bangkok Rio de Janeiro

5.1 city focus BIRMINGHAM From the original London-to-Birmingham railway, to the city’s canals, the world-famous Spaghetti Junction and Birmingham International Airport, transport has long shaped the very identity of England’s second city. Many global businesses are currently moving operations into the city, and highly skilled workers are relocating to Birmingham in pursuit of a good quality of life. With so much now changing for the better, the transport network will once again be required to meet new challenges if it is to drive the city’s economic success. Where there is growth there is always risk. Traveling across the city at peak time highlights the problem of overcrowding and, in particular, road congestion. New Street station is the busiest outside of London, and travel times around the wider West Midlands region can be a challenge. Productivity in the West Midlands remains lower than it should be. Given the region’s position at the heart of the government’s new Industrial Strategy, much more needs to be done to improve congestion and travel time. If the city and wider region can get the mobility question right, then there is no reason why the West Midlands cannot fulfil its great potential. City leaders understand the issues, and investing in mobility is a key priority. Birmingham is one of the leading cities in Europe in terms of being able to fund its transport needs through revenues – a sign of an economically sustainable network. Furthermore, it is encouraging that the newly appointed West Midlands Mayor is involved in the conversion of the old Curzon Street station into Birmingham’s new, state-of-theart, high-speed rail hub.

Simon Marks City Executive for Birmingham simon.marks@arcadis.com

Overall

38th

People

57th

Planet

37th

Profit

23rd

5.2 city focus EDINBURGH The Scottish capital is the UK’s fastest growing city and its second-largest financial centre after London. Close alignment with the London financial markets means that the success of these two cities often goes hand-in-hand: rail and air links between them are vital to Edinburgh and the wider Scottish economy. Edinburgh enjoys a high quality of life: for example, it boasts some of the best commuting times in Europe. This has fuelled popularity with inward investors, and has made the city a leading hub for digital entrepreneurs. Edinburgh’s universities draw students and staff from around the world; good links with international hub airports are vital to support the continuing growth of these major institutions. However, as with many European cities in recent years, Edinburgh’s growing population has placed increasing pressure on its transport network. The city leaders have drawn up a plan to build a truly world-class integrated transport system, by updating ageing infrastructure and extending the recently completed tram line. The road connections to the city will be improved by the new Queensferry Crossing, along with recent improvements to the M8 to Glasgow and planned reconstruction of the A9 to improve journeys north to the Highlands. Additionally, Scottish First Minister Nicola Sturgeon recently declared her ambition to phase in electric vehicles eight years ahead of the UK Government target, a move intended to present Scotland as a place in which to invest in future technologies. Furthermore, Transport for Edinburgh’s Strategy for Delivery identifies the need for better co-ordination, data capture and analytics along with the creation of a ‘city operations centre’. This new approach aims to provide a strong evidence base for decision-making, and enable the smooth running of the Scottish capital’s transport network.

Graham Hill City Executive for Edinburgh graham.hill@arcadis.com

Overall

17th

People

17th

Planet

22nd

Profit

26th

5.3 city focus London London is a city of transport firsts. The world’s first underground railway network; the world’s first underriver tunnel; the world’s first international airport; and the world’s first fully orbital ring road. London can be proud of its tradition of pioneering mobility infrastructure, and of the cities in our index it spends one of the largest shares of its budget on transport. To have an edge on the competition, London must enable millions of people to travel into, out of and around the city every day. It must create a high-capacity, reliable, low-cost and integrated transport network, all without disrupting day-to-day travel. But, as things stand, the capital’s vast network is currently the least affordable of the European cities. Combined with famously high property prices, London is becoming increasingly expensive for many of its citizens. If the city is to be as transformed by the digital revolution in the 21st century as it was by the industrial revolution in the 19th, it must invest, adapt and, above all, innovate. The network must encourage growth, be receptive to rapidly emerging technology, and support the increasingly polycentric nature of the city. Many of the developments necessary to achieve these goals are underway. HS2, with stations in Euston and Old Oak Common, will increase capacity, drive regeneration and create new quarters in the city. Thames river crossings will increase connectivity and enable freer traffic flow. Crossrail will connect new areas of the city currently blighted by their isolation. And increased capacity at all five of London’s airports will maintain the city’s status as a global hub. The question is: will London be reactive or boldly proactive? The long-awaited London plan must set a clear, far-sighted and integrated strategy. It needs to underwrite a vision for the future with a clear approach to mobility that catapults London into the 21st century and ensures economic productivity and sustainability.

Peter Hogg UK Cities Director peter.hogg@arcadis.com

Overall

7th

People

10th

Planet

8th

Profit

15th

5.4 city focus MANCHESTER Manchester sits within the Northern Economic Region of the UK, which is home to around 16 million people and generates almost 20 percent of the UKâ&#x20AC;&#x2122;s economic output. The area is a major strategic location for transport and distribution, with seven international airports and 12 major ports. With regional devolution and the newly appointed Metro Mayor, a great deal is expected of the region that has Manchester at its heart. As things stand, the areaâ&#x20AC;&#x2122;s productivity still lags behind the UK economy as a whole. Despite ranking highly for accessibility of transport services, Manchester has one of the lowest scores in Europe for delays and congestion, meaning commuting is a source of some frustration for those living and working locally. It is for precisely these reasons that Manchester, along with the wider Northern Powerhouse, has set in motion plans to invest significantly in transport. It is hoped that these will contribute to growing the regionâ&#x20AC;&#x2122;s economy by 30 percent by 2050. A key part of this strategy is the formation of the first sub-national transport body, Transport for the North (TfN) in Manchester. TfN will have the power to make strategic transport investment across the region and ensure that the North realises its considerable potential. Key considerations include enhancing transit capacity, joining up the various networks across the metro area, upgrading mainlines and introducing state-of-the-art smart travel programmes for more efficient travel. Investing in smart ticketing and integrated travel across major road networks, rail links, ports and airports will also see passengers able to cross from one mode to another very swiftly. Demonstrating the strength of opportunity for potential investors should generate the necessary funds to realise these plans. A clear plan to align these priorities across multiple transport agencies will make sure the money is spent in the right areas and on the right initiatives in order to make the greatest possible difference to Manchester.

Jonathan Moore City Executive for Manchester jonathan.moore@arcadis.com

Overall

35th

People

29th

Planet

46th

Profit

36th

5.5 city focus bristol For generations Bristol has been a well-connected part of the country, and today the wider city region continues to thrive. It is an increasingly popular place to live and work, growth exceeds the national average, and productivity is high compared to other UK cities. However, as with any aspirational city, travel congestion remains a significant issue, leading to frustration for residents and business and contributing to greenhouse gas emissions. The wider city region also faces challenges, and while Bristol’s star continues to rise, the advantages do not necessarily touch every community. Bristol and the wider region’s ambition is to make sure that it continues to be a driving force for economic and knowledge-based growth in the UK. Nevertheless, the impact of the city’s mounting popularity is being felt on Bristol’s overstretched transport system. The city scores relatively low when it comes to access to transport services, and the lack of available housing means more must be done if businesses are to continue to succeed and innovate. To do this, greater investment into transport infrastructure must be made. This will become even more important when the Severn Crossings tolls are removed in the next couple of years. While large-scale investment is being ploughed into the nation’s intercity transport, Bristol and the wider south west would benefit from greater connectivity to the country’s other powerhouse cities. That said, much is happening that will drive improvement: electrification and new rolling stock on the railway to London, MetroBus coming on stream shortly and MetroWest improvements underway. Having a clear and integrated spatial strategy, linked to a clear plan for infrastructure investment, will be vital to make the case to government and investors that the region has the ambition and credentials to deliver.

Richard Bonner City Executive for Bristol richard.bonner@arcadis.com

Overall

43rd

People

62nd

Planet

21st

Profit

42nd

5.6 city focus leeds In recent years Leeds has seen its fortunes improve considerably, making progress from both a business and social perspective. It is home to the University of the Year 2017, and bidding to be European Capital of Culture 2023. New proposals for the South Bank promise to unlock a regeneration area double the size of the city centre, and it has a faster rate of private sector job growth than any other UK city. Leeds has found a new level of confidence. However, if the city is to fulfil its potential and realise the aspirations of the Northern Powerhouse, it still has work to do. It must make it easier for people to get into and around the city. Despite having one of the busiest mainline railway stations outside of London, Leeds is heavily reliant on private vehicles. The road networks are often highly congested, particularly at peak times. Without a metro, tram or underground system, and with fewer bus stops per square kilometre than many other major regional centres, it needs to improve access to public transport services so that more people use them. Despite the volume of traffic, people living and working in Leeds benefit from shorter journey times compared with many other regions. However, with little active commuting, more needs to be done to improve sustainable, healthier transport options. This could take many forms. For example, more pedestrian areas or the extension of cycling infrastructure. Proposals for the next phase of CityConnect, extending the cycle superhighway through the city and offering up to 10 kilometres of new segregated lanes, will make a significant difference. The new HS2 terminus station in Leeds will also do much to improve connectivity between Leeds and other major Northern cities. Many of the building blocks for the Northern Powerhouse are already being put in place, including the TransPennine Route Upgrade between Leeds and Manchester, as well as planned investment to improve connectivity to Leeds Bradford Airport and other regional hubs. Further initiatives are key features of the Leeds Inclusive Growth Strategy, such as strengthening digital and data infrastructure (including the roll out of 5G), and promoting Leeds as a Smart City. These will do much to catalyse new growth, and secure the future of Leeds for the long term.

Nick Kealey City Executive for Leeds nick.kealey@arcadis.com 28

Overall

59th

People

79th

Planet

31st

Profit

52nd

5.7 city focus dublin The last twenty years have seen Dublin transform itself into a cutting-edge, forward-looking city that increasingly catches the eye of major businesses and investors around the world. The bold improvements of the Celtic Tiger era are now being bolstered by the realisation that to keep growing and attracting foreign investment, the cityâ&#x20AC;&#x2122;s transport infrastructure needs continuing improvement. The last decade has seen mobility in and around the city improve significantly to meet increasing needs. Of particular note are the new airport terminal, which has significantly increased capacity, the bicycle rental scheme, and the new bus and taxi lanes, which allow passengers in and out of the centre more quickly than before. However, such improvements are probably not fully appreciated by the average commuter, who still faces significant delays and frustration at rush hour. Population growth has created pinchpoints at key commuter times, meaning roads, buses and rail services continue to be under considerable strain. Dublin has high transport network revenues as a share of expenses, but also offers some of the least affordable public transport of the European cities in the index. Although many key challenges are still unresolved, many are being addressed. Medium- and long-term infrastructure planning continues as economic growth has resumed. The new orbital outer road linked to a new deep-water port will further ease traffic. And Dublinâ&#x20AC;&#x2122;s first underground rail system is in its early stages, including a fixed link to the airport. Add in ongoing road and bus corridor improvements, as well as expansion to the light railway, and you have a city that takes its role in improving prosperity through mobility investment very seriously. If the city and the national government continue to identify and invest in new and emerging needs such as autonomous vehicles, Dublinâ&#x20AC;&#x2122;s future as a major economic engine could be promising.

Dennis Geary City Executive for Dublin dennis.geary@arcadis.com

Overall

44th

People

34th

Planet

35th

Profit

66th

6.0 Mobilising the Digital Revolution The rise of digital technology has profoundly affected our lives, expectations and values. The way in which we connect people and goods has shifted with new consumer behaviours, and we are on the brink of arguably the most visible and radical change of all: autonomous vehicles. With so much change happening â&#x20AC;&#x201C; and a great deal riding on its success â&#x20AC;&#x201C; the infrastructure we currently have in place will have to bear the load. For instance, in the not-too-distant future we may well be hailing an electric-powered driverless taxi via a mobile app, but the route we take and the streets we journey down will be largely unchanged. We will need to get more, or something different, out of what we already have. Making this happen will be where the battle is won or lost. Marrying the aspirations of the future with the limitations of the present will be heavily reliant on data. Cities are now appointing Chief Data Officers to address how we use data to improve the mechanics of operating ultramodern transport networks in centuries-old cities. This data will transform both the way we design and build new infrastructure, and the way we efficiently operate what is already there. This approach will make our economies more productive, the construction process cheaper and the entire network more passenger-friendly as connections become quicker, delays less frequent and services faster. It is no longer the stuff of science fiction â&#x20AC;&#x201C; the use of analytics and artificial intelligence is starting to become real.

We already have the ability to monitor an asset and adjust how it operates in real time. This opens the door to a change in contract and procurement, as well as offering large environmental benefits as we consume less energy in the process. Meanwhile, the rise of Building Information Modelling (BIM) will make it much easier to create the roads and rail of tomorrow. When it comes to technology, the sheer speed of change has probably surprised even the most visionary amongst us. Electric cars could be ready to manufacture as early as 2020, while many people already use real-time travel apps to move around a city in a multi-modal way. The next generation of school leavers will never have known a world without all of this. The capability is almost there. How soon we start using it depends on policymakers. It has taken more than a decade for industry to embrace BIM; can we really afford to wait another ten years before fully getting to grips with digital mobility? The digital future is happening: the sooner we adapt, the sooner we will start to see the benefits.

David Glennon UK Head of Digital

7.0 Appendices Methodology The index is constructed with a three-stage averaging process to create a composite score and corresponding ranking for each of the 92 cities. The overall Index score for each city is based on the city’s performance in 23 individual indicators. For each indicator, the same set of steps is followed which allows us to assign a value between 0 percent and 100 percent to each city: • In each indicator, raw scores are found for each city. For example, in the modal split indicator, the percentage of all trips taken by public transport is given for each of the 92 cities on the Index. • All raw scores are compared and the standard deviation for the statistical dataset is computed. To account for outliers, each data point is checked to determine if it falls outside of 2 standard deviations (s.d.) from the mean. If a data point for a specific city does fall outside the mean +/- 2 s.d., the city is assigned a value equal to either the mean +2 s.d. or the mean – 2 s.d. • To calculate an Index score for each city, a minimum-maximum approach is used to assign a city a score between 0 percent and 100 percent. The lowest scoring city (after accounting for outliers) is assigned a score of 0 percent and the highest scoring city is assigned a score of 100 percent. All city scores in between the minimum and the maximum are assigned a proportional score using the formula (data point – series min) / (series max – series min). • Given that a higher overall Index score indicates a better performance, for indicators where a lower figure is deemed positive (such as traffic fatalities), the inverse of the data point or its negative equivalent were used. • In the rare case that a data point for a particular city was not available, the average score of the indicator was used in its place. Once scores between 0 percent and 100 percent were assigned to each city in each indicator, the individual indicators are then grouped into one of three broader subindices – People, Planet and Profit. Of the 23 individual indicators, 10 sit within the People sub-index, seven within Planet, and six within Profit. The People sub-index measures the social and human impacts of the city’s mobility system, such as coverage of the transport network and wheelchair accessibility, efficiency and upkeep of a metro system, and digital capabilities on the city’s trains and buses. The Profit sub-index assesses the economic aspects of a city’s mobility system. This encompasses key metrics for commuters, such as time taken to get to work and affordability of the public transport network, as well as the city’s financial commitment to their transport infrastructure. The Planet sub-index measures the environmental implications of the city’s mobility system, including metrics such as air pollution, greenhouse gas emissions, electric vehicle incentives, and green space. A weighting system is applied to the calculation of sub-index scores. To determine the weightings, the individual indicators are ranked from most important to least important in terms of how appropriate and reflective the indicator is as a metric for urban mobility. The most important metric is then assigned the highest weighting while the least important receives the lowest. The weights for the variables in between are spread evenly. After sub-index scores were calculated for each of the 92 cities, a simple average is taken of all three to create the final Index scores and rankings.

INDICATORS Table 1 List of indicators used in the Sustainable Cities Mobility Index

People

Planet

Profit

Indicator

Unit

Source

Fatalities

Traffic fatalities per 100,000 inhabitants

National Safety Council, Eurostat, WHO, various

Access to Bus and metro stops per km2 Transport Services

European Metropolitan Transport Authorities (EMTA), EPOMM, various

Modal Split of Trips Taken

Share of total trips taken by public transport

European Metropolitan Transport Authorities (EMTA), various

Rider Connectivity

Wi-Fi in metro tunnels, stations and on buses, 2g/3g/4g in metro stations and tunnels

Various including local transport provider websites and news publications

Upkeep of the Metro System

Year of last major improvement; defined by track expansion or station additions

Various including local transport provider websites and news publications

Wheelchair Access

Share of buses and metro stations that are wheelchair accessible

Various including local transport provider websites and news publications

Uptake of Active Community

Share of commuters cycling or walking to work

EMTA, EPOMM, Various

Transport Applications and Digital Capabilities

Availability of transport system on Google Maps, an app created by the transportation authority, and existence of digital ticketing

Various including the Observatory of Automated Metros

Airport Passengers

Annual passenger traffic

ACI Airport Statistics

Hours of Metro Accessibility

How many days a week the metro operates 24 hours

Various including information pages of local transport providers

Transport Greenhouse Gas Emissions

Metric tons of CO2 per capita multiplied by CO2 from Transport

CDP Cities

Provision of Green Space

Green space as share of city area

Siemens Green City Index, World Cities Culture Forum, European Environment Agency

Congestion and Delays

Increase in overall travel time

TomTom, Numbeo

Bicycle Infrastructure

Bicycles per capita and bicycle sharing schemes

MetroBike

Air Pollution

PM10 levels (ug/m3) / PM2.5 levels â&#x20AC;&#x201C; simple average

WHO Global Urban Ambient Air Pollution Database

Efforts to Lower Transport Emissions

Existence of LEZs and their prevalence (Cebr score) and vehicle emission standards

Various including European Commissionâ&#x20AC;&#x2122;s Urban Access Regulations website

Electric Vehicle Incentives

Provision of incentives to produce/ purchase EVs

Various including government transport department websites

Commuting Travel Time

Average commuting time

Numbeo Traffic Index

Economic Opportunity

Transport system revenues as a share of expenses

Various including annual reports of transport providers

Public Finance

Share of city budget spent on transport

Eurostat, city budgets

Efficient of Road Networks

Max city speed limit

AA, Auto Europe

Affordability of Public Transport

Transport spending as a percentage of income

Numbeo, Expatistan

Utilisation of the Transport System

Average number of public transport journeys per capita

Land Transport Authority Singapore, American Public Transport Association, various

Data Level

Further Explanation

Mostly city level (exceptions include China and Australia)

Traffic safety is of utmost importance and fatalities can be indicative of an under-served or under-maintained system.

City

Accessibility of transport services heavily impacts how utilised they are by the residents of a city.

City

A higher number of trips taken by public transport recognises utilisation. The higher the utilisation, the better.

City

Wi-Fi and 2/3/4g service within the transport system makes travel easier as well as more enjoyable and productive by allowing residents to use devices seamlessly during their journey.

City

Track and station additions assist in making use of the metro system easier for residents.

City

Transport accessible to all boosts quality of life for residents.

City

The ability to cycle or walk to work is reflected in the number that choose to do so each day. Active commuting has many benefits to residents.

City

Incorporation of digital capabilities into a transport system makes using public transport easier in cities.

City

Airport traffic reflects the ability to get in and out of a city via plane.

City

24-hour accessibility in metro systems allows for greater use and flexibility for people. Cities without a metro system are penalised here, as metro systems are quick, easy and efficient. Often, the most sustainable form of public transport currently available to cities.

City (Metric tons of CO2 per This includes city data on all sources of emissions adjusted with national data on share of capita) x National (CO2 from emissions resulting from transport. transport) City

Greater use of public transit relieves the need for roads and parking, which can subsequently be turned into green space. Green space also helps counter the emissions from transport.

City

This measures the average increase in travel time from a free-flow situation to peak hours. Greater congestion leads to greater emissions and pollution.

City (sharing schemes) National (bike ownership)

Bicycle sharing schemes and ownership help alleviate road traffic and congestion.

City

This includes all sources of pollution. Transport does account for a critical share of pollution.

City

Low emission zones impact pollution as do high emission standards. This is a critical part of city and national policy to ensure environmental sustainability.

City

Encouraging residents to switch to Electric Vehicles is an essential step in ensuring a lower emissions future.

City

Additional time spent commuting is less time to contribute to economic activity.

City

A city's ability to fund transport system needs through revenue is critical to its sustainability.

City

Many transit system upgrades are financed through multiple sources of funding, private, federal, state and city budgets. City budgets should still contribute to infrastructure needs and is indicative of its commitment to sustainable mobility.

City

The more efficient the road network, the higher the speed limit can be set. There was no correlation between this indicator and the fatalities indicator in the People pillar.

City

Refers to price of regular monthly pass for public transport as a proportion of average monthly net earnings in city. Affordability is a key factor in residentâ&#x20AC;&#x2122;s usage.

City

A higher number of trips taken by transport recognises utilisation per capita. Higher usage also allows greater revenue capture from fares for a city.

Weightings and Rationale Table 2

RATIONALE

RATIONALE PLANET INDICATOR AND WEIGHTING

RATIONALE PROFIT INDICATOR AND WEIGHTING

We want to encourage public transport use and this is the most direct measure of that.

Greenhouse gas emissions – 17%

A key environmental measure and now overlaid with share of emissions based on transport.

Utilisation of the transport system – 30%

Very important that the system is commonly used so top indicator.

Fatalities – 15%

Safety is a key feature of a good transport system.

Efforts to lower Cities that transport are the most emissions – 16% proactive should be rewarded.

Public finance – 25%

Measure city's financial commitment which is critical even when considering alternative funding schemes.

Access to transport services – 13%

Very important as better access makes it much more likely that people will be using the system.

Congestion and delays – 15%

Key contributor of pollution.

Affordability of Greatly impacts public transport daily life and – 19% utilisation and popularity of the system.

Uptake of active commuting – 12%

Has positive Bicycle implications for infrastructure the environment – 14% and personal health.

Important for some cities, but not a priority for others.

Commuting travel time – 14%

Transport applications and digital capabilities – 11%

Important, but it is still possible to run a decent system without having many digital capabilities.

Electric vehicle incentives – 13%

Forward-thinking Economic metric, which opportunity could have major 9% implications.

Rider connectivity – 9%

Makes traveling more pleasant and efficient, but not a 'musthave'.

Provision of green space – 13%

Important in counteracting negative impacts but not as transportspecific.

Upkeep of the transport system - 8%

Relates to metro; ongoing major updates.

Air pollution – 12%

Important measure, but not as transportspecific.

PEOPLE INDICATOR AND WEIGHTING

Modal split of Highest weighting trips taken – 16%

Airport Doesn't passengers – 7% necessarily impact daily life.

Lowest weighting 38

Wheelchair access – 5%

Important, but doesn't impact entire population.

Hours of Metro Accessibility – 4%

Most cities have all day coverage and some night time coverage 24/7 service is practical and nice to have, but not essential.

Efficiency of road networks – 3%

Greatly impacts daily life in the city.

Indicative of financial sustainability of the system.

Only measures speed limits, which are less important than the other measures.

7.0 Disclaimer and Acknowledgements Disclaimer This report is based on market perceptions and research carried out by Arcadis, as a design and consultancy firm for natural and built assets. It is for information and illustrative purposes only and nothing in this report should be relied upon or construed as investment or financial advice (whether regulated by the Financial Conduct Authority or otherwise) or information upon which key commercial or corporate decisions should be taken. While every effort has been made to ensure the accuracy of the material in this document, neither the Centre for Economics and Business Research Ltd nor Arcadis will be liable for any loss or damages incurred through the use of this report. © 2017 Arcadis

Authorship and acknowledgements This report was commissioned by Arcadis and informed by research produced by Cebr, an independent economics and business research consultancy established in 1992. The expert commentary was compiled by a cross section of Arcadis’ city, mobility and sustainability experts. The views expressed herein are those of the authors only and are based upon independent research by them.

About Arcadis Arcadis is the leading global design & consultancy firm for natural and built assets. Applying our deep market sector insights and collective design, consultancy, engineering, project and management services we work in partnership with our clients to deliver exceptional and sustainable outcomes throughout the lifecycle of their natural and built assets. We are 27,000 people, active in over 70 countries that generate €3.3 billion in revenues. We support UN-Habitat with knowledge and expertise to improve quality of life in rapidly growing cities around the world. www.arcadis.com.

8.0 Further Reading CONTACT

Greg Bradley Partner, Head of Business Advisory, UK

Sustainable Cities Index 2016

Putting people at the heart of city sustainability

NA SEOUL AM EN RD VI URT STE S F AM ARI NK N P FRA UNICH A GE M LIN NH

Sustainable Cities Index 2016

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PE BER O N UE CO ESTER NG NCH AG GH KO A MA NG PR BUR LON HO RCE TWERP IN BA D AN M GLASGOW W DA VER EAL DUBLIN ARS U ER AW TORONTO B R O RNE S MA TT NCO NT CAU STON BOU SEL RO VA MO MEL BRUS MIL N E AM AN CO M GTO NGH CIS IN MI FRAN ATTLE WASHINGTON T OK LL BIR SE N YO SA ORE MIAMI K LIS UA ALTIM BO LA I B BA LU N BANGKOK TAMPA M DU S N DE PU A HE TR HI R AT OI LP T IS SA AT KU NT DE OL SC ZHOU SA IA ANG AP OP MU GU N I A A L I A H BU G N TA XICO CI IS ME BU TY S RG E EI N N JIN G

OPPORTUNITY KNOCKS

greg.bradley@arcadis.com

Simon Rawlinson Head of Strategic Research and Insight, UK

ARCADIS TALENT SCALE

MAKING PLACES

The economic benefit of better housing

The real extent of Britain’s construction labour crisis

www.arcadis.com/uk @ArcadisUK

NE I B RO K

talent scale

Delivering the UK’s infrastructure pipeline

E simon.rawlinson@arcadis.com

Arcadis United Kingdom

Disclaimer This report is based on market perceptions and research carried out by Arcadis as a design and consultancy firm for natural and built assets. It is for information and illustrative purposes only and nothing in this report should be relied upon or construed as investment or financial advice (whether regulated by the Financial Conduct Authority or otherwise) or information upon which key commercial or corporate decisions should be taken. © 2017 Arcadis

building homes, making places

opportunity knocks

Contact Peter Hogg UK Cities Director peter.hogg@arcadis.com Simon Light UK Client Development Director simon.light@arcadis.com @ArcadisUK Arcadis United Kingdom

www.arcadis.com/uk

Arcadis. Improving quality of life.