The advancement of SDG 11, which aims to make cities and human settlements inclusive, safe, resilient and sustainable, relies critically on indicator 11.2.1. This indicator measures the proportion of the population with convenient access to public transport, disaggregated by sex, age and persons with disabilities. It serves as a cornerstone for evaluating the inclusivity and equity of urban transport systems worldwide. Beyond its technical definition, the indicator encapsulates the global commitment to enhancing sustainability, promoting economic opportunities, reducing environmental impact, and fostering social welfare.
Public transport accessibility is a vital enabler of social and economic mobility. It allows people to reach essential services, such as education, healthcare, and employment opportunities, in a cost-effective and environmentally friendly manner. Cities with high public transport accessibility often enjoy numerous benefits, including reduced traffic congestion, lower air pollution, and enhanced quality of life.
Many cities in Western and Central Europe show high percentages of their populations having convenient access to public transport, reflecting well-developed public transportation networks in these regions. In contrast, while cities in North America and parts of Central Asia also exhibit notable access, there is a greater variation in public transport accessibility. The high proportion of urban populations in Western Europe with access to public transport potentially reflects the region’s higher population density, which supports the feasibility and economic viability of comprehensive public transport networks. Conversely, the lower access percentages observed in American cities and parts of Central Asia might suggest the presence of lower-density residential areas, which can impede the extension of public transport services.
The figure below presents urban rail ridership statistics across key cities in the UNECE region, offering valuable insights into how urban rail systems navigated the challenges of the pandemic and rebounded. For instance, in Baku, the metro system saw significant distances travelled by passengers. In 2019, Baku’s metro served over 2.6 billion passenger-kilometres, but this figure plummeted by more than 70% in 2020 as the world shut down to contain the spread of COVID-19. By 2023, however, Baku’s metro had fully recovered, slightly surpassing its pre-pandemic passenger-kilometre figures, reflecting a full return to normal system utilization. Budapest metro followed a similar trajectory, experiencing a sharp decline in 2020 followed by steady growth. By 2023, Budapest had exceeded its pre-pandemic passenger-kilometre figures, signalling a return to normalcy. Meanwhile, both the Paris tram and Sofia metro experienced less severe declines but have shown steady growth, recovering the lost ground by 2022. Read more about the recovery of urban rail ridership in the UNECE region here.
For many major urban rail systems, the pandemic’s impact is still being felt. The Paris metro, once carrying over 1.5 billion passengers annually, saw ridership cut in half in 2020, with just 750 million passengers. Although the system has begun to recover, by 2023, it has yet to reach its former levels.
The situation in London was even more severe, with the city’s metro ridership plummeting by 80% compared to 2018 levels. Despite some improvement, London’s metro still operates well below pre-pandemic levels. Similarly, Berlin mixed transport system, which includes both metros and trams, experienced a more gradual decline but remains below its pre-pandemic ridership. In smaller systems like Prague and Stockholm, recovery has been slower and less pronounced, showing that larger and smaller cities alike are still grappling with the aftermath of the pandemic.
United Nations Economic Commission for Europe
Sustainable Transport Division
Palais des Nations, Geneva