 Thank you Ricky Over the next ten minutes I would like to introduce to you our work on transport equity in the three cities of Sao Paulo Istanbul and Mumbai its work that is looking at the equality in city access a rather generic term amongst different socio-economic groups It's largely based or in fact entirely based on our urban age survey, which we conducted between 2008 and 2010 In the three cities and I will introduce the survey in a moment in greater detail But before I just thought it might be useful to go back to some of the headline numbers on the three cities in question And we have heard some of that already yesterday and most of the information I'm presenting now You'll have in your newspaper here. They are the three cities and of course the headline figures are all well known to you on the metropolitan population on The GDP per capita, but let me take a moment on the last figure Which is the genie coefficient and a measure for income inequality Which is so important for what I'm going to talk about in a moment They're Sao Paulo with a genie of zero point six one that's sort of an artificial measure But it means a lot it means that Sao Paulo amongst the cities of that size is amongst the most unequal in the world There's Istanbul with zero point four three still above the International alert line alarming levels of income inequality and then surprisingly there's Mumbai with One could say a European level of income distribution rather equal I guess that's a surprise to a lot of us But it's important to reflect on that and I hope I'll show you a couple of features that also Speak about the quality levels in Mumbai Second and crucial to all our work is the income is the residential density And you can see that these cities are actually quite different regardless that they have more or less similar populations Sao Paulo is the least dense and with in the inner sort of city area 10,000 person per square kilometer is only half the density of Istanbul and Mumbai is even two 2.5 times as dense If you go to the maximum the peak density in Mumbai, this is almost four times what we have in Sao Paulo and Finally the overview on transport and transport infrastructure on the top You'll have the maps on the rail systems on the bottom The well-known diagrams on the modal shares the distribution of transport use Let me briefly highlight the key features Sao Paulo is a city that was built around the car it's based on roads and motorways and it's not surprising that although it's not a Rich city like in the West a third of the population travels by car and even its public transport system is mainly bus-based it's road-based public transport and walking is a third but that again for a city that size and of that complexity is Relatively low if you compare to the others Istanbul by comparison has already 45% of people walking in the metro region and Has a far more Diverse modal share of the public transport system it cuts across rail and road-based transit systems and its car use is Lower than in Sao Paulo with a 14% and finally Mumbai, which is the pedestrian mega city more than 55% walk its public transport system is mainly rail-based It has a wonderful legacy of its rail system that has for many decades Served the metropolitan region in a very successful way and car use is minor It doesn't really play a role less than 2% with that brief introduction. Let me now go to our survey. I Mentioned the years when we conducted the survey It was commissioned by us and it was done by Ipsos mori on the ground It's a household survey that cut across a sample of 1,000 households across the metropolitan regions in each of the cities It included various sections on policy sectors and the transport section was one of those most Significant ones the information we gathered on the transport patterns were related to the general transport patterns on access to Car's location travel times and we gathered information on the main daily trip the purpose the shares and The trip duration over the last year we have spent quite some time with my colleague Jens Kahn Exploring how these transport patterns relate to socio-economic factors and the proxy We use here and all the data. I'm going to show you in a moment is Related to education levels simply because it's the most comparable or the best Compare comparison across the three cities the most robust indicator So let's start with a very basic pattern and the basic pattern is simply location Distance to the city center what you can see here for the three cities in blue We have Sao Paulo in green. We have Istanbul and in sort of the Slight light brown. It's Mumbai. We have these different Education level groups as we want to call them starting from the left the least Educated to the right the most educated on the vertical you have the distance of average House or housing of these groups to the city center in meters. So the top is 24 kilometers Across all cities. There's a very clear pattern the poorer. We are or the less educated We are the further we live away from the city center It's most extreme in Sao Paulo with a ratio between the least and the most well educated of almost Double the distance 24 kilometers against 12 kilometers But it's a pattern that repeats itself across the three You can also recognize the lower density of Sao Paulo meaning that everything is slightly more dispersed And it's important to emphasize that this is not a pattern We know from most of the Western cities where in fact the distribution would be reverse now very unfortunately this sort of Regressive relationship when it comes to location is not compensated by better access to rapid transit system What do you see here again is across these three? Education groups the accessibility measured in meters to the next rapid rail system Istanbul and Sao Paulo pretty similar when it comes to that measure, but surprisingly Mumbai really offers accessibility far beyond Levels of the other two cities and yes, it's still regressive But the absolute levels are really the ones that matter and with about a kilometer for the least well educated to the next Rapid rail system. This is a very good Condition and this condition is created of course by the linearity of the city and then by This wonderful rail system which carries more than six million people a day It is a massive success by also a world standard not only within India But accessibility goes far beyond location and here are many of the factors which are typically discussed For our survey, we mainly looked at time recognizing though that cost and reliability But other factors are crucial as well This is probably the most shocking overview and in many ways also the most telling This shows you again education level against access to services a composite indicator to a range of different services Again for the three cities and what you can see here is how different Sao Paolo remember with the highest income inequality Replicates that inequality when it comes to access to services on the vertical you have minutes a Measure of how long it takes on average for these groups to access these services almost 40 minutes in Sao Paolo An absolute term this city is the least accessible But again, it's the only city that also generates a very regressive relationship. It replicates inequality Not so in Mumbai and in Istanbul That's hardly a surprise if one reflects a bit Upon the spatial makeup of the city Sao Paolo on the left Peripheralizes the urban poor they are pushed to the boundaries and it's the physical situation that informs that pattern Very different in Istanbul and in Mumbai where the poor are still it's changing though But they're still very much integrated within the urban fabric Two more slides on a trip duration the first on work trips And this is slightly surprising what we see here for Istanbul in Mumbai is a pattern by which the more educated We are the longer we travel We're going to do more work on this but there are two sort of Speculations around that pattern number one modal choice although it's more convenient to travel by car It might actually take longer number two is that the richer more affluent Populations can afford because of the cost of transport to operate within the larger metropolitan region are and are not forced to operate more localized in Sao Paolo that is a flat line across these different groups and Finally a look at the non-work trips which for Sao Paolo for Mumbai and for Istanbul repeats the pattern Where we can recognize a rather localized condition for the least Well-off a condition that's probably related to higher density and more mixed-use living But unfortunately in Sao Paolo even for these trips again We are back to a pattern where the least well-educated have to travel longest even for non-work trips And finally an overview on the access to cars Which of course confirms what we would expect for the three cities here from the left to the right again these distributions But take the example of Sao Paolo This it's an exponential relationship between these groups and access to cars And if you look at the higher educated a shocking 80% have access to privately owned vehicles Now that points to a whole other notion of transport equity, which is of course the condition the modal choice of these relatively small groups the small elite Have on the overall city far beyond an imprint on the city far beyond mobility questions It's questions about public space. It's questions about how we distribute that public space amongst the different uses again Not only transport so let me conclude Clearly Mumbai is the accessibility machine amongst the three cities But it compromises Elsewhere it probably compromises Personal living space compared to the others housing quality and there's severe overcrowding in public transport So Paolo is the least accessible with the lowest transport equity and that Unfortunately on top of being already the highest in terms of income inequality and finally there is Istanbul Which sits somewhere between but might offer something which is of great interest to us There is maybe an hypothesis whereby we could suggest that Istanbul's Consolidated informal development at relatively high density and high levels of mixed use actually provides the most inclusive urban form of urban development and minimizes the trade-off which is the crucial story here between Access on the one hand and housing quality on the other Final slide and I have to do this always The emphasis that it's space that is the machine. It's actually not the transport system. It's the location It's how we built city the urban fabric that ultimately informs the patterns that happen behind. Thank you very much