Mapping the 30-minute city
How easily can people reach the city centre?
Ten case studies comparing the public transport networks and urban form of UK and Western European cities
Many of the UK’s big cities lag far behind their European counterparts when it comes to providing access to quality public transport that connects residents to employment and education opportunities.
This is largely due to the low-rise built form of big UK cities, where reliance on terraced and semi-detached housing means there are fewer people living close to city centres.
In order to deliver European-style outcomes, expanding public transport systems in the UK must be paired with efforts to change the built form of cities, making it easier for people to live near and use public transport.
Building on existing research, Centre for Cities has produced ten unique, illustrative case studies that help to visualise the public transport connectivity challenges faced by large UK cities when compared with their Western European peers.
From Manchester and Hamburg, to Liverpool and Turin, explore each case study in more detail below.
Manchester and Hamburg
Just 20% of Manchester's population can reach the city centre by public transport in 30 minutes or less, whereas in Hamburg it's 44%.
Explore how many people live within a 30-minute commute from the centres of Manchester and Hamburg:
Despite Manchester housing a larger population, Hamburg is able to attract 300,000 more residents to the city centre by public transport in 30 minutes.
In terms of the number of residents who can reach Manchester's centre, the city is more comparable to Dortmund – a city five times smaller.
The urban form of Manchester is the reason why it underperforms Hamburg in this way. Manchester's core — where the public transport network is particularly good — is relatively low-rise in comparison.
This reduces the effective size of Manchester, making the city less productive and limiting people's access to job opportunities.
This neighbourhood in Manchester is well-connected to the city centre, but its lower-rise housing means that fewer people are living within a commutable distance to jobs.
In a comparable neighbourhood in Hamburg, there are more people living a similar distance from the centre — meaning jobs are just a short commute away from more residents.
The ONS estimates that Manchester's population will increase by 261,000 by 2043
Expanding Manchester's existing transport network to Hamburg’s size, while maintaining its current urban form, would only marginally improve accessibility.
If more homes were built next to current or future train stations, it would make a significant contribution towards improving Manchester's public transport accessibility.
For Manchester's transport system to work more effectively, more people need to live near stations.
Birmingham and Munich
Only 34% of Birmingham's population can reach the city centre by public transport in 30 minutes or less, while in Munich it's 74%.
Explore how many people live within a 30-minute commute from the centres of Birmingham and Munich:
Despite Birmingham's population being significantly larger than Munich's, the German city is able to attract 200,000 more residents by public transport in 30 minutes.
Birmingham's public transport system is bigger than Munich's, but fewer people live close to its stations.
This urban form is the reason why Birmingham underperforms Munich. When compared to the German city, Birmingham is not as dense in its core where the public transport network is particularly good.
This reduces the effective size of Birmingham, making the city less productive and limiting people's access to job opportunities.
This neighbourhood in Birmingham is well-connected to the city centre, but its lower-rise housing means fewer people are living within a commutable distance to jobs.
In a comparable neighbourhood in Munich, there are more people living a similar distance from the centre — meaning more people are able to access jobs just a short commute away.
The ONS estimates that Birmingham's population will increase by 292,000 by 2043
At current densities, Birmingham's public transport network would need to double in size to achieve the same outcomes as Munich. This would be both costly and hard to achieve.
For Birmingham's transport system to work more effectively, more people need to live near existing stations.
Liverpool and Turin
Only 36% of Liverpool's population can reach the city centre by public transport in 30 minutes or less, whereas in Turin it's 80%.
Explore how many people live within a 30-minute commute from the centres of Liverpool and Turin:
Despite Liverpool's population (including Birkenhead) being of a similar size to Turin's, the difference between the number of residents who can reach the city centre by public transport is stark: around 381,000 fewer people in Liverpool.
Liverpool's urban form is the reason why it underperforms Turin. When compared with the Italian city, Liverpool is not as dense in its core where the public transport network is particularly good.
This reduces the effective size of Liverpool, making the city less productive and limiting people's access to job opportunities.
This neighbourhood in Liverpool is well-connected to the city centre but its lower-rise housing means fewer people are living within a commutable distance to jobs.
In a comparable neighbourhood in Turin, there are more people living a similar distance from the centre — meaning more people are able to access jobs just a short commute away.
The ONS estimates that Liverpool's population will increase by 78,000 by 2043
Based on current densities, Liverpool's public transport network would need to be 2.2 times larger to achieve the same outcomes as Turin. This would be costly and hard to achieve.
For Liverpool's transport system to work more effectively, more people need to live near existing stations.
Glasgow and Lyon
Just 53% of Glasgow's population can reach the city centre by public transport in 30 minutes or less, compared to 74% in Lyon.
Explore how many people live within a 30-minute commute from the centres of Glasgow and Lyon:
The area covered by the public transport network that can get commuters into the centre of Glasgow in under 30 minutes is actually larger than that of Lyon's.
The problem is that fewer people live within this catchment area or close to Glasgow's stations.
Glasgow's urban form is the reason why it underperforms Lyon. When compared with the French city, Glasgow is not as dense in its core where the public transport network is particularly good.
This reduces the effective size of Glasgow, making the city less productive and limiting people's access to job opportunities.
This neighbourhood in Glasgow is well-connected to the city centre, but its lower-rise housing means fewer people are living within a commutable distance to jobs.
In a comparable neighbourhood in Lyon, there are more people living a similar distance from the centre — meaning more people are able to access jobs just a short commute away.
The ONS estimates that Glasgow's population will increase by 64,000 by 2043
At current densities, Glasgow's public transport network would need to be 85 per cent larger than Lyon’s to achieve the same outcomes. This would be both costly and hard to achieve.
For Glasgow's transport system to work more effectively, more people need to live near existing stations.
London and Paris
Only 22% of London's population can reach the city centre by public transport in 30 minutes or less, whereas in Paris it's 34%.
Explore how many people live within a 30-minute commute from the centres of London and Paris:
Despite London’s population being larger than that of Paris, the French capital is able to attract approximately 1.1 million more residents to its centre by public transport in 30 minutes.
The problem is that fewer people live within London’s catchment area or close to its stations.
This urban form is the reason why London underperforms Paris. When compared with the French capital, London is not as dense in its core where the public transport network is particularly good.
This reduces the effective size of London, making the city less productive and limiting people's access to job opportunities.
This neighbourhood in London is well-connected to the city centre, but its lower-rise housing means fewer people are living within a commutable distance from jobs.
In a comparable Parisian neighbourhood there are more people living a similar distance from the centre — meaning more people are able to access jobs just a short commute away.
The ONS estimates that London's population will increase by 972,000 by 2043
Based on current densities, London’s network would need to be 60 per cent larger than Paris's to achieve the same outcomes.
For London’s transport system to work more effectively, more people need to live near existing stations.
Leeds and Marseille
Only 38% of Leeds's population can reach the city centre by public transport in 30 minutes or less, whereas in Marseille it's 87%.
Explore how many people live within a 30-minute commute from the centres of Leeds and Marseille:
Despite Leeds's population being comparable with Marseille's, 480,000 fewer of its residents can access the centre by public transport in 30 minutes.
The problem is that fewer people live within this 30-minute catchment area in Leeds or close to its stations.
Leeds's urban form is the reason why it underperforms Marseille. When compared with the French city, Leeds is not as dense in its core where the public transport network is better.
This reduces the effective size of Leeds, making the city less productive and limiting people's access to job opportunities.
This neighbourhood in Leeds is well-connected to the city centre, but its lower-rise housing means fewer people are living within a commutable distance to jobs.
In a similar neighbourhood in Marseille, there are more people living a similar distance from the centre — meaning more people are able to access jobs just a short commute away.
The ONS estimates that Leeds's population will increase by 53,000 by 2043
Expanding Leeds's existing network to Marseille's size, at the current density levels, would not be enough to close the public transport accessibility gap.
For Leeds's transport system to work more effectively, more people need to live near existing stations.
Bristol and Palermo
49% of Bristol's population can reach the city centre by public transport in 30 minutes or less, whereas in Palermo it's 56%.
Explore how many people live within a 30-minute commute from the centres of Bristol and Palermo:
Despite Bristol's population being larger than that of Palermo's, the Italian city is able to attract a similar number of residents to its centre by public transport in 30 minutes.
Bristol's urban form is the reason why it underperforms Palermo in this way. Bristol's core — where the public transport network is particularly good — is relatively low-rise in comparison.
This reduces the effective size of Bristol, making the city less productive and limiting people's access to job opportunities.
This neighbourhood in Bristol is well-connected to the city centre, but its lower-rise housing means fewer people are living within a commutable distance from jobs.
In a comparable neighbourhood in Palermo, there are more people living a similar distance from the centre — meaning jobs are just a short commute away for more residents.
The ONS estimates that Bristol's population will increase by 140,000 by 2043
Bristol's public transport network performs relatively in line with its Western European peers. As the city grows, its residents would be better connected to the city centre if they lived close to existing stations.
If more homes were built next to Bristol's stations, it would make a significant contribution towards public transport accessibility.
Newcastle and Lille
Only 46% of Newcastle's population can reach the city centre by public transport in 30 minutes or less, whereas in Lille it's 70%.
Explore how many people live within a 30-minute commute from the centres of Newcastle and Lille:
Despite Newcastle's population being similar to Lille's, the city is able to attract approximately 240,000 fewer of its residents to the city centre by public transport in 30 minutes or less when compared to its French counterpart.
Newcastle's urban form is the reason why it underperforms Lille. Newcastle's core — where the public transport network is particularly good — is relatively low-rise in comparison.
This reduces the effective size of Newcastle, making the city less productive and limiting people's access to job opportunities.
This neighbourhood in Newcastle is well-connected to the city centre but its lower-rise housing means fewer people are living within a commutable distance to jobs.
In a comparable neighbourhood in Lille, there are more people living a similar distance from the centre — meaning jobs are just a short commute away from more residents.
The ONS estimates that Newcastle's population will increase by 48,000 by 2043
Newcastle's public transport network is larger than many Western European cities, but fewer people live close to its stations.
If more homes were built next to Newcastle's stations, it would make a significant contribution towards public transport accessibility.
Sheffield and Bilbao
Just 35% of Sheffield's population can reach the city centre by public transport in 30 minutes or less, while in Bilbao it's 79%.
Explore how many people live within a 30-minute commute from the centres of Sheffield and Bilbao:
In terms of population that can reach the centre in under 30 minutes, Sheffield looks closer to Dresden – a city where the total population is 35 per cent smaller.
Sheffield's urban form is the reason why it underperforms Bilbao. When compared with the Spanish city, Sheffield is not as dense in its core where the public transport network is particularly good.
This reduces the effective size of Sheffield, making the city less productive and limiting people's access to job opportunities.
This neighbourhood in Sheffield is well-connected to the city centre but its lower-rise housing means fewer people are living within a commutable distance from jobs.
In a comparable neighbourhood in Bilbao, there are more people living a similar distance from the centre — meaning more people are able to access jobs just a short commute away.
The ONS estimates that Sheffield's population will increase by 91,000 by 2043
Expanding Sheffield's public transport network to the size of Bilbao's would only marginally improve public transport accessibility.
For Sheffield's transport system to work more effectively, more people need to live near existing stations.
Nottingham and Bordeaux
Only 52% of Nottingham's population can reach the city centre by public transport in 30 minutes or less, whereas in Bordeaux it's 64%.
Explore how many people live within a 30-minute commute from the centres of Nottingham and Bordeaux:
In terms of number of residents that can reach the centre in under 30 minutes, Nottingham is more comparable to Bremen – a city where the total population is 17 per cent smaller.
Nottingham's urban form is the reason why it underperforms Bordeaux. When compared to the French city, Nottingham is not as dense in its core where the public transport network is particularly good.
This reduces the effective size of Nottingham, making the city less productive and limiting people's access to job opportunities.
This neighbourhood in Nottingham is well-connected to the city centre, but its lower-rise housing means fewer people are living within a commutable distance from jobs.
In a comparable neighbourhood in Bordeaux, there are more people living a similar distance from the centre — meaning more people are able to access jobs just a short commute away.
The ONS estimates that Nottingham's population will increase by 61,000 by 2043
At current densities, Nottingham's public transport network would need to become 31 per cent larger than Bordeaux’s to achieve the same outcomes.
For Nottingham's transport system to work more effectively, more people need to live near existing stations.
What needs to change
To improve public transport in our cities and help them compete with their European counterparts the Government should:
Continue to invest in new transport infrastructure in city regions where it is needed.
Give all combined authorities powers over local bus franchises to set and control bus fares, frequencies and timetables, and specify bus networks. Much like in London and, more recently, Greater Manchester.
Reform the planning system to make it easier to build midrise new neighbourhoods in well-connected suburbs.
Encourage councils to release small areas of greenbelt land around stations for development and implement Local Development Orders – a little used tool to get more homes built.