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Modal share

Summary

A modal share (also called mode split, mode-share, or modal split) is the percentage of travelers using a particular type of transportation or number of trips using said type.[1] In freight transportation, this may be measured in mass.

United Kingdom transport modal share from 1952 to 2014, Department for Transport

Modal share is an important component in developing sustainable transport within a city or region. In recent years, many cities have set modal share targets for balanced and sustainable transport modes, particularly 30% of non-motorized (cycling and walking) and 30% of public transport. These goals reflect a desire for a modal shift, or a change between modes, and usually encompasses an increase in the proportion of trips made using sustainable modes.[2]

Comparability of data edit

Modal share data is usually obtained by travel surveys, which are often conducted by local governments, using different methodologies. Sampling and interviewing techniques, definitions, the extent of geographical areas and other methodological differences can influence comparability. Most typical surveys refer to the main mode of transport used during trips to work.[3] Surveys covering entire metropolitan areas are preferred over city proper surveys which typically cover only the denser inner city.

Modal split of journeys to work edit

The following tables present the modal split of journeys to work. Note that it is better to use a measure of all trips on a typical weekday, but journey to work data is more readily available. It would also be beneficial to disaggregate private motor vehicles figures to car driver, car passengers and motorbikes (especially relevant for Asian cities).

Metropolitan areas with over 1,000,000 inhabitants edit

Metro area walking cycling public transport private motor vehicle year Survey Area Country
  Adelaide 3% 1% 11% 85% 2016[4] GCCSA Australia
  Atlanta 1% 0% 3% 86% 2016[5] UA USA
  Mexico City 1% 1% 71% 22% 2019[6] Mexico
  Athens 8% 2% 37% 53% 2006[7] Greece
  Auckland 5% 1% 12% 81% 2018[8] MUA New Zealand
  Austin 2% 1% 3% 83% 2019[9] USA
  Baltimore 3% 0% 7% 84% 2016[10] UA USA
  Barcelona 34.35% 2.28% 37.33% 26.04% 2018[11] Spain
  Beijing 21% 32% 26% 21% 2005/2011[12] China
  Belgrade 23% 1% 49% 27% 2015 Serbia
  Berlin 30% 18% 27% 26% 2018 Germany
  Brisbane 4% 1% 14% 81% 2016[13] GCCSA Australia
  Brussels 36% 9% 24% 29% 2022[14] Belgium
  Bogota 15% 2% 64% 19% 2008[12] Columbia
  Boston 5% 1% 14% 73% 2016[15] UA USA
  Bucharest 31% 2% 27% 36% 2015[16] Other(Taxi): 4% Romania
  Budapest 32% 1% 47% 20% 2011 Hungary
  Calgary 4% 1% 8% 84% 2021 [17] CMA Canada
  Chicago 3% 1% 13% 77% 2016[18] UA USA
  Cologne 25% 19% 21% 35% 2017[19] Germany
  Dallas 1% 0% 2% 90% 2016[20] UA USA
  Daejeon 26% 2% 28% 44% 2012[21] South Korea
  Delhi 21% 12% 48% 19% 2008/2011[12] India
  Detroit 1% 0% 2% 92% 2016[22] USA
  Denver 2% 1% 4% 81% 2020[23] UA USA
  Dhaka 19% 39% 29% 13% 2009[24] Bangladesh
  Dublin 18% 7% 15% 59% 2020[25] Ireland
  Edmonton 3% 1% 6% 87% 2021 [26] CMA Canada
  Guangzhou 35% 19% 22% 23% 2021[27][28] China
  Hamburg 22% 22% 24% 32% 2022[29] Germany
  Helsinki 10.99% 9.34% 32.42% 46% 2016[30] MA, Other: 0.5% Finland
  Hong Kong 11% 0.5% 77% 12% 2011[31] China
  Houston 1% 0% 2% 91% 2016[32] UA USA
  Indianapolis 1% 0% 1% 91% 2016[33] UA USA
  Jakarta 1% 0.2% 20% 78%* 2019[34] UA *67% motorbike Indonesia
  Kuala Lumpur 6.6% 0.9% 36.8% 48.3% 2019[35] Taxi 1% Malaysia
  Las Vegas 1% 0% 4% 90% 2016[36] UA USA
  London 26% 2.5% 44.5% 27% 2020[37] UK
  Los Angeles 3% 1% 5% 85% 2016[38] UA USA
  Madrid 34% 0.5% 25% 40% 2018[39] Spain
  Manila 9% 2% 44% 45% 2019[12] Philippines
  Melbourne 4% 2% 19% 76% 2016[13] GCCSA Australia
  Miami 2% 1% 4% 87% 2016[40] UA USA
  Milan 18% 10% 41% 29% 2014[41] Italy
  Minsk 13% 1% 63% 20% 2016[42] Belarus
  Montreal 5% 2% 22% 70% 2016[43] CMA Canada
  Mumbai 27% 6% 52% 15% 2008/2011[12] India
  Munich 24% 18% 24% 34% 2017 Germany
  Nagoya 15% 13% 30% 43% 2011[44] Japan
  New York City 30.7% 1.1% 32.1% 30.2% 2019[45] UA USA
  Osaka 7% 19% 61% 13% 2010[46] Japan
  Ottawa 8% 2% 18% 72% 2016[47] CMA Canada
  Paris 15% 5% 59% 20% 2010[48] France
  Perth 3% 1% 12% 84% 2016[13] GCCSA Australia
  Philadelphia 4% 1% 10% 80% 2016[49] UA USA
  Phoenix 2% 1% 2% 87% 2016[50] UA USA
  Portland 3% 3% 7% 78% 2016[51] UA USA
  Prague 35% 1% 37% 25% 2021[52] Czech Republic
  Rio de Janeiro 29% 3% 43% 25% 2012[53] UA Brazil
  Rome 4% 1% 29% 66% 2014[54] Italy
  San Antonio 2% 0% 3% 90% 2016[55] UA USA
  San Diego 3% 1% 3% 85% 2016[56] UA USA
  San Francisco 5% 2% 20% 64% 2016[57] UA USA
  San Jose 2% 2% 5% 84% 2016[58] UA USA
  Santiago 34.5% 4% 29.6% 25.7% 2012[59] UA Chile
  São Paulo 32% 1% 36% 31% 2017[60] UA Brazil
  Seattle 4% 1% 10% 77% 2016[61] UA USA
  Seoul N/A 4% 66% 23% 2014[62] South Korea
  Shanghai 27% 20% 33% 20% 2009/2011[12] China
  Singapore 22% 1% 44% 33% 2011[12] Singapore
  Sofia N/A N/A 73%[a] 27% 2010[63] Bulgaria
  Stockholm 14% 7% 47% 32% 2011[64] Sweden
  Sydney 5% 1% 27% 67% 2016[13] GCCSA Australia
  Taipei 13% 4% 43% 40% 2016[65] Taiwan
  Tokyo 23% 14% 51% 12% 2008/2009[12] Japan
  Toronto 5% 1% 16% 76% 2021[66] CMA Canada
  Toronto 8% 2% 26% 61% 2021[67] City Canada
  Vancouver 6% 2% 15% 75% 2021[68] CMA Canada
  Vancouver 13% 5% 23% 56% 2021[69] City Canada
  Vienna 32% 10% 32% 26% 2023[70] Austria
  Warsaw 18% 3% 47% 32% 2015[71] Poland
  Washington, D.C. 3% 1% 6% 56% 2022[72] UA USA

Metropolitan areas with over 250,000 inhabitants edit

Metro area walking cycling public transport private motor vehicle year
  Aarhus 7% 27% 19% 43% 2004
  Alicante 18% 0% 13% 69% 2004
  Amsterdam 5% 30% 19% 42% 2020[73]
  Bari 13% 1% 14% 72% 2001
  Basel 33% 17% 27% 22% 2015[74]
  Bern 30% 15% 32% 22% 2015[74]
  Bilbao 23% 0% 34% 43% 2004
  Birmingham 1% 1% 25% 66% 2001
  Bologna 8% 4% 21% 67% 2001
  Bonn 28% 15% 17% 41% 2017[75]
  Bratislava 26.7% 1.6% 32.6% 37.7% 2014[76]
  Brno 5% 2% 57% 32% 2012[77]
  Buffalo 6% 1% 14% 79% 2012
  Bremen 25% 25% 15% 36% 2018
  Bristol 19% 8% 12% 55% 2011[78]
  Canberra 5% 3% 8% 85% 2016[13]
  Christchurch 4% 6% 5% 84% 2018[8]
  Copenhagen 30% 26% 18% 26% 2021[79]
  Córdoba 18% 1% 10% 71% 2004
  Dortmund 19% 10% 22% 49% 2019
  Dresden 26% 18% 20% 36% 2018
  Dublin 13.2% 7.6% 21.5% 48.5% 2016[80]
  Düsseldorf 34% 13% 18% 35% 2017[81]
  Edinburgh 19% 7% 30% 42% 2009–2010[82]
  Eindhoven 3% 24% 8% 65% 2004
  Essen 19% 7% 19% 55% 2019
  Florence 8% 4% 21% 69% 2001
  Frankfurt 11% 15% 30% 44% 2015
  Freiburg im Breisgau 29% 34% 16% 21% 2017
  Gent 15.6% 33.8% 11.2% 39% 2021[83]
  Gdańsk 20.8% 5.9% 32.1% 41.2% 2016[84]
  Gijón 24% 0% 17% 59% 2004
  Gothenburg 12% 14% 21% 52% 2004
  Graz 19% 19% 20% 42% 2018[85]
  The Hague 5% 22% 30% 43% 2004
  Halifax 8% 1% 12% 78% 2016[86]
  Hamilton 4% 1% 10% 84% 2016[87]
  Hanover 26% 19% 19% 36% 2017
  Kraków 28.4% 1.2% 36.3% 33.7% 2013
  Las Palmas 15% 0.42% 13% 68% 2011[88]
  Lisbon 15.6% 2.5% 30.8% 50.2% 2020[89]
  Málaga 12% 0% 11% 77% 2004
  Malmö 14% 26% 25% 34% 2018[90]
  Murcia 18% 1% 7% 74% 2004
  Naples 13% 0% 26% 60% 2001
  Nuremberg 24% 14% 23% 39% 2019
  Oslo 29% 6% 30% 34% 2013
  Palermo 12% 1% 9% 78% 2001
  Pamplona 42% 2% 13% 41% 2013[91]
  Poznań 20.6% 8.4% 33.7% 37.3% 2019
  Quebec City 2% 6% 11% 80% 2016[92]
  Rotterdam 5% 14% 25% 56% 2004
  Tel Aviv 16% 13% 28% 43% 2015[93]
  Seville 13% 7% 18% 62% 2014
  Stuttgart 29% 8% 23% 40% 2017[94]
  Tallinn 14% 2% 34% 49% 2020[95]
  Tampere 10% 10% 14% 66% 2021[96]
  Turin 12% 3% 5% 79% 2004
  Utrecht 25.3% 48.4% 5.4% 18.7% 2018[97]
  Valencia 16% 1% 21% 62% 2004
  Valladolid 22% 1% 20% 57% 2004
  Vigo 19% 0% 13% 68% 2004
  Vilnius 36% 0% 26% 38% 2011[98]
  Wellington 21% 4% 23% 49% 2018[8]
  Victoria (CMA) 10% 7% 11% 70% 2016
  Winnipeg 5% 2% 14% 79% 2016[99]
  Wrocław 24.2% 6.3% 27.6% 41.4% 2018
  Zaragoza 45.91% 2.90% 23.71% 26.88% 2017[100]
  Zürich 33% 12% 32% 21% 2015[74]
Mean ± SD 13±8% 8±9% 24±13% 55±17%

Notes: European data is based on the Urban Audit[101]

Modal share targets edit

The Charter of Brussels, signed by 36 cities including Brussels, Ghent, Milan, Munich, Seville, Edinburgh, Toulouse, Bordeaux, Gdansk, and Timișoara, commits the signatories to achieve at least 15% of bicycling modal share by 2020, and calls upon European institutions to do likewise.[102] The cycling modal share is strongly associated with the size of local cycling infrastructure.[103]

The Canadian city of Hamilton adopted a similar modal share target plan in 2005.[104]

Modal share in the developing world edit

The modal share differs considerably depending on each city in the developing world.[105][106][107]

According to UNECE, the global on-road vehicle fleet is to double by 2050 (from 1,2 billion to 2,5 billion,[108] see introduction), with most future car purchases taking place in developing countries. Some experts even mention that the number of vehicles in developing countries will increase by 4 or 5-fold by 2050 (compared to current car use levels), and that the majority of these will be second-hand.[13][109]

Legislation impacting the modal share edit

Through legislation (i.e. taxing and conditions on new car purchases), ... car ownership can be discouraged. This could help in achieving a modal shift.[110]

See also edit

Notes edit

  1. ^ Result achieved using the percentage of commuters using PT (63%) plus Taxi (3%) and additionally marshrutkas (7%).

External links edit

  • Epomm – Modal share data for more than 300 Cities with more or less than 100,000 inhabitants, mostly in Europe
  • [2] – Modal share data and trends over the past 20 years for Australian cities (unpublished paper by David Ashley)

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