Vienna. A Complete Mobility Study Preliminary Version 20 th May Siemens AG

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1 Vienna A Complete Mobility Study 20 th May 2009 transport advice, concepts and solutions for the public & private sectors Siemens AG toronto ottawa kingston halifax brisbane sydney auckland edinburgh leeds brussels Prepared By:

2 Vienna: A Complete Mobility Study 20 th May 2009 Rue d Idalie, Brussels Tel. +32 (0) steve.cassidy@mrc-eu.com Directors Steve Cassidy Prof. George Hazel OBE Ken Gosselin Registered in Brussels Siemens AG Prepared By:

3 TABLE OF CONTENTS Table of Contents... i List of Figures... i List of Tables... i 1 Management Summary The Concept of Complete Mobility Why Study Vienna? Complete Mobility Index Revised Vienna: Complete Mobility Foundations Vienna: Complete Mobility Performance Vienna: Complete Mobility Experience Vienna: A Global City of the Future LIST OF FIGURES Figure 1 - Global Trends... 4 Figure 2 - Austria Regional Population Development Figure 3 - Population on with foreign nationality... 8 Figure 5 Initial 2008 Mobility Index Figure 6 - Updated 2009 Mobility Index Figure 7 - Ranking of Cities by Updated Mobility Score Figure 8 - Timeline to Success Figure 9 - Urban Growth in Vienna between 1958 & Figure 10 - Comparison of User-Focus Indicators Figure 11 - Comparison of Efficiency Indicators Figure 12 - Comparison of Sustainability Indicators Figure 15 - Vienna's Transport Master Plan: Intelligent Mobility Figure 16 - Atocha Station, Madrid Figure 17 - Nottingham CityCard LIST OF TABLES Table 1 - Indicators Table 2 - Vienna's Performance in Updated Index Table 3 - Complete Mobility Examples Table 4 - Intelligent Mobility and Complete Mobility i

4 Acknowledgments We would like to thank everyone who has supported and contributed to this report. Special thanks go to: Frau Winkler, Herr Schremmer, Prof Knoflacher, Herr Stranz, Frau Kossina, Dr. Zeschmar Lahl, Herr Deußner, Herr Ablinger, Herr Höfling, Herr Cremer, Herr Sattler and the students from TUV who undertook a Mystery Traveller exercise. ii

5 1 MANAGEMENT SUMMARY Intensive research by Siemens and MRC McLean Hazel Ltd has led to a deep understanding of the challenges facing cities now and in the future. Key global trends are radically changing the demands for transport and creating a new market for passenger, freight and air related mobility infrastructure and services. The key role of mobility and transport in the successful city of the future is now understood, and a clear vision of a future mobility system to meet the future has been defined this is the concept of Complete Mobility. An assessment of progress towards Complete Mobility in 46 cities around the world has been made possible by the creation of a Complete Mobility Index in This Index used a composite of 11 quantitative and qualitative indicators including measures for local connectivity, external connectivity, externalities and finance. The data for the quantitative indicators came from UITP s Millennium Cities Database which uses data from A team of international experts were used to score the qualitative indicators. 46 global cities were scored against all 11 indicators and an average score for each city was calculated. This final score was then plotted against each city s GDP per capita figure, reflecting the positive relationship between economic performance and Complete Mobility. Vienna performed very well within the 2008 Index, being ranked joint 3 rd. This Study presents an updated and revised 2009 Index. There have been fundamental alterations to the indicators used and the data has been updated for each city. The impact of these changes is demonstrated, with a particular concentration on Vienna. Again Vienna scores extremely well. Again it is ranked within the leading group of cities which are termed Best in Class. Vienna s position within the global Index warrants further understanding and this Report unpacks the reasons for the City s success to provide an insight into how Vienna has achieved this position. In an increasingly global world, decision makers are looking for best practice solutions and approaches to the challenges which they face. The cities performing well on the mobility Index, including Vienna, have worked hard for a number of years to achieve their current status. An insight into the challenges which Vienna faces, and an understanding of how Vienna s solutions and approaches can support cities in moving up the global mobility Index, is of great interest to other cities. This Study reviews the trends impacting world cities and how they apply to Vienna. It then goes on to describe the Index and examine Vienna s scoring compared to other cities. Insight into the Vienna approach is then provided, focusing on local practices, which provide a useful lesson for cities in assessing their own performance within the Index, and indeed how they can move forward in the future. It is established that Vienna has implemented a number of strong transport policies and initiatives which have provided it with a good foundation for future development. The picture which emerges is of an integrated City: a City with integrated policies, a City with integrated ownership of key functions, and a City which collects and integrates local knowledge and European and global best practice. Many of the practices in Vienna are highly consistent with our recommended framework for future development of mobility as defined by the concept of Complete Mobility. Vienna already includes a vision of Smart Mobility which has a number of interesting overlaps with the Complete Mobility concept. The Study recognises that while the City does have high profile and globally recognised best practice examples (such as the world s lowest floor tram), its strength comes from its consistent, harmonious and fully integrated policies and projects. It appears that the City reflects its own musical heritage: while many orchestras may have an individual star in their ranks, others have the most complete range of instruments and the most co ordinated players, which make for the most consistently high performance. For the same reason, Vienna s mobility orchestra is seen as one of the best in the world. The report concludes by offering further development opportunities linked to the Complete Mobility concept that can be used to ensure the future success of global cities and indeed Vienna. There is not one single path to Complete Mobility, but it is hoped that the sharing of best practice and this opening of a discussion and debate will assist in the development of transport systems to support local economic development, the quality of life of citizens, and indeed the environmental imperatives of cities and therefore the world. 1

6 2 THE CONCEPT OF COMPLETE MOBILITY Key global trends are radically changing the demands for transport and creating a new market for passenger, freight and air related mobility infrastructure and services. Demographic, social, and economic trends are changing the demands for mobility from individuals, companies and governments. These trends are inescapable. At the same time, the physical world is changing. Worldwide, on average, approximately 2 people become urban dwellers every second. That equates to 193,107 people daily moving to live in cities. 1 Clearly these figures hide a great deal of geographical variation; the majority of this growth will occur within developing countries whilst most developed countries have already attained high levels of urbanisation. 2 The European Union s State of European Cities Report suggests that roughly one third of cities in Europe grew at a rate of 0.2% 3 or more annual during the period of Another third of European cities remained the same size and the final third experienced a notable decline. A recent Siemens sponsored study of world megacities showed that cities around the world faced similar challenges, in health, mobility, social development, security, water and energy resource management. Of particular interest is the prime importance attached by city stakeholders of mobility and transport in achieving city s economic, quality of life and environmental objectives. In summary, mobility was felt to be the key challenge facing the future success of these cities. It is upon this need for holistic and effective mobility strategies which the concept of Complete Mobility has been founded. Definition of Complete Mobility: The Complete Mobility concept is aiming to identify a pathway for a city to develop the most efficient, sustainable and user centred passenger and freight mobility. It represents a paradigm shift as it describes a mobility system which is proactively managed to balance enhanced individual lifestyle choices with the environmental quality, global competitiveness and quality of life ambitions of the urban area. The future mobility system must be fit for the future: for citizens, business and government. The concept of Complete Mobility is built upon the needs of the changing world. The achievement of such a system is essential for cities to realise environmental quality, global competitiveness and a good quality of life for all citizens. This study uses the City of Vienna to illustrate the concept of Complete Mobility. Vienna epitomises a City where the fundamental values of Complete Mobility have been applied and the results are impressive. In Vienna weekday total journey modal split is 35% to public transport and 32% to private transport. Vienna also has the lowest proportion of cars per 1,000 inhabitants in the whole of Austria and the best energy balance in relation to fuel consumption and CO2 emissions in traffic. 4 Vienna has for many years scored highly in Mercer s Global Quality of Living Cities Index; this year (2009) however has proved to be its best as Vienna replaced Zurich at the top spot. 5. This success of the City s quality of life is further supported by The Economist Intelligent Unit which placed Vienna third in its global liveability rankings 6. Also, it is a City of growth; the City being firmly in the third of European cities which have grown and continue to grow (approximately 7% since 2001), driven by international migration, an influx of students and also due to 1 UN Habitat, State of the World s Cities 2008/2009 Harmonious Cities 2 UN Habitat, State of the World s Cities 2008/2009 Harmonious Cities 3 Figure refers to the annual total population growth rate. 4 UITP, Vienna: A City for All Liveability Ranking,

7 proximity to the growing eastern markets and populations. As such, it faces the same challenges raised by city stakeholders around the world. By looking more closely at Vienna, how it has evolved, its current system and indeed its positioning to meet the future challenges which it faces, we see how Complete Mobility provides a useful frame of reference to understand future mobility and meet the challenges of the future. 2.1 Megacities Challenges In 2006 Siemens sponsored a study entitled: Megacity Challenges: A stakeholder perspective. The goal of the project was to carry out research at the individual megacity level to gather objective data as well as perspectives from mayors, city administrators and other experts on local infrastructure challenges. Over 500 public and private sector experts from 25 global cities were interviewed for this purpose. The result is a fascinating and useful picture of how challenges are prioritized and what infrastructure solutions are best able to improve the local economy, environment and quality of life of megacities. Megacities prioritize economic competitiveness and employment The environment matters, but may be sacrificed for growth Transport overtakes all other infrastructure concerns Better governance is a vital step towards better cities Holistic solutions are desired, but are difficult to achieve Cities will seek to improve services, but could do more to manage demand Technology will help to deliver transparency and efficiency The private sector has a role to play in increasing efficiency Of these key findings three aspects are particularly pertinent for mobility. These have underpinned further research into future mobility systems the concept of Complete Mobility as described in subsequent Sections. The key findings from the survey are as follows: Transport overtakes all other infrastructure concerns Transportation emerges as the top megacity infrastructure challenge by a large margin. It is the one infrastructure area that stakeholders believe has the biggest impact on city competitiveness. They are also highly aware of its environmental impact (for example, air pollution) and are keen to move to greener mass transit solutions. It is not surprising therefore to find that transport also emerges as the top priority for investment. Stakeholders acknowledge that the four other infrastructure sectors covered by this study water, electricity, healthcare and safety & security are also in need of investment. Interestingly, they are less likely to see a strong link between spending in these areas and improved competitiveness, despite the fact that each has an important impact on the overall attractiveness of the city for investment. Better governance is a vital step towards better cities With so many areas crying out for investment in better infrastructure, it is not surprising that funding emerges as a big issue for many stakeholders in the survey. But for those involved in city management, it is improvements to governance rather than just money that are the top priority going forward. Over half of respondents with knowledge of urban management see improved planning as the priority to solving city problems, compared with only 12% that prioritize increased funding. In addition to more strategic planning, there is also a strong focus on managing infrastructure and services more efficiently. Both these goals will require cities to make the step from passive administration of existing services, to a more active style of managing systems that focuses on improved efficiency and more measurable outcomes. Cities will seek to improve services, but could do more to manage demand Faced by huge pressures on public services, cities tend to emphasize direct and immediate supply side solutions. This does not always mean adding more capacity: in many cases stakeholders emphasize the need to increase the efficiency of existing infrastructure over building new roads, railways, hospitals and so on. By contrast, although it gets mentioned by a minority of respondents, demand management never emerges as a priority. Demand management approaches have been advocated in a variety of areas, but even the specialists in specific 3

8 infrastructure sectors do not see managing demand as the primary solution to their challenges. Yet with consumption consistently outstripping supply in many cities and infrastructure areas, there is a strong case for the wider adoption of demand management strategies on a global basis. In this context, the proper pricing of services could be a step forward. Technology will help to deliver transparency and efficiency Technology can help city governments in two major ways: by making them more efficient, and more accountable to their citizens. Eight in ten respondents think that their city will increasingly integrate advanced information technology into their administration and operations over the next five years. Moreover, city management specialists predict a strong emphasis on digitalization or e government rather than on recruiting more staff (64% to 36%). Furthermore the value of technology is not restricted to rich cities. Cash strapped Emerging cities place almost as much importance on e government and digitalization as those in Transitional and Mature cities. 2.2 Complete Mobility Trends The Future of Mobility was unpacked as part of the previous Complete Mobility Study by a thorough analysis of the significant global trends impacting upon mobility. Twelve significant trends were identified within three groupings. These are: Economic Trends Increased disposable income Demographic Trends Urbanization Lifestyle and Social Trends Personal lifestyles (expectation, needs, behavior) Globalization Suburbanization Safety & Security Increased motorization Smaller households Environmental Awareness Scarcity of fossil fuels Ageing Population Figure 1 Global Trends Increased workforce participation The World Bank has predicted that per capita incomes will rise across most of the world s regions. These rises come not only due to increased wealth amongst the rich but also as a result of rising incomes amongst the middle and poorer classes. In developing countries, per capita incomes are expected to rise by 3.1% per year on average between 2006 and Vienna appears to be closely following this trend; between 1995 and 2006 disposable income rose from an average of 15,800 to 19, The tightening financial conditions are, however, currently undercutting disposable income in Vienna in the same way as they are across the developing world. Globalisation is the second global trend that we investigated as a clear force across the world. Since 1980 world trade has grown 5 times in real terms the effects of which are wide spread. The coupling of economic integration and relaxing of regulations, as well as improvements to infrastructure have ensured trade growth amongst EU member states. The EU's eastward expansion and Austria's geographic location make it an attractive hub for regional trade. The value of exported goods in Austria rose from US$133.8bn in 2006 to US$162.1bn in 7 World Bank, Global Economic Prospects Statistik Austria: Regional Accounts 4

9 Traffic along the Austrian Danube corridor is a good reflection of the volume of trade between eastern and western Europe; between 1994 and 2007 cross border freight traffic volume along this corridor increased by 157% from 31.4 million tonnes to 80.7 million tonnes, and the absolute volume of all road traffic increased by 590%. 10 Furthermore, between 2006 and 2007 alone, lorry traffic volumes along this corridor rose by 20%. 11 The current global financial crisis has resulted in a marked slowdown on economic growth and trade volumes, globally and in Austria, but the long term trend predictions remain positive. Increased motorization is perhaps as much an outcome of other trends as it is a trend in itself. The falling cost of motoring and increase in production of low budget cars, such as the Tata Nano, is allowing personal motorised vehicle ownership to rise across all global regions. This general trend continues despite the increasing scarcity of fossil fuels and instability of oil prices. The soaring oil prices in 2008 did, however, have large implications on car sales and the types of car people were buying but also on decisions such as whether people were choosing to live in the suburbs or nearer to public transport. Whilst Austria, in general, has followed the trend of increased car ownership, Vienna has to some extent resisted. Between 2004 and 2008, the number of passenger cars in Austria rose from 4,109,000 to 4,285, In Vienna, however, there was drop in motorization in 2001 there were 414 cars per 1000 inhabitants 13 compared to in (in Austria the 2007 figure was per thousand). Vienna has also seen a positive movement towards public transport usage: mode share in 1993 was 29% public transport and 40% passenger car; by 2007 this had reached 35% public transport & 32% passenger car. 15 Urbanisation and suburbanisation are two trends with great implications for transport provision. There is widespread recognition that globally the proportion of people living in urban areas has, for the first time, gone over 50% and will relatively quickly reach 60%. The European Union, where urbanisation is an old phenomenon, has in fact already surpassed this 60% marker. Despite this urbanization, cities themselves are actually becoming less dense due to suburbanisation and the expansion of built up land area. Over the last decade, the density of cities in more developed countries with populations of 100,000 and over declined at an average rate of 2.2%. 16 Figure 2 demonstrates the areas of population increase and decline in Vienna. There is a clear area of development surrounding the central core and along the main transport axes. 9 Economist, Austria Factsheet FactSheet ÖIR based on ASFINAG, constant data collection of traffic UITP, Mobility in Cities Database e.pdf 15 City of Vienna, Smart Moves World Bank, The Dynamics of Global Urban Expansion

10 Figure 2 Austria Regional Population Development Source: ÖIR, PENDO project. Development in Vienna is occurring on the fringe of the City and in between other cities; there is, for example, a new district in Aspern on the northern perimeter of Vienna currently in development. Urban sprawl, however, is much more restrained than many other cities: Vienna experienced less than 50% increase in artificial area between 1950 and Falling average household size and rising single person households is a particularly strong trend in western Europe 28.9% of households in Western Europe are single person compared to just 3.1% in Africa and the Middle East. Austria is no exception to the European tendency there the number of single person households has risen from 893,500 in 1991 to 1,240,000 in 2007 and average household size dropped from 2.54 to Unlike the differing trends of changing household size, ageing of the population is affecting most populations. The UN predicts that by 2050, 22% of the World s population will be aged 60 years or over. In Austria, the number of people aged 65 years and over was 15.4% of total population in 1998 (1,224,215 people); by 2008 the number had risen to 17.1% (1,427,625). 18 Vienna traditionally has had an elderly population, although html 6

11 recently there has been some rejuvenation due to more young and middle aged residents coming to live in the City. 19 Currently 22% of Vienna s population is over 60 years. Increased workforce participation is evident in differing forms across the world. In industrialised regions, for instance, part time work has increased significantly and more flexible working patterns are being encouraged. Women s employment continues to rise across most regions as education for women gains more importance. In Austria women s employment has climbed from 58.9% to 62% between 1992 and 2005 and employment of older people (aged 55 64) has also increased. 20 Personal lifestyle choices are highly varied but include a shift towards personalized lifestyles and individual freedom; simplicity but also luxury; and connectivity through new technologies. Internet and mobile phone usage is rising across all regions, underpinning these lifestyle trends. Austria and Vienna visibly reflect these technological trends in Austria, 54% households had broadband internet in 2008 (up from 15.9% in 2004) and the figure is slightly higher in Vienna. Additionally, 90.4% of the Austria population had a mobile phone in 2008 and 37% population shopped online in Safety and security are also of great importance whether viewing it in terms of road accidents, crime or terrorism. Peoples expectations, in Vienna as across the world, regarding safety and security measures are rising throughout many aspects of their lives. Finally, there is increasing consensus and popular understanding of climate change and sustainability across the world which is creating a population more willing to change their behaviours to reduce their impact on the planet. Vienna is certainly taking positive steps to reduce its impact upon the environment, for example, by taking steps to improve air quality, wastewater disposal and waste management. It envisages itself as a model environmental city Trend in Focus: Migration Migration to urban areas, coupled with urban sprawl and resulting sub urbanisation, was a phenomena repeated in all megacities. Migration is also impacting Vienna. Migration in Vienna occurs at a significant rate creating a high proportion of foreign residents in the City, in addition to boosting the size of the population. 22 Figure 3 highlights the concentration of foreign nationals in Vienna. 19 European Urban Audit, State of European Cities Report European Commission, Employment in Europe 2006 & Eurostat. (Employment rate of older workers rose from 29.1% in 1996 to 38.6% in 2007.) Statistics Austria, Austria: Data, Figures, Facts 2008 explains that in Austria, migration almost exclusively accounts for the rising population the natural birth and death rates are nearly equal. 7

12 Figure 3 Population on with foreign nationality Statistik Austria informs us that in % of population of Vienna are non Austrian. This share of foreigners and the rate of migration have steadily grown over the decades. Net migration in 2007 was +12,545; 25.4% higher than just one year earlier. 23 A large proportion of the migrants in Vienna are from the former Yugoslav area (35%) and Turkey (12%) but the number of migrants from the European Union also continues to rise. In particular the number of migrants from Germany is high at 11.6% p.a. 24 Migrants travel to Austria primarily for employment and education opportunities. Its central position within the expanded European Union has promoted Vienna as a regional commercial hub further encouraging international companies to set up in the City. Vienna, in line with the rest of the nation, has placed some restrictions on immigration through transient quotas on workers and bans on selfemployed craftsmen. 25 When these restrictions expire in 2011 it will be much harder to restrict immigration. Vienna s universities create an additional attraction in 2005/06 nearly 20% of the university students in Vienna were of foreign nationality. 26 Of course the migration and development of the City has led to suburbanisation, as reviewed in Section 2.2 and demonstrated in Figure 2. This means that while there are 1.6 million people in Vienna there are 2.5 million in the region within which Vienna is the main urban centre. This has issues for governance and transport management, as will be explored below. 2.4 From the trends to the concept The twelve global trends presented above are not an exhaustive list. They are, however, the major trends identified to have the biggest impact on mobility and transport needs. To these, for Vienna specifically, we have added the trend of migration. There are complex interactions between these trends creating a whole series of consequences and requirements for future mobility. The full extent of the consequences only becomes apparent when considering the trends synergistic relationships. Urbanisation, for example, as a trend on its own, challenges cities by increasing demand for passenger and freight transport within the central urban area. 23 Vienna City, Vienna in Figures, Statistik Austria, Statistik des Bevölkerungsstandes 25 Reuters, Habsburg reloaded? Immigrants set to swell Vienna April

13 Combining this with trend of suburbanisation alters the challenge. When both urbanisation and suburbanisation are present in a city, the management must now be guided towards: increasing transport capacity both within and beyond the central core; increasing the availability of radial movement patterns as travellers need to move from suburb to suburb as well as from suburb to centre; and meeting the needs of complex travel patterns and journeys. In a similar way, each possible grouping of trends is likely to produce a new concern for mobility. Figure 4 below, takes four trends as examples to demonstrate, in a simplified manner, the movement from trends to mobility need. This relationship analysis was repeated for all trends, which ultimately led to our answer for future mobility needs complete mobility. It has been explained that globally and locally in Vienna there is a shift of expectations towards being able to choose a personalized lifestyle. It is not the case that we are saying what lifestyle people will opt for, but simply that people want to be able to make lifestyle choices for themselves with minimal constraint. Taking this example, it is apparent that increasingly mobility and the transport system must be able to provide people the choices that they desire. We suggest that in order to do this there needs to be some segmentation to the marketing offers for transport, perhaps through offering differing incentives to differ groupings of people. In this way people are offered the choices which correspond with and support their personal lifestyles. Two fundamental components of the concept of Complete Mobility are therefore that mobility should be user centred and should enhance lifestyle choices ; segmented market offers is one way in which these components might turned into a real solution. The same is true for each of the examples offered: a trend (or a combination of trends) creates a mobility need; Complete Mobility provides a vision driving forward the solutions to these needs. It is important to note two things within Figure 4. Firstly, that these are only a few examples which do not show interaction between the trends. Secondly, that different trends will often create a similar mobility need. Ageing population, for example, can also be seen to create a need for segmented market offers in order to ensure that this growing group are given relevant offers to encourage their appropriate use of the transport network. 9

14 Trends Mobility Needs Suburbanisation Globalisation Personal Lifestyles Ageing Population Demand Responsive Transport Efficient Logistics Management Segmented Market Offers Trusted safety measures Complete Mobility Efficient Sustainable User Centred Valued & Seamless) Figure 4 From trends to concept 10

15 3 WHY STUDY VIENNA? 3.1 Mobility Index In Siemens 2008 Complete Mobility Study, as printed in Como magazine, the Complete Mobility Index was presented. This Mobility Index aimed to give a comparative insight of the status of global cities with regard to the achievement of Complete Mobility. The Index used a composite of 11 quantitative and qualitative indicators including measures for local connectivity, external connectivity, externalities and finance. The data for the quantitative indicators came from UITP s Millennium Cities Database which uses data from A team of international experts was used to score the qualitative indicators. Scoring notes were developed for each indicator to explain how each city should score on a scale of 1 to 6 where 1 reflects a poor position in terms of mobility and 6 reflects a strong position. 46 global cities were scored against all 11 indicators and an average score for each city was calculated 27. This final score was then plotted against each city s GDP per capita figure. The resultant graph, as shown in Figure 5, highlighted three groupings of cities: 1. Struggling to Cope this groups includes cities with low GDP per capita figures. In these cities transport and mobility provision is fairly basic. 2. At Risk includes many developed cities where there is a high dependency on the private car, energy use is high and mobility costs are climbing. 3. Best in Class cities in this group have scored above average in terms of mobility for their level of GDP. Figure 5 Initial 2008 Mobility Index As demonstrated in Figure 5, Vienna scored very well in this initial Index. The City came joint 3 rd with Tokyo after scoring a mobility score of 5.0 out of a possible maximum of 6.0. Only Amsterdam and Zurich scored higher. Vienna scored consistently well across all indicators. For 3 of the 11 indicators, Vienna received the highest possible score. These were: road infrastructure, energy use intensity and transport cost. Under the remaining 8 indicators Vienna scored 5s and 4s. Vienna was one of the more consistently scoring cities examined. Some of the cities studied gained the same number of 6s as Vienna but then also scored some 2s and 3s reflecting a variable performance with significant weaknesses counteracting the strengths. None of Vienna s scores were below a 4, reflecting the City s solid all round integrated performance. 27 The scope of the indicators and their definition is, of course, open to discussion but is based on professional judgement and review. 11

16 Vienna has also managed the demands of growth to a good degree. This is important as the challenge of managing migration is a common theme for cities around the world. Migration increases the overall demands on infrastructure, but also changes the urban form of the city, by adding to urban sprawl and/or increasing densities in certain local neighbourhoods (often areas with cheaper property prices). 3.2 Vienna as best practice Vienna s position within the 2008 global Index warrants further understanding. In an increasingly global world decision makers are looking for best practice solutions to the challenges which they face. There is however, no panacea for success. The cities performing well on the Mobility Index, including Vienna, have worked hard for a number of years to achieve their current status. High scoring cities have also had some luck in terms of their geographies, and indeed learnt from other cities. They have also made mistakes along the way. The Index is obviously reductionist and is designed to prompt further insight. We are pleased to unpack Vienna s mobility success story to provide such insight. This study of Vienna is aimed at facilitating this learning and support of other cities. Vienna, given its position in the Index, provides an interesting lesson in best practice in urban mobility. Best practice can be in the form of new heavy and light infrastructure, targeted initiatives, or new decision making approaches. The complete mobility research undertaken on behalf of Siemens has identified a number of such best practices within the complete mobility framework. In effect these interventions and initiatives support cities in moving up the global Mobility Index, and as such of great interest to other cities. Megacities or smaller regional urban centre: best practice can change thinking and bring about positive and productive change. Details of Complete Mobility Best practice and the case of Vienna are explored in more detail in the following sections. 12

17 4 COMPLETE MOBILITY INDEX REVISED The initial Complete Mobility Index was reviewed to enhance its accuracy and application. The revision aimed to strengthen the Index by including more recent data (2007/8 data rather than 1995 data) and by adding a selection of new indicators (see Table 1). This section examines the revisions made to the Complete Mobility Index, explains the scoring methods used, and presents the revised Index. 4.1 Additional Indicators Each indicator in the new Complete Mobility Index has been selected because of its importance as a component of the concept of Complete Mobility. A fundamental aspect of this study has been to investigate whether Vienna scores as successfully in the revised Index as it did in the original 2008 Index presented above. Table 1 shows all indicators in the new Index and adaptations and additions. Each new indicator is subsequently described in more detail. Indicator No. Name Definition / Description Measure Level of organisational, regulatory and modal 1 Public transport level of service integration which enhances user experience, service Qualitative efficiency and urban management 2 3 Transport management, control & security Transport information and payment systems 4 Air transport 5 Sea transport Uptake of urban traffic control and security systems and their application which provide infrastructure for proactive management of mobility Implementation of customer facing tools for journey planning and payment to support both trip decision making and city objectives Level of connectivity of national and international air travel and integration of airport facilities with urban infrastructure Level of connectivity of national and international sea travel and integration of port facilities with urban infrastructure Qualitative Qualitative Qualitative Qualitative 6 Road infrastructure Optimised provision of road space per 1000 population Road km lane/1000pop 7 Accidents Rate of fatal accidents from transport Fatalities/vehicle population New or Original? Original Original Original Original Original Original (slightly adapted) Original (slightly adapted) 8 Pollution Level of emissions arising as a consequence of transport Emissions tonne/ha pa (NOx, CO2, particles) Original 9 Energy use intensity Level of energy use intensity from transport KJ/$GDP Original 10 Cost of transport provision/unit GDP Cost of transport provision for the community Cost/GDP, (split for road and rail network) Original 11 Performance of road network Average journey time on road network % change of average journey time on road (during peak hours) New 12 Reliability of Rail services Reliability of rail journey time Reliability of rail journey time percentage of services "on time" New 13 Affordability Average cost of travel as a percentage of household Average cost of public transport travel as income percentage of household income New 14 Dedicated Cycle lanes Level of provision of dedicated cycle lanes Dedicated Cycle Km lane/1000 pop New 15 Accessibility Percentage of stations with disabled access Percentage of stations with lift New Table 1 Indicators Performance of Road Network An important component of Complete Mobility is that the transport system and mobility should be efficient. Reliability and changes in journey time are two elements of efficiency. For the road network, changes in journey time over the past 5 years have been examined. For ease of access to reliable data the change in the average journey time for a trip to the major business centre (in the city) via the busiest street (within 5 10 km range of the business centre) was measured. Reliability of Rail For rail, efficiency has been determined by percentage of heavy rail (passenger) services on time (usually within 5 minutes of scheduled arrival time). A system s punctuality is a critical factor for encouraging public patronage. Unreliable services dramatically reduce the value passengers perceive from public transport. Dedicated Cycle Lanes It was considered that the initial Index had a strong focus on road transport, but that other important modes were lacking representation. Measuring the provision of dedicated cycle lanes helped to balance the modes. 13

18 Affordability Complete Mobility has a strong focus on ensuring provision of a user centred transport system which enhances lifestyle choices. An important component of allowing this to happen is by guaranteeing that the transport is affordable for travellers. This has been included in the Index by studying the average cost of public transport travel (per km) as a percentage of average household income. Accessibility there are a range of indicators which could have been used to assess disabled access to the transport network. However, the difficulty is that there is little consistent data across cities regarding disabled access indicators. It was determined that obtaining data regarding the percentage of stations with a lift would be the most straightforward and reliable option. Other Amendments In addition to adding some new indicators to the Index, the measures for many of the old indicators were updated. It was felt to be more appropriate, for example, to measure road km lane/1000 population than simply road km/1000 population which would have given an equal weighting to 1km of single track road and 1km of a 3 lane motorway. Similarly, the measure for accidents changed from fatalities/population to fatalities/vehicle population. Data collection for all 15 indicators across 46 global cities was provided by a specialist international data collection agency courtesy of Siemens. 4.2 Scoring Each city in the Index is scored against each indicator on a scale of 1 to 6. An average of the scores is taken. A high score on the composite Index reflects a closer proximity to the complete mobility concept outlined above. A low score represents a poor level of progress. Examples of the qualitative and quantitative scoring notes are presented below. Qualitative Scoring Examples Transport Information and Payment Systems 1. Very limited published information. Provided at point of use only. Payment mainly cash per boarding, usually on vehicle. Limited advanced ticketing options for longer journeys. 2. Published timetables for core services, but significant provision on an 'on demand' basis. Payment per boarding. Formal tickets or tokens for main services, possibly obtainable from shops/agents near stops. Payment mainly cash. 3. Printed timetables readily available. Possibly also on website. Season tickets and for longer distance journeys available from stations and agents, in advance if required, payment by cash or card. Tickets normally for individual journeys; day tickets/season tickets available for individual services or operators. 4. Widespread availability of timetable and route information including on line. Information often limited to individual operators or transport modes. Some real time information focused on individual systems (e.g. bus stop waiting times, parking availability). Alternative payment systems including internet, mobile etc but confined to individual elements of journey. 5. Widespread availability of mode and operator neutral journey planning information on line and at public nodes. Urban traffic control monitoring data to provide real time information to transport users. Use of internet, mobile and smart card ticketing comprehensively covering individual modes. Payment systems may not be integrated across modes. 6. Comprehensive journey planning information responding to real time system performance and covering all transport options. Information on cost (including environmental footprint), and payment mechanisms based on whole journeys and a wide range of payment choices. Payment systems allowing for incentives to maximise efficiency and overall social benefits. Vienna Score = 5 Air transport 14

19 Indicator includes an assessment of: access to airport; terminal facilities (inc freight); airside facilities inc ATC; destinations served 1. No dedicated surface access; potentially long journey times. Minimum user and airside facilities. Limited international destinations served. 2. Surface access subject to congestion/long and unreliable journey times. Limited user facilities. Mainly same continent international destinations; limited global city destinations 3. Dedicated surface access with reasonably predictable journey times. Adequate terminal facilities, though potentially overcrowded; adequate airside facilities. Moderate range of international and national destinations served. 4. Dedicated, rapid, congestion free PT access to Central Business District. High quality terminal(s) though overcrowded and potentially complex with lengthy transfer times. Airport subject to airside/atc delays at peak times. Good range of international and national destinations served. 5. Dedicated, fast PT links integrated with local systems including information, ticketing, network management etc. High quality terminals with adequate facilities and good linkages for transfer and surface access connections. Good airside facilities capable of handling largest aeroplanes. Large number of international and national destinations served. 6. High quality with good facilities. National air travel fully integrated with other national transport modes to ensure optimum travel choices in terms of wider economic, environmental etc objectives. Vienna Score = 4 Quantitative Scoring Examples Accident Fatalities Fatalities/1000 vehicle population Description Score >0.3 Extreme rate 1 ( ) Very high rate 2 ( ) High rate 3 ( ) Medium rate 4 ( ) Low rate 5 <0.025 Very low rate 6 Vienna Score = 5 Road Infrastructure Road km lane per 1000 population Description Score (0 0.25) Minimal infrastructure 1 ( ) Very low provision 2 ( ) and (>3) Low provision and excessive provision 3 (0.75 1) and (2 3) Medium provision and very high provision 4 (1 1.5) and (1.75 2) Good provision & high provision 5 ( ) Optimal provision 6 Vienna Score = 6 All of Vienna s scores can be seen in the later discussion of Vienna s Performance Section 6 and Table The Complete Mobility Index Figure 6 shows the updated Index. As in the original Index Zurich scores highest. Amsterdam which originally came second has dropped to 4 th and has been replaced by Munich. Vienna has once again scored very well, and retains its position at 3 rd. The mobility score ranking is shown in Figure 7. 15

20 90 Complete Mobility Index 80 Group III "Best in Class" Munich Tokyo 70 Group II "At Risk" New York Copenhagen Amsterdam 60 Los Angeles London Singapore Chicago GDP per Capita (USD) Dubai Phoenix Rome Sydney Prague Toronto Melbourne Barcelona Paris Berlin Vienna Zurich Group I "Struggling to Cope" Mexico City Moscow Buenos Aires Istanbul Athens Seoul Ruhr 10 Cairo Jakarta Tehran Sao Paulo Bangkok Rio de Janeiro Karachi St Petersburg Beijing Johannesburg & East Rand Shanghai Lagos Metro Manila Ho Chi Minh City Dhaka Kolkata Mumbai Delhi Mobility Score 6 Figure 6 Updated 2009 Mobility Index 6 Complete Mobility Ranking 5 4 Mobility Score Zurich Munich Vienna Amsterdam Ruhr Berlin Paris Barcelona Tokyo Shanghai London Copenhagen Singapore Beijing Seoul Toronto Melbourne New York Chicago Sydney Rome Athens Metro Manila Phoenix Sao Paulo Istanbul Los Angeles Prague Rio de Janeiro St Petersburg Buenos Aires Bangkok Johannesburg & East Rand Moscow Dubai Delhi Karachi Tehran Jakarta Mumbai Mexico City Cairo Ho Chi Minh City Kolkata Lagos Dhaka Figure 7 Ranking of Cities by Updated Mobility Score It is clear when comparing this revised Index to the original that the positive correlation between GDP per capita and the mobility score gained remains valid. 16

21 Although the relationship has not changed, individual cities have moved both vertically and horizontally. There are two potential explanations for a vertical movement: a real change in GDP per capita or an improvement in data accuracy. Dubai, for example, was originally positioned closely to the trendline within Group I with a recorded GDP per capita of $19,473 in It appears that this figure, which came from the City Mayors database, probably underestimated the true figure for that year in Dubai. Additionally, Dubai s economy has experienced strong growth rates and GDP per capita has risen. The combination of these factors has resulted in a significant upward vertical jump for Dubai. Their mobility score has not risen to match resulting in their movement away from the trendline. It is likely for other cities which have experienced a vertical shift that improved data accuracy is likely to be the predominant factor. Indeed some cities on the diagram have shifted vertically downwards and in most cases, it is highly unlikely that this was due to a real fall in GDP per capita. This is the case for Vienna where we believe the new, lower GDP figure to be far more accurate than the original figure. Horizontal movement again is likely to be a result of two factors: primarily it will be due to the changes in indicators and scoring, but improvements in data accuracy could once again be a factor. The number of indicators in the revised Index is 15 compared to only 11 in the original Index. This alone can explain some of the general noticeable downwards shift of mobility scores across the board. The nature of the Index commands that a 6 should be a relatively difficult score to reach and as such few 6s will be given. Because of this the average score across the wider range of indicators is, on the whole, likely to fall. Further to this, it may be that a city scores very well (or very poorly) in one of the new or amended indicators which will clearly impact upon their final score. Data improvements are mentioned as explanations for both vertical and horizontal movements. A key part of this is due to improvements in the consistency of city area definitions being used. The data collection company we also able to source data from a range of strong sources. It is also apparent that the groupings of cities have remained largely comparable to the old groupings; similar cities sit in each category. Group II for instance, is predominantly comprised of North American and Australian cities which are widely recognised as the ones where road infrastructure is over provided, energy use intensity & pollution are high, and public transport is often not up to the standard of other cities. The group s title of At Risk is still relevant. It should be recognised that the Complete Mobility Index segmentation is built on professional knowledge and understanding. It uses macro level clustering to create broad groupings but, as with any index, there will always be some cities which fall at the margin of two groups. 4.4 Applying the findings The report will now unpack the story of Vienna. The city data and the Complete Mobility Index will be used to understand the City development to present and the potential for the future. The data has been supplemented by knowledge gained from in depth research of the City, and interviews and workshops with key City stakeholders. The picture which emerges is of an integrated City: a City with integrated policies, a City with integrated ownership of key functions, and a City which collects and integrates local knowledge and European and global best practice. While the City does have high profile and globally recognised best practice examples (such as the world s lowest floor tram), its strength comes from its consistent, harmonious and fully integrated policies and projects. It appears that the City reflects its own musical heritage: while many orchestras may have an individual star in their ranks, others have the most complete range of instruments and the most co ordinated players, which make for the most consistently high performance. For the same reason, Vienna s mobility orchestra is seen as one of the best in the world. 17