| KPI | Description | Formula to calculate | Unit | |
|---|---|---|---|---|
| KPI-1 | Residents' net average monthly income (€) | This KPI is used to calculate the affordability of transport based on the next indicator (price level of transport) | ||
| Per month | Average net monthly income requires the deduction of income taxes and employees' social security contributions from the gross amounts and the addition of family allowances. It is demanded the data is given in local currency, which is to be converted based on purchasing power parities (PPPs) after receiving the data from the cities. If data is only available at country or regional level it is indicated. | Value [local currency] per person and per month | ||
| KPI-2 | Price level of transport (€) | This KPI indicates the cost of using public and private transport | ||
| Price for one hour of parking in the city centre (% of monthly income) | Price for one hour of parking in the city centre (most expensive zone) | price/hour | ||
| Price for a monthly public transport pass (% of monthly income) | Price for a monthly public transport pass without any concessions valid for all local public transport (if available). If such an integrated pass is not available, the price for specific operators e.g. bus or metro only) is indicated. | price/month | ||
| Average local price of one litre 95-octane petroe (% of monthly income) | Average local price of one litre 95-octane petrol (“Euro-super”). | price/litre | ||
| KPI-3 | Mobility space usage | This KPI reflects the proportion of land use (square meters), taken by all the city transport modes (direct and indirect uses). It measures the efficiency of mobility space usage as the ratio of the area covered by all city transport modes (direct, indirect) to the total population of the city. | ||
| Mobility space usage (m2/capita) | 1. Direct uses: Fast transit roads, other roads, railways, inland ports and waterways. 2. Indirect uses: Open parking, private parking, service area and petrol station, storage and logistics centres, stations. |
Total of direct land use for mobility applications plus the total of indirect land use for mobility applications divided by the number of inhabitants. | Km2/ capita | |
| KPI-4 | Commuting to work | This KPI is determined by the average travel distance for commuting and the average travel time for commuting to jobs. | ||
| Average commuting time (min) | Average commute time: Average time for traveling between one’s home place and place of work on a regular basis. This is an average value for all residents living in the city irrespective of where they work (in or outside the city). | Total travel time of commuting trips by city residents divided by the number of commuters living in the city | minutes | |
| KPI-5 | Proportion of road types | This KPI reflects the percentage of road dedicated to the specific modes of transport below. | ||
| Bicycles lanes rate | Extent of bicycle lanes and paths: percentage of the urban road length dedicated for bicycles. | Length of the type of road/lane [in km] divided by the total length of urban roads | % | |
| Bus lanes rate | Extent of bus lanes: percentage of urban road length dedicated to buses only (24hrs or during certain periods). Bus lanes where taxis and/or bicycles are included. | Length of the type of road/lane [in km] divided by the total length of urban roads | % | |
| KPI-6 | Fatalities | Total number of fatalities per 100,000 capita. This KPI has adopted the Vienna Convention definition stated in 1968 as “A human casualty who dies within the 30 days after the collision due to injuries received in the crash”. | ||
| Fatalities | Total number of fatalities divided by the number of inhabitants and multiplied by 100,000 | Number of fatalities per 100.000 capita per year | ||
| KPI-7 | Urban mobility accidents | The total number of accidents per 100,000 capita. We refer to an accident as an unfortunate incident that happens unexpectedly and unintentionally, typically resulting in damage or injury. | ||
| Bikes accidents | Bicycle (including electric) accidents, the number of incidents with a bicycle involved per number of inhabitants. | Number of accidents of each mode of transport divided by the number of inhabitants and multiplied by 100,000 | Number of accidents with the specific mode transport involved per 100.000 population per year | |
| E-scooter accidents | E-scooter accidents, the number of events with an e-scooter involved per number of inhabitants. One accident can appear more than once as every sub-indicator accounts for a specific mode of transport. | Number of accidents of each mode of transport divided by the number of inhabitants and multiplied by 100,000 | Number of accidents with the specific mode transport involved per 100.000 population per year | |
| KPI-8 | Traffic volume of cars | This KPI refers to the average number of private cars entering the city on an average weekday. The value reflects the number of passenger cars that cross the city border towards the city during an average 24-hour period. | ||
| Average number of private cars entering the city on a daily basis per inhabitant | Average number of vehicles entering the city on a daily basis | #/day | ||
| KPI-9 | Traffic volume of freight vehicles | This KPI refers to the average number of freight vehicles (trucks/vans) entering the city on an average weekday. The value reflects the number of freight vehicles that cross the city border towards the city during an average 24-hour period. Freight vehicles are classified by category: <3.5t and >3.5t. | ||
| Average number of trucks entering the city on a daily basis per inhabitant | Average number of vehicles entering the city on a daily basis | #/day (by category) | ||
| KPI-10 | Environmental impact of urban mobility | This KPI is defined with three sub-indicators: Greenhouse gas (GHG) emissions per inhabitant, PM10 and NO2 emissions. | ||
| GHG (Kg CO2/inhabitant) | GHG per inhabitant represents the kilograms of GHG emissions produced by transport per inhabitant. | GHG emissions divided by the number of inhabitants. | GHG per inhabitant: kg CO2e/inhabitant | |
| PM10 (μg/m3) | PM10 represents the particulate matters below 10 micrometres of diameter produced by transport. | PM10: μg/m3 yearly average per measurement station and average of all urban roadside measurement stations | ||
| NO2 (μg/m3) | NO2 emissions produced by transport. | NO2: μg/m3 yearly average per measurement station and average of all urban roadside measurement stations | ||
| KPI-11 | Rate of parking spaces | This KPI reflects the number of parking spaces that are 24 hours open to the public for private cars compared to the number of households. This includes parking garages, off-street open-air designated public parking areas and on-street parking where it is allowed. | Number of 24h parking spaces for private cars divided by the number of households in the city. | Number parking places per household |
| Rate of parking spaces | ||||
| KPI-12 | Modal split for passenger trips within the city | It is the percentage share of each mode of transport in the total distance travelled by all passengers (passenger-kilometres) within the city boundaries for any purpose on an average weekday (commuting trips with a destination or origin outside the city boundaries are not included). | This is be derived from previous household surveys: A) Using the length of trips per mode between the origin and the destination B) Using the number of trips per mode | |
| Car | Car as a driver, percentage of passenger-kilometres by car as a driver. 2. Car as a passenger, percentage of passenger-kilometres by car as a passenger | % | ||
| Public transport | Public transport, percentage of passenger-kilometres by local public transport i.e. tram, bus, metro, local train, ferry, etc. | % | ||
| Cycling | Cycling, percentage of passenger-kilometres by bike (own or shared) | % | ||
| Walking | Walking, percentage of passenger-kilometres as a pedestrian 6. Other, percentage of percentage of passenger-kilometres by any other mode (taxi, motorbike, etc.) | % | ||
| Other | % | |||
| KPI-13 | Availability of bike-sharing | This KPI indicates the availability of shared bicycle schemes in the city. | ||
| Station-based | Number of station-based bike sharing operators in operation in the city | total number of bikes sharing operators | # | |
| Free-floating | Number of free-floating bike-sharing operators in operation in the city Bike sharing covers any public or private schemes that are operated in the city, station-based and free-floating; manual and electric bicycles | total number of bikes sharing operators | # | |
| KPI-14 | Availability of e-scooter sharing | This KPI indicates the availability of shared electric scooter schemes (e.g. Lime, Dott etc.) in the city. A shared e-scooter is a motorised stand-up scooter using an electric motor as a form of micromobility that can be rented through a mobile application. The shared e-scooter schemes cover any public or private schemes that are operated in the city | number of shared e-scooters in operation divided by city population | |
| Number of e-scooters deployed in the city per capita | Number of e-scooter operators in operation in the city | total number of shared e-scooter operators | # | |
| KPI-15 | Availability of car sharing | This KPI indicates the availability of shared cars (e.g. ShareNow, Zipcar etc.) schemes in the city. Free-floating car sharing covers any public or private schemes that are operated in the city providing cars that can be rented for shorter or longer periods with online booking and they can be returned to any free parking space within the business area of the operator. | ||
| Station-based | Number of station-based car sharing operators in operation in the city | number of station-based shared cars in operation divided by city population | # | |
| Free-floating | Number of free-floating shared cars deployed in the city per capita | total number of free-floating car sharing operators | # | |
| KPI-16 | Availability of real-time travel information | This KPI indicates the availability of real-time travel information about public transport (such as estimated arrival and departures times, delays, information about incidents). Local public transport covers buses, trams, metros, ferries, ships and local trains that primarily serve the city area (long-distance, regional and suburban services are not included). | ||
| Availability of real-time travel information | Number of local public transport vehicles that are equipped to provide real-time data that is released to passengers through real-time displays at stops or through online applications divided by the total number of public transport vehicles operated in the city. | % | ||
| KPI-17 | Availability of smart payment and booking methods on local public transport | The KPI indicates the percentage of passengers that use a smart method to pay for or validate local public transport tickets and season tickets. Smart methods are: - Contactless smartcards - Contactless credit or bank cards - Mobile ticketing Local public transport covers buses, trams, metros, ferries, ships and local trains that primarily serve the city area (long-distance, regional and suburban services are not included). | ||
| Availability of smart payment and booking methods on local public transport | Number of trips making use of a contactless smartcard/credit card/mobile ticketing per year divided by the total number of trips by public transport in the city. If this data is not available: number of tickets and passes issued | % | ||
| KPI-18 | Delivery vehicle parking | Designated delivery vehicle parking places in the city | ||
| Delivery vehicle parking/1000 inhabitants | The KPI is calculated using existing statistics at the city level. We consider that 1 parking place serves only 1 delivery vehicle. Therefore, if in the same location can be served at the same time 3 delivery vehicles, we count them as 3 parking places. | Number of delivery vehicle parking places | ||
| KPI-19 | Freight trips | Number of daily freight trips in the urban area | ||
| Freight trips/1000 inhabitants | The KPI is calculated using either surveys of transport companies or by employing a local transport model. The outcome value can be in terms of: total number of trips for goods’ delivery to the city in a typical day. In cases where the vehicle returns during the same day to its origin depot/warehouse and reloads for another delivery round, this is calculated as an additional trip. | Number of freight trips per day | ||