Sustainable Urban Mobility Plan Creating a More Accessible Malmö

SUSTAINABLE URBAN MOBILITY PLAN CREATING A MORE ACCESSIBLE MALMÖ

Politically adopted in city council, March 2016 INTRODUCTION | 1 TABLE OF CONTENTS

Project information………………………………………………………………4 PREFACE……………………………………………………………………………5 SUMMARY…………………………………………………………………………6

1 INTRODUCTION………………………………………………………………8 Purpose of the Sustainable Urban Mobility Plan…………………………………9 Background and Challenges…………………………………………………… 12

2 HUMAN BEINGS…………………………………………………………… 18 Access to one’s city – a more equal city………………………………………… 19 Involving people and planning traffic for improved public health…………… 22 Slower pace and higher traffic safety………………………………………… 24 Mobility management………………………………………………………… 25

3 TRAFFIC AND MOVEMENT………………………………………………… 26 Changed travel patterns for greater accessibility……………………………… 27 Prioritising surface efficient transport modes – reorganising streetscapes… 27 Promoting green vehicles, technical innovations and renewable fuels……… 28 Target oriented transport demand…………………………………………… 29 Objective for passenger and freight traffic within, to and from Malmö……… 30 Objective for inhabitants’ trips………………………………………………… 30 Strategies for inhabitants’ trips………………………………………………… 34 Objective - sustainable commuting…………………………………………… 36 Strategies - sustainable commuting…………………………………………… 38 Objective - sustainable freight traffic and city logistics……………………… 41 Strategies for sustainable freight traffic and city logistics…………………… 42

4 THE CITY…………………………………………………………………… 44 A dense, integrated and green city with short distances enables sustainable travelling………………………………………………… 46 Democratic division of urban space…………………………………………… 46 Urbanized main roads – streets constituted by movement and urban life…… 47 Urbanized main roads – potential and definition……………………………… 48 How local roads contribute to urban life……………………………………… 56

5 IMPLEMENTATION………………………………………………………… 58 Winner of: Organisation…………………………………………………………………… 59 Responsibility for actions……………………………………………………… 59 Funding………………………………………………………………………… 60 Cooperation and networks…………………………………………………… 60 Communication………………………………………………………………… 60 ONGOING processes and NEXT STEP actions………………………………… 60 Impact assessment……………………………………………………………… 62

Politically adopted in citycouncil 3/3 2016. More Malmo for more people More people choose to live in cities and more people choose to stay in Malmö. Steering group, constituted by the heads of service: Malmö’s population has increased over the past thirty years and the city Andreas Ekberg (GK), Bo Andersson (GK), Ola Melin (GK), Josephine Nellerup (SBK), Ingmar Gråhamn (SBK), Johan Emanuelsson (SBK), Per-Arne Nilsson (MF), Dave Borg (MF), Håkan Thulin (FK), Jan Haak continues to grow. (SK), Pehr Andersson (SK), Benny Thell (SF), Henrik Aspegren (VA SYD), Maya Söndergaard (Rsyd) The fact that more people choose to settle in Malmo is positive and increases Andreas Ekberg (GK) is replacing Stina Nilsson (GK) since January 2014. the demands on new solutions and approaches to create a sustainable city. Good solutions to traffic and movements in the city are important due to the Project group Andreas Nordin, project leader (GK), Peter Håkansson, project leader (GK), increased population. Anna Stjärnkvist (SBK) och Christoffer Hedberg (GK). Malmö´s first traffic and mobility plan takes a holistic approach to the link Division between women and men between urban development and sustainable transport based on economic, Leading positions (7 women, 19 men) social and environmental sustainability. Project leadership (2 men) Project group (1 woman, 3 men) Group leaders thematic project groups (5 women, 2 men) Malmö needs to become a more accessible city for more people. People should Thematic work groups (11 women, 21 men) be able to take part of the city and its schools, leisure facilities, public spaces, Workshops/discussion meetings/information meetings (ca 400 women, ca 440 men) workplaces, parks, range of services and entertainment - regardless of age, gender and income. To link the city together, accessibility is an important key. GK = Streets and Parks Department, SK= City Office, SBK = City Planning Office, MF= Environment Department, FK = Real Estate Office, SF = Department of Internal Services, Rsyd = Räddningstjänsten Syd (Fire and Rescue Service of Burlöv, Eslöv, Kävlinge, Lund and Malmö), SoF = City District Administra- Malmö´s traffic and mobility plan is based on the idea of what kind of city we tions, GSF = School Administration want to create.

The plan is an important key in the process of creating a sustainable and well-connected Malmö.

Milan Obradovic Local Government Commissioner responsible for technology and environment Chair of the Technical Committee, the City of Malmö

4 | PROJECT INFORMATION PREFACE | 5 ABSTRACT / SUMMARY

The City of Malmö’s Traffic and mo- of transport and has incorporated planning of the city's “Walking, cycling and public transport are the first bility plan describes how a holistic social, environmental and economic movements and traffic planning approach can achieve sustainability. can contribute to a more choice for all who work, live or visit in Malmö. improved quality of life for more of accessible and attractive Malmö. Malmö´s residents, visitors and other The accessibility in the city will • Targeted planning - a change These travel choices, together with efficient and stakeholders. Malmö is growing and increase by creating conditions for a of approach on future traffic that the city´s challenge is that traditional more balanced modal split. It is about is based on what we want to environmentally friendly freight and car traffic, methods require supplementation creating a city and a transport system create in the city. with new strategies. Malmö´s Traffic that more people, regardless of age, • Commuting - emphasize Malmö's are the basis of the transport system in our dense and mobility plan takes a grasp on gender and socio-economic back- role in the region and how a more planning and clarifies how the work ground, have access to. This provides robust and sustainable commu and sustainable city - a transport system designed should progress towards a more more Malmö to more people who ting can be developed in coope functionally mixed, dense, green and then create a lively urban space and a ration with regional actors and for the city, and for its people.” short distance city. The fundamental better foundation for commerce and the neighboring municipalities. point of the plan is to achieve the kind services. Such a development will also • Urbanized Main Roads – of dense and green city we think that lead to linking Malmö together and discusses how city streets will Malmö can become. creating better living conditions for gather interests, movement and residents in the city. stay and contribute to a good During a long time the City of Malmö city life. has successfully been working sepa- These four main areas will summa- rately with each mode of transport. rize the content of the plan: Malmö´s Traffic and mobility plan has • Holistic approach - with links to The ultimate goal is a more acces- taken a more holistic approach and all aspects of sustainability, sible and attractive Malmö for more addressed new challenges by crea- socially, environmentally and people. ting a vision and goals for all modes economically, and how

6 | SUMMARY SUMMARY | 7 COMPREHENSIVE PLAN

Energy Strategy

Environment Exploitation Strategy Programme Plan for Malmö’s INTRODUCTION green and blue SUSTAINABLE URBAN 1 environments MOBILITY PLAN PURPOSE OF THE SUSTAINABLE URBAN MOBILITY PLAN BACKGROUND AND CHALLENGES

Tra c Environment Programme Tra c Safety Strategy Action Plan Noise Pollution Action Plan Air Pollution Action Plan Accessibility

Pedestrian Programme Bicycle Programme Public Transport Programme Overview of strategic policy documents Freight Tra c Programme within the City of Malmö connected to urban development and sustainable transport.

PURPOSE OF THE SUSTAINABLE addressed to politicians, officials and The Sustainable Urban Mobility Plan URBAN MOBILITY PLAN professionals at a national, regional should be updated every four years. The purpose of the Sustainable Urban and municipal level as well as to Mal- Mobility Plan (SUMP) is to establish mö’s inhabitants, people working in The SUMP’s connection to strategies for sustainable urban deve- the city and other stakeholders.. other policy documents lopment that gather, develop, clarify The figure above illustrates the gui- and concretize the traffic related aims Decision-making bodies ding programmes and strategies for of the Comprehensive Plan and other The Management group (see page how the City Administration works strategic documents. 3) has constituted a steering group with sustainable transport. The figure in the development of the plan. This also shows how the Sustainable The Sustainable Urban Mobility Plan steering group made the decision Urban Mobility Plan connects the takes a holistic approach to traffic to dispatch the proposal for the overarching visions of the Compre- and mobility, and clarifies how a SUMP on internal as well as external hensive Plan to sector programmes more environmentally, economically consultation. The Political Technical for each transport mode and to and socially sustainable city can be Board will agree to the plan, after thematic action programmes. In each created. In Malmö, the SUMP-project which the City Council will decide on sector programme and thematic has been carried out under the name its adoption. action programme, planned actions Traffic and Mobility Plan (TROMP). are described on object level with Validity period for the specification of costs and time table The Sustainable Urban Mobility Plan Sustainable Urban Mobility Plan for realization. should be guiding in future planning The Sustainable Urban Mobility and budgeting at administrations Plan should be updated when the responsible for urban development Comprehensive Plan is updated, or and sustainable transport. The plan is when required due to major changes.

INTRODUCTION | 9 Malmöbornas Resor Malmöbornas Resor

2013 2020 2013 2030 2020 2030 VISION Walking, cycling and public transport are the first choice for all who work,Malmöbornas live or Resor Malmöbornas Resor visit in Malmö. These travel choices, together with efficient and environmentally friendly freight and car traffic, are the basis of the transport system in our dense 15 % 15 % 15 % 15 % 15 % 15 % and sustainable city - a transport system designed for the city, and for its people. 40 %2013 36% 202040 %2013 30 % 203036% 2020 30 % 2030 22 % 26 % 22 % 26 % Objective for inhabitants’ trips* 30 % 30 % The major change required in order 25 % 25 % Healthy 21 %to15 create % a more balanced modal 23 %15 %21 %15 % 15 %23 %15 % 15 % split in a growing city is increased Cultural Beautiful Safe and secure 40 % shares of cycling and public trans- 36% 40 % 30 % 36% 30 % Slower pace port at the expense of car traffic. This creates22 % opportunities for a 22 % Well functioning 26 % 26 % More Malmö city logistics development towards a more 30 % 30 % for more people – Movements socially, environmentally and and meetings an accessible city 25 % 25 % Inpendling 21 %economically sustainableInpendling city. 23 % 21 % 23 % Equal streetscapes Intimate 2013 2030 Green 2013 2020 2013 2030 2020 2030

3 % 4 % 3 % 5 % 4 % 5 % Inpendling Objective for commutingInpendling to Malmö* Malmö is dependent on functioning 2013mobility, both within the city and 2020 2013 2030 2020 2030 the region. Freedom of movement throughout the region functionally connects3 % cities and enables a regio- 4 % 3 % 5 % 4 % 5 % 33 % 39 % 33 % 50 % 39 % 50 % 62 % nal labour market. Increased commu- 57% 62 % 57%45 % 45 % ting is not a target in itself; the target is to make commuting more eco- Malmö’s traffic system and urban tants to create a good life for them- nomically, socially and environme- environments should contribute selves. Environmental sustainability ntally sustainable. Above all, strong to creating an accessible city for a creates a framework for a resource measures targeting public transport 2013 2030 greater number of people. Better ac- efficient society and ecological and cycling33 % are necessary in order 39 % 33 % 50 % 39 % 50 % cessibility and increased sustainable endurance. Economical sustainability 62 % to ensure robust, reliable and more 57% 62 % 57%45 % 45 % mobility give more people access to allows the city and its economy to sustainable commuting. qualitative urban environments whe- develop over the long term and to re people meet, and where urban life, generate income and provision for innovation and culture prosper. This Malmö’s inhabitants. contributes to Malmö’s development Objective for freight traffic in as a city, meeting point and labour ... through Malmö’s traffic goals Malmö* market, which provides a basis for In order to reach Malmö’s Freight traffic in Malmö should the SUMP vision. overarching goal, actions leading SOCIALLY develop so that it works in concor- to changed modal shares for dance with the city’s conditions and Malmö’s overall goal is reached... inhabitants’ trips and commuting, generates growth in Malmö and the Malmö’s overall goal is to become a as well as for freight traffic, must Öresund region. Freight traffic should

AN ATTRACTIVE E socially, environmentally and econo- be taken. For passenger transport, N contribute to turning Malmö into a

Y V

L AND SUSTAINABLE

I L

mically sustainable city to visit, live the modal split is the single most R more attractive, secure and traffic

CITY O

C I

and work in. The three sustainability important indicator of a socially, N safe city. This should be realized with * The objectives for 2030 have been defined departing from a balanced mix of M M

E O

N minimal effect on environment and aspects are interlaced and interde- environmentally and economically N the Pedestrian Programme, the Bicycle Programme, a listing of the targets in the

L E pendent. Social sustainability creates sustainable traffic system. L health, throughout both the city and Y Network of Public transport (Koll2020), the Traffic Environment Programme and the favourable conditions and opportu- the region, and with reduced effect Freight Traffic Programme. The modal split describes the main mode of transport nities for present and future inhabi- on climate on a global scale. used with regards to the number of trips made.

10 | INTRODUCTION INTRODUCTION | 11 A GROWING CITY – INCREASED of functions, activities and destina- DEMAND FOR TRANSPORT tions create a more integrated city? Malmö’s Comprehensive Plan allows How can the City Administration plan for the city to grow. Through creating for more efficient freight traffic and a a dense city with shorter distances, denser and more integrated city? Malmö is estimated to manage a strong population growth and A CITY WITH SHORT DISTANCES – an increase in the number of jobs AN ACCESSIBLE CITY until 2032. A more attractive Malmö, A denser city is a city where distances with more inhabitants, companies, between different urban zones and employment opportunities, visitors destinations decrease, both physical- and tourists, implies an increase in ly and perceived. A city with shorter transport – more people will move distances between destinations leads Photo: Åsa Svensson and spend time on the city’s pave- to a city with better accessibility for ments, parks, cycle lanes, streets and a greater number of inhabitants and BACKGROUND AND CHALLENGES school, that professionals can get to Within the SUMP project, questions squares. The flow of goods and waste visitors. their workplaces and that companies regarding more accessible urban will also change. A holistic approach – Traffic can transport their goods. It also spaces and an accessible city for a In order to create a city that is contributes to something bigger contributes to populating the city’s greater number of people are raised. A DENSER CITY – HIGHER CONCENTRA- perceived as having short distances, A city consists of many different playgrounds, squares, streets and How can the city be designed in order TION OF PEOPLE AND FUNCTIONS barriers between different urban components, physical as well as parks. The way Malmö’s traffic system to reduce environmental impact of Urban development can imply enga- zones need to be bridged. This inter- mental, and one of the most impor- and urban environments are desig- traffic? How can traffic contribute to ging unused or badly used spaces in connects the city, both socially and tant components is the people and ned influences the accessibility to the improved public health? How can ways that create surplus value. New physically, and creates new mobility the way they move within, to and city’s selections. Making the city more traffic, and work with traffic, support buildings can make the city denser patterns that open up for encounters from the city. These movements and accessible for a greater number of the city as a cultural and democratic and the concentration of people and between people from different parts transports, constituting the city’s traf- people contributes to a more demo- arena? interests will increase. How can urban of the city. How can Malmö become fic, is a direct requirement for cities to cratic and socially balanced city with space be used in a more efficient more interlinked and more accessible originate and develop. favourable conditions for everyone. A growing city – a dense, integra- way? Can urban space be used in a for a greater number of people? ted and green city with shorter more integrated way? The word traffic is defined as “move- The traffic in Malmö has an impact distances – an attractive Malmö A GREENER CITY ment of people, goods and information” on local environment, climate and Malmö is growing and becoming AN INTEGRATED CITY Green environments are important – no matter what mode of transport the inhabitants’ everyday lives. Air denser – this means that more people When urban planning is focused on for recreation and as meeting places that is used or how the infrastructure quality, noise levels – both indoors live, work and spend time in the city, condensing the city, it is easier to and have great impact on well-being is organized. Transport of both people and outdoors – as well as accident which in turn implies more movement supplement with what is missing and and health. They also have favou- and ideas is a strong motive force for risk for children and elderly and and transport of humans, freight and demanded in different parts of the rable impact on the ecosystem in Malmö’s further development, and everyone in between, are factors waste. Malmö’s aim to mainly grow city. This means that the selection terms of pollination, air quality and promotes a city more compatible for dependent on how the traffic system inwards, inside of the outer ring road, of various service functions such as handling of run-off water. Trees and networks. In Malmö as a networking and urban environments are planned and to become a denser city, creates retail, child care etc. can be impro- plantations give shade, increase air city, it is easy to reach a diversity of and designed. Traffic also produces both possibilities and challenges for ved. Seen in a long term perspective, humidity and are important for the destinations, cultural expressions, visible and invisible barriers, giving the city and its traffic system. A dense, a growing service selection makes biological diversity in a city. How ideas and people. persons of different gender, physical green and integrated city with shorter it possible for urban life to develop, can the traffic system and urban and mental capability, income and distances between destinations makes due to a growing number of people environment become greener? How Traffic for human beings age different chances to access their it possible to create a city and a traffic moving in the public sphere. A den- can parks be interlinked with green and environment city. On a global scale, the traffic in system that are more environmentally, ser and more integrated city impro- urbanized main roads in order to cre- The possibility to move within Malmö Malmö contributes to emissions of economically and socially sustainable. ves accessibility and reduces demand ate a green network for plants, birds opens up for encounters. This means green house gases and exploitation for person miles travelled (PMT). How and insects? that children and youths can get to of non-renewable energy resources. can traffic planning and localisation

12 | INTRODUCTION INTRODUCTION | 13 2000 The Öresund Bridge is tra cked by passenger trains, A freight trains and motor vehicle tra c. The Öresund Line is connected to the Continental Line, and Yttre Ringvägen is rst tra cked.

2009 The demo bicycle lane between Heleneholmsstigen and Slottsgatan is opened. Dierent innovations2000 are tested and evaluated. The Öresund Bridge is tra cked by passenger trains, J A freight trains and motor vehicle tra c. The Öresund Line 2010 is connected to the Continental Line, and Yttre G Bike & Ride is opened in Hyllie. B Ringvägen is rst tra cked. N LUND 2010 KÖPENHAMN M The City Tunnel is opened, connecting2009 Malmö C to two new stations – Hyllie and Triangeln.The demo bicycle lane between Heleneholmsstigen A regional node for green growth, Environmental impact of traffic has to and Slottsgatan is opened. Dierent innovations are 2012 tested and evaluated. occupation and as a destination decrease on a local and global scale. Q L D C Trakplats Naentorp började trakeras. J 2013 2010 Malmö is an attractive destination In a denser city where more people G R 40 km/h is expanded in Malmö withinBike Inre &Ringvägen Ride is opened in Hyllie. S KIRSEBERG and in Tygelsjö. In 2007, aB test is conducted in central Malmö and in 2010, it is made permanent. in the region, serving as a meeting are able to move, and where more LUND 2010 KÖPENHAMN CENTRUM K N 2013 The City Tunnel is opened, connecting Malmö C point for residents, entrepreneurs, interests claming space, the design of M Östra Centralplan is reconstructed withto atwo new new public stations – Hyllie and Triangeln. D transport bridge over the canal as well as improved urbanized main roads is an important infrastructure for bicycles. professionals, cultural practitioners, 2012 2014 Trakplats Naentorp började trakeras. tourists and visitors from all over success factor. In the transformation Q L Bike & Ride is opened at MalmöC C. D the world. Every day, 62 000 people of existing main roads into urbanized 2014 2013 K 40 km/h is expanded in Malmö within Inre Ringvägen E R The city bus tra c starts to tra c Rådmansgatan at main roads, there are great possi- S KIRSEBERG E the station Triangeln. and in Tygelsjö. In 2007, a test is conducted in central commute to Malmö, and 31 000 LIMHAMN Malmö and in 2010, it is made permanent. F 2014 people commute from Malmö. Every bilities to change travel behaviour CENTRUM K Malmöexpressen starts to tra ck the stretch Stenkällan K F to Västra Hamnen via Rosengård and2013 Malmö C. P Östra Centralplan is reconstructed with a new public year, around 6 million tourists and towards a more sustainable society. 2015 D transport bridge over the canal as well as improved G The new tra c interchange Spillepengen is tra cked. visitors come to the city. The more What functions should Malmö’s P infrastructure for bicycles. 2015 attractive Malmö becomes for its urbanized main roads contain? What H The Trelleborg Line is tra cked with 2014local trains. A 30 minutes between Trelleborg and MalmöBike & C. Ride is opened at Malmö C. residents and companies and as a transport modes should be prioritised HYLLIE 2015–2025 2014 KÖPENHAMN K J Expansion of a logistical centre for freight tra c in Norra city for events and commerce, the where, and how? How does the future E Hamnen. New bridges and improvedThe accessibility city bus for tra c all starts to tra c Rådmansgatan at B FOSIE O transport modes. E the station Triangeln. more passenger and freight traffic urbanized main road look, with more BUNKEFLOSTRANDLIMHAMN F 2016 2014 will increase. interconnected urban life and move- Malmöexpressen starts to tra ck the stretch Stenkällan K 2016 – F to Västra Hamnen via Rosengård and Malmö C. ments, where people can spend time C P Bike sharing system introduced in Malmö. 2015 H YSTAD OXIE 2017 – How can commuting, within as well in green environments? Tra cking of the Malmö RingG with passengerThe new tra c. tra c interchange Spillepengen is tra cked. P K Opening of the stations Persborg, Rosengård and as to and from the city, reduce its Östervärn. 2015 The Trelleborg Line is tra cked with local trains. TRELLEBORG 2020 – H influence on human beings and Holistic and integrated methods A A new bascule bridge as well as new 30bridges minutes over between Trelleborg and Malmö C. L Södra Varvsbassängen for walking, cycling and public environment? How can commuting In order to enable a development HYLLIE transport. 2015–2025 KÖPENHAMN Expansion of a logistical centre for freight tra c in Norra 2020 – become more reliable? How can the of Malmö’s urban environments and J Hamnen. New bridges and improved accessibility for all FOSIE The Lomma Line – Improved capacity in order to B O M enable passenger trains with new stationstransport in Furulund modes. collaboration with business and or- traffic system, work procedures and BUNKEFLOSTRAND and Lomma. TYGELSJÖ methods must constantly evolve. In 2020 – ganisations make both commuting Expansion2016 of railway in Flackarp – Arlöv from two to four N rails in order to improve capacity between Malmö and and freight traffic more sustainable? order to reach new and more challen- Lund. In Arlöv, the station should expand2016 into – a C commuting station with both local andBike regional sharing trains. system introduced in Malmö. ging goals, e.g. regarding changed H 2020 – EXPLANATIONYSTAD OXIE Opening of the Fosie station. 2017 – The transformation of main roads modal shares, clarity about what traf- O Tra cking of the Malmö Ring with passenger tra c. 2021 – EXISTING CONNECTIONS K Opening of the stations Persborg, Rosengård and into urbanized main roads fic contributes to and how, is needed. P First stage of introduction of trams inÖstervärn. Malmö. NEW CONNECTIONS 2030 – Attractive streetscapes and urban This map aims to show an overview of infrastructural and physical measures influencing the trafficTRELLEBORG system The Öresund metro as a new connection2020 for – passenger Q tra c between Malmö and Copenhagen.A new bascule bridge as well as new bridges over environments are important aspects In terms of priorities, the City of and sustainable travelling throughout Malmö and the region (2000-2015). With a degree of incertitude Södra Varvsbassängen for walking, cycling and public 2030 – L transport. of urban life and quality of life in a Malmö should work with actions that regarding realization, the map also shows planned projects, considered to be in process until 2030 The Simrishamn Line – 60 minutes by train between R Malmö and Simrishamn, new stations in Staanstorp, Dalby, Veberöd, Sjöbo, Tomelilla, Simrishamn.2020 – city. Existing main roads in Malmö are favourable to everyone, but most The Lomma Line – Improved capacity in order to 2035 – enable passenger trains with new stations in Furulund constitute important cityscapes and favourable to the ones who need it Station for high speed trains.M S and Lomma. TYGELSJÖ are at the same time important links the most. Measures for promoting 2020 – Expansion of railway in Flackarp – Arlöv from two to four for interconnecting the city. The pedestrian traffic is a clear example of N rails in order to improve capacity between Malmö and Lund. In Arlöv, the station should expand into a main part of all person miles travel- prioritising for more people – commuting station with both local and regional trains. led (PMT) is carried out on our main regardless of age, gender and income. EXPLANATION 2020 – roads, and they gather several of the O Opening of the Fosie station. city’s interests: movement, experien- How can an interdepartmental EXISTING CONNECTIONS 2021 – P First stage of introduction of trams in Malmö. ce and commercial trade. In a denser approach that combines competen- NEW CONNECTIONS 2030 – city, the interest to and amount of ces, contribute to creating holistic The Öresund metro as a new connection for passenger Q tra c between Malmö and Copenhagen. functions will increase along our solutions? How can target oriented 2030 – main roads, which leads to higher planning contribute to the develop- The Simrishamn Line – 60 minutes by train between R Malmö and Simrishamn, new stations in Staanstorp, claims for what should be prioritised, ment of Malmö’s traffic system? How Dalby, Veberöd, Sjöbo, Tomelilla, Simrishamn. and thus also on what should not be can traffic contribute to reaching the 2035 – S Station for high speed trains. prioritised. city’s overarching goals?

14 | INTRODUCTION INTRODUCTION | 15 ”Walking, cycling and public transport are the rst hand choices for people living, working or spending time in Malmö. This, together with 2001 2003 2004 2005 2007 ecient freight transport and environmentally adapted car trac, sets The mobility Travel Survey 2003 – Adoption of Adoption of the Adoption of the Action Programme for Better Air management The inhabitants’ trips: Walking 14%, the Tra c Tra c Environ- by the County Administrative Board. a framework for the transport system of a dense and sustainable city. project is Bicycle 20%, Public transport 13%, Car 52%, Strategy for ment Programme A transport system adapted to human beings and to the city.” initiated. Commuting to Malmö: Bicycle 1%, Malmö by the by the Political Travel Survey Skåne 2007 – Commuting to Public transport 32%, Car 67%. City Council. Technical Board. Malmö: Bicycle 1%, Public transport 32%, Car 67%.

The project Koll2010 is initiated by Adoption of the Action Plan Koll2015. SBK, GK and Skånetraken. The rst action plan completed in 2004.

2008 2009 2010 2011 2012 2013 Travel Survey 2008 – The inhabitants’ trips: Walking Adoption of the Energy Strategy Adoption of the Parking Policy and Adoption of a revised Action Adoption of the Tra c Environment Programme Adoption of the Action Programme against Noise 20%, Bicycle 23%, Public transport 14%; Car 41%. by the City Council. the Parking Norm by the City Council. Programme for Better Air in (2012-2017) in the Political Technical Board. (2014-2018) by the City Council. Malmö by the County Adoption of the Tra c Safety Programme Adoption of the Environment The City Council decided to enter the Administrative Board. Adoption of the Pedestrian Programme Malmö is elected the best bicycle city in Sweden for the (2008-2012) in the Political Technical Board. The Programme (2009-2013) by the cooperation project Spårvagnar i (2012-2018) by the Political Technical Board. third time in a row and to the seventh best bicycle city in goals are based on the national Vision Zero. City Council. Skåne (Trams in Skåne) with the City Adoption of the Action Plan the world according to the Copenhagen Index. Administrations in Helsingborg and Koll2020. Adoption of the Bicycle Programme (2012-2019) Adoption of the report Tra c of the Future by the The City Executive Board decides Lund, as well as Region Skåne. by the Political Technical Board. Travel Survey 2012 – Inhabitants’ trips: Walking 15%, City Executive Board. on a Strategy for implementation Bicycle 22%, Public transport 21%, Car 40%. Commuting of a railway in the city. The Commission for a Socially Sustainable Malmö to Malmö: Bicycle 3%, Public transport 33%, Car 62%. dispatched a nal report to the City Executive Board, the work was initiated in 2011. Adoption of a Prestudy and Plan Programme for Railway stage 1 by the Political Technical Board and the City Planning O ce.

2016

2014 2015 2018 2019 2020 2030 2032 Adoption of the Adoption of the Adoption of The Sustainable Urban The Pedestrian The Bicycle Programme The Energy Strategy – 20% reduction of energy use. 50% of all The Energy Strategy – Malmö Comprehensive Plan 2012 – Comprehensive Plan Tra c Safety Strategy Mobility Plan by the Political Technical Programme (2012-2019) fullled. used energy should be renewable. The energy use of the City of should be supplied renewable A city that dares. An ÖP2012 by the City in the Political Board and the City Council. (2012-2018) fullled. Malmö’s departments should decrease with 30%, and the share energy to 100%. enterprising city on solid Council. Technical Board. of renewable energy should be 100%. ground. A city with good The goals in the SUMP and the life conditions for everyone. Adoption of the Freight The Environment Programme – The City Administration’s Tra c Environment Programme A city by the water. A dense Tra c Programme by the organisation should be neutral in terms of climate. The concerning transport modes and green city. Political Technical Board. emissions of green house gases in Malmö should decrease with (intermediate goals) – The at least 40%, compared to the levels in 1990. People spending inhabitants’ trips: Walking 15%, Adoption of the Walking time in Malmö should experience a nice urban environment Bicycle 30%, Public transport Lane Plan by the Political with low noise levels and clean air. It should be simple to make 25%, Car 30%. Commuting to Technical Board. sustainable travel choices for business, organisations, Malmö: Bicycle 5%, Public inhabitants and employees at the City Administration. transport 45%, Car 50%.

The SUMP goals concerning transport modes (intermediate The Environment Programme - goals) – The inhabitants’ trips: Walking 15%, Bicycle 26%, Public Malmö should be supplied by This timeline (2001-2032) aims to give a historical retrospect of strategic measures, decisions, activities, transport 23%, Car 36%. Commuting to Malmö: Bicycle 4%, renewable energy to 100%. Public transport 39%, Car 57%. documents, programmes and targets that influence sustainable transport in Malmö. It also points out visions and target years for important policy documents regarding sustainable transport and urban development.

16 | INTRODUCTION INTRODUCTION | 17 2 HUMAN BEINGS Movement is an important part of human everyday life and enables Malmö’s citizens, professionals and visitors to reach important destinations such as school, leisure activities, workplaces, meeting points and events. The traffic system’s design influences the accessibility to the city’s supply.

This chapter focuses on human beings as a fundamental part of the traffic system. The chapter describes how traffic influences human beings and environment, and how traffic in turn can be influenced by people living and spending time in a city.

ACCESS TO ONE’S CITY – A MORE EQUAL CITY INVOLVING PEOPLE AND PLANNING TRAFFIC FOR IMPROVED PUBLIC HEALTH SLOWER PACE AND HIGHER TRAFFIC SAFETY Photo: Åsa Svensson MOBILITY MANAGEMENT

ACCESS TO ONE’S CITY – safely in the city and having access A MORE EQUAL CITY to calm and relaxing environments Definition oftraffic Transport of people, goods and information The public space, with its streets, without noise pollution or impaired regardless of means and infrastructure. parks and squares, is made for air quality. everyone. The planning of Malmö’s Definition ofmobility future urban environment and traffic Socioeconomics, income The possibility for people and goods to move from one place to another. In the system should strive towards making and travelling Sustainable Urban Mobility Plan, the mobili- the city an attractive environment Socioeconomic conditions, mainly ty notion bear reference to that a growing to live in. The traffic system enables income, is one of many factors that population should be given possibilities to travel sustainably in everyday life and that people to move and access the supp- influence how much and in what goods should can be transported efficiently ly existing in different parts of the way people travel. The higher the on the city’s terms city, e.g. school, work, culture, events income per household, the more and leisure activities. Access to trips per day are carried out, and the high standard public transport, and more of these trips are carried out by ONGOING accessible cycle and walking lanes, car. Good accessibility for Malmö’s Identifying and bridging physical and mental sets a framework for sustainable and inhabitants is desirable, and in order barriers in the inter-departmental work healthy travelling. to create this, measures targeting within the project Levande Malmö (Living Malmö) (SBK, GK). walking, cycling and public transport Traffic influences the inhabitants’ is an important strategy. These trans- situation in terms of accessibili- port modes have lower thresholds NEXT STEP ty, safety and security. Traffic and regarding costs for the individual, Further develop Malmö departing from the infrastructure also directly influence and they enable for all inhabitants, action plan developed by the Commission public health through, e.g., noise pol- regardless of income, to access the for a socially sustainable Malmö, and more clearly connect this project to traffic and free- lution, air quality, barrier effects and city’s supply more easily, as well as to dom of movement in the city (GK, SBK, SK). accident risks. Especially children, el- contribute to urban life, the labour derly and disabled persons are highly market and economically sustainable Develop a Safety Strategy for public places influenced by the negative effects growth. (GK, SBK, SK, SoF of traffic, both in terms of moving

HUMAN BEINGS | 19 MalmöbornasMalmöbornas Resor Resor MalmöbornasMalmöbornas Resor Resor 2013 2013 2013 2013 Women2013Women2013 2013Men 2013Men WomenWomen Men Men

12 % 12 % 17 % 17 % 34 % 34 % 12 % 12 % 17 % 17 % 20 % 20 % 34 % 34 % 48 % 48 % 24 % 24 % 48 % 20 % 20 % Modal split for the inhabitants’ 48 % trips, divided between men and 24 % 24 % women in 2013. 23 % 23 % 18% 18% 23 % 23 % 18% 18%

Gender equality leads greater accessibility makes travelling ties; it moves from organized activity to accessibility for a greater on foot, by bicycle and with public in clubs to spontaneous activity number of people transport more rational and the city without demand for regular practice Women and men should have the more equal. or competition. This development same power to shape society and should be taken into consideration their own lives. In order to increase Increased possibilities for children when planning for increased acces- knowledge about travel conditions and youths to move sibility, in order to offer Malmö’s in- Photo: Åsa Svensson in society, and to create a more equal Malmö’s population is younger than habitants the possibility to be active transport system, it is important to the average for Swedish cities, and regardless of time or organisation. Safe routes to school should be in ness and knowledge of public health Definition ofcommunity transport incorporate a perspective grounded according to demographic projec- focus in order to make it possible and traffic should increase among Service function for persons with a non temporal disability who due to their infirmity in equality in the work with trans- tions, the 6-15 age group will grow ONGOING for school children to safely get to children, parents and staff. Further- face considerable difficulties when moving port. In 2020, Malmö should be a the most until 2020. The perspective Increasing and spreading knowledge of the school and leisure activities without more, traffic safety and environmen- on their own or when using general city with equal activities reaching to of children and youths should be connection between gender equality and adult company. This increases tal impact connected to the delivery public transport. all women and men, girls and boys, illuminated and taken into conside- traffic. (GK) children’s empowerment, freedom of goods to schools and preschools Definition of regardless of background and belon- ration in all decisions within urban of movement and public health; it must be improved. special public transport ging. Design, function and use of the planning. Children’s and youths’ par- strengthens school results, promo- NEXT STEP A publicly funded traffic that requires a certain traffic system and urban environme- ticipation and influence in questions tes integration and enhances the Improve accessibility for elderly permission to use. The notion contains, among Define an equal traffic system for Malmö. other things, community transport, national nts should give everyone fundamen- regarding the city, and themselves, Clarify measurable targets and indicators environment around schools. The- and disabled people community transport, some emergency tal access to their city. should be seen as a resource in the (GK, SBK, SK). reby, traffic planning can contribute The goal of increased accessibility trips as well as school and special school planning procedure, and special to children’s development as active for more inhabitants places greater transport. Special public transport can be Prioritising certain transport modes forms of participation for children and independent citizens. demands on the way urban en- scheduled or called upon, and should be is an important factor for increased and youths must be developed. ONGOING vironments and streets are laid out. carried out with specially adapted vehicles (normally taxi vehicles). equality. A city and a traffic system Developing the work in the Street and Big problems with traffic safety, and Everyone should be able to move Parks Department’s School Traffic Group with an imbalanced modal split, Traffic planning should always take with the aim to increase knowledge of safety in general, can occur when safely throughout the city, regardless where car traffic is the dominating the needs of children and other children’s needs in traffic, and to increase parents drive their children to school of age, gender or physical and men- mode of transport, limits citizens’ unprotected road-users into consi- parents’ awareness of how the traffic situa- and leisure activities. The size and tal abilities. The urban environment empowerment and their possibili- deration, and a traffic system that tion around schools can be improved when localisation of preschools, schools must be laid out in a way that makes ONGOING more people use alternatives to cars. (GK). Implement the Accessibility Programme ty to move in everyday life. In the sees to children’s need for movement and other institutions aiming at it possible for elderly and disabled 2008 for Malmö and the Action plan for current situation, where men own and security should be a key priority. Developing the work on and connection children and youths are important people to orientate themselves and easily removed obstacles (GK). cars and drive cars to a greater extent Malmö should work towards a well to sustainable transport within the Plan factors for sustainable travelling. keep an independent mobility for for public services’ land need (PLASMA). than women, men’s accessibility to developed network of cycle and wal- (SBK, GK). a better quality of life. Access to the city and the region is generally king lanes that provides for children’s A holistic approach must be the all modes of transport, including NEXT STEP higher than women’s. The proximity need to move throughout the whole starting point for school related community transport and special Develop a concept for coordinated dialogue and mobility management measures to high standard public transport city. NEXT STEP traffic topics with the goal to achieve public transport, is important when it in order to create higher participation and possibilities to move on foot Develop and try out a concept of car free high traffic safety and a good traffic comes to making it possible for disa- among inhabitants, departing from incre- and by bicycle can compensate for There is a gradual and general schools both regarding parents taking their environment, both real and experien- bled people and elderly to take part ased sustainable travelling in each SUMP this. Planning that strives towards a change among children and youths children to school and freight traffic (GK, ced. The number of cars outside of of the city and enrich urban life. area. The visions for each area should serve SBK, FK, MF, FSF, GSF as a basis for this project (GK, SoF). denser and more integrated city with and their demand for leisure activi- schools should decrease, and aware-

20 | HUMAN BEINGS HUMAN BEINGS | 21 ONGOING Strengthening and developing the inter-departmental local working group for “Healt- hy cities” that works with public health in Regementsgatan, an example of an existing main road with more space for walking, cycling, trees and activities. (Photo: Åsa Svensson). planning. www.healthycities.se (SBK, GK).

INVOLVING PEOPLE AND PLAN- of traffic environment they wished traffic according to the option“better Photo: Åsa Svensson NING TRAFFIC FOR IMPROVED for in the inner city. The method is level-of-service and more street space PUBLIC HEALTH developed by VTI (Swedish Trans- for cars”. In this scenario, streets are “A large majority of the inhabitants are Increased physical activity and improve the physical and mental Enabling people to influence how port Research Institute), and similar designed mainly with cars in mind: supporters of less car traffic and parking public health public health for people living in the city and traffic system are desig- surveys have been carried out in, good accessibility for cars and good in the city centre, under the condition There is a strong connection and commuting to Malmö. The more ned is a basic requirement in order to e.g., Norrköping and Helsingborg. parking possibilities to low costs. that the decreased accessibility for cars between physical activity and redu- people living in Malmö, the greater create participation among citizens. The consulted citizens were asked to leads to direct positive consequences for ced risk of overweight and obesity. impact the goals of changed modal This also leads to improved physical consider the three different scenarios In the report based on the question- walking, cycling and public transport in Overweight and obesity in turn influ- shares and mental health. Transparency in briefly described below. naire survey, the following conclu- the same area. Most inhabitants regard ence the risk of other diseases such will have on public health. how the City Administration works sions were drawn: such a traffic diversion as contributing as diabetes, high blood pressure, car- with traffic reduces the distance The result showed that nearly half to a better and more attractive city diovascular diseases, some forms of An increase in the number and mo- between the organisation and the (47%) of the respondents consider “The results show that 80% of the centre.” cancer and joint pain. These diseases dal share of public transport trips has citizens – explaining and simplifying the scenario of “an inner city with inhabitants are in favour of an inner city bring suffering for the individual as positive impacts on public health, the complex urban development more space for walking, cycling and traffic that is more restrictive towards These results show that a vast ma- well as high costs for society. if the majority of public transport process are measures that in them- public transport” most desirable. This car traffic and parking than today. Close jority of the inhabitants wish for a trips are moved from car traffic selves contribute to increased social scenario implies that visitors who ar- to half of the inhabitants support far- development towards a slower pace The way we choose to activate instead of from walking or cycling. sustainability. rive in cars are directed to car parks, reaching changes where pedestrians, in traffic and limitations for car traffic, ourselves in our everyday lives also Studies carried out on behalf of the and that transit traffic is directed to cyclists and public transport are high which will benefit walking, cycling influences how happy we are. By Swedish Transport Administration The impression of having good streets outside of the city centre. priorities. The other group, constituting and public transport in the inner city. choosing active transport modes, (Trafikverket) have shown that urban accessibility, regardless of gender, Service vehicles, such as community one third, is in favour of somewhat more This supports the Sustainable Urban such as walking and cycling, we areas with well functioning public age, socioeconomic conditions transport, taxi, vehicles for disabled, careful actions where restricted space Mobility Plan’s goal of a more balan- contribute to our own physical and transport have lower levels of chro- or physical and mental ability, is transport of goods and city logistic, for cars is used to prioritise pedestrians ced modal split. How Malmö’s future mental well-being. nic illness. BMI (Body Mass Index), a democratic right increasing the can use certain streets on pedestri- and cyclists.” urbanized roads can be designed obesity and high blood pressure are citizens’ empowerment and mobility. ans’ and cyclists’ terms. will be presented in the forthcoming When targeting measures on traffic, also proved to be lower in cities with The possibility to easier being able “An interesting result that follows the chapter about urbanized main roads. it is important to bear in mind who higher population density and well to choose between different modes The option of an inner city with “a analysis, and that in a clear way is sig- the effort will reach. Besides the so- functioning public transport. The way of transport strengthens the inhabi- slower pace in traffic” was chosen nalled by the total outcome of the main cioeconomic benefits, health effects travelling changes with developed tants’ mobility and leads to changed by more than a third (34%) of the question, is that a majority of the inha- for the individual must be valued. public transport is crucial to public modal shares. respondents. In this scenario, cars are bitants that drive and park in the city The greatest effect will be reached health. Consequently, it is important given less space on bigger streets in centre prefer a diversion of the inner city when people who otherwise do not that increased travelling with public What do Malmö’s citizens wish for? the inner city in favour of pedestrians traffic towards more space for walking, move at all start to go for walks or transport does not imply reduced In conjunction with the travel survey and cyclists. cycling and public transport.” use more active ways of travelling. walking and cycling, which would conducted in autumn 2013, 2 500 Nearly 18% of the respondents find be negative from a public health persons from all over Malmö (40% that the inner city, to a greater extent A higher share of trips on foot and by perspective. response rate) were asked what kind than today, should be adapted to car bicycle, so called active trips, would

22 | HUMAN BEINGS HUMAN BEINGS | 23 EXAMPLE

Public health benefits through increased travelling on foot and by bicycle % 15 NG In order to throw light upon public health benefits deriving from changed modal shares, KI AL INSPIRING with the objective of more active transport modes (cycling and walking) as a starting point, an W B IC example departing from the World Health Organization’s (WHO) Health Economic Y ONDITION C C S L Assessment Tool (HEAT) is presented. This calculation model is based upon established research E 3 IN 0 results and estimates the socioeconomic value of better public health through increased shares of T % E trips on foot or by bicycle. For more information about the calculation model, see: http://www.euro. G R A who.int/ G T G I N IN BI N I K CY L C G A L % V W E L Baseline 5 2 O T V R T Current population: 310 000 inhabitants O N R P

I S

O N

Current modal shares: 15% walking, 22% cycling (only main mode of transport) A

S T

C I

Number of trips per day: 2.6 trips/person N

U P

Average travel length on foot: 1.4 km R

A D

C C N

A Average travel length by bicycle: 3.0 km I

E L

Reduced cycling during 3 months/year: 20% T

U A D

N P

Population projection 2030: 400 000 inhabitants C

Objective for modal shares: 15% walking, 30% cycling (only main mode of transport) I

N I

Number of trips per day and average travel length per trip and mode of transport are in this ex- I

ample assumed to be the same in 2030. 3 0 % Model for mobility management within the City Public health benefits through increased trips on foot 505 millions/year of Malmö. The inner modal split circle shows the result of the travel survey from 2013, and Public health benefits through an increased the outer one represents the objective for the amount of trips by bicycle and a higher share of cycling: 1,120 millions/year inhabitants’ trips in 2030.

A greener city and possibility the city’s attractiveness and equa- ONGOING In order to design safe, attractive and expense of reduced level-of-service to recreation lity. Malmö works according to the Implementing recreational cycle lanes vivid urbanized main roads, the pace for cars, which in turn has a positive ONGOING according to the Bicycle programme (GK). Developing forms that to a higher extent Proximity to parks and green areas, Swedish Traffic Administration’s along them needs to be slower. Traf- impact on the demand for sustai- coordinate Mobility management with and the possibility of getting there, Vision Zero with the goal that no one Lifting the perspective of sustainable fic safety regarding traffic collisions nable solutions. Reversed, the City implementation of physical and regulated are factors influencing public health. should be killed or severely injured transport in the development of a new Plan is strengthened when more pedestri- Administration must be aware of the actions (GK). Spending time in green environme- in traffic. for green and blue environments in Malmö ans and cyclists are claming space citizens’ demands regarding sustaina- (GK). nts has a positive impact on physical in traffic. Single accidents, e.g. where ble transport in everyday life. as well as mental well-being. Physical The speed of motor vehicles is the pedestrians stumble on slippery NEXT STEP activity increases, the body recovers single most important factor for roads in winter or when cyclists fall Willpower, knowledge and under- Establish new collaborations where social ONGOING sustainability, in a clearer way, is connec- and stress levels sink. Green areas traffic safety. Speed influences the A new traffic safety strategy for 2015-2020 over, is one of the great challenges standing are important factors in the ted to mobility management measures, also benefit social participation and probability for traffic accidents have been developed. During the process, that the City of Malmö is facing when work with changing attitudes and e.g. through framing Bicycle rights for all interaction between people. In a to occur and their consequences. problems have been identified and impor- it comes to increased traffic safety. behaviour. When working with beha- citizens (GK, SK, SoF). See p. 25. tant strategies and measures pointed out Develop a model that enables business to denser city, it is important to take Studies on fatal accidents in urban with the goal of reducing the number of vioural influence, the consequences - through their work with CSR* - take active advantage of and develop green areas have shown that speed limits, injured and killed in traffic (GK). MOBILITY MANAGEMENT of individuals’ and organisations’ part in Malmö as a bicycle friendly city (GK, environments. It is important that in many cases, are not adjusted to Traffic consists of human and goods conduct is put in focus. When presen- SKB, MF, SK). See p. 25. *Corporate Social Responsibility the development of Malmö’s urban the demands of Vision Zero. Correctly in movement. Mobility management ting visions and alternative transport environments and traffic system signposted speed limits, physical is a method aiming to promote sus- modes and ways to travel, different embraces green values. actions and behavioural influence tainable transport through changing possibilities are pointed at. On these are factors estimated to have great attitudes and behaviours. This is an grounds, the City of Malmö can help SLOWER PACE AND HIGHER potential to save lives in urban areas. important part of creating a sustai- to offer solutions and to inspire to TRAFFIC SAFETY Even small changes in actual speed nable and attractive urban life in an new travel behaviour in everyday life A safe traffic environment is a natural can have positive effects on traffic expanding city. The work with mobili- for both individuals and business. part of sustainable urban develop- safety. A slower pace on streets leads ty management includes creating ment. Malmö should be a city where to a better environment for the inha- demand, acceptance and possibilities everyone can travel safely both in bitants and to fewer accidents. This for sustainable transport modes. It is general and in terms of traffic. Traffic is important in order to reduce the easier to accomplish this if citizens safety and experienced safety go barriers created by motor traffic. accept that walking, cycling and hand in hand and are important for public transport are prioritised at the

24 | HUMAN BEINGS HUMAN BEINGS | 25 3 TRAFFIC AND MOVEMENT

The population in Malmö, Skåne and the Öresund region is growing, which increases traffic and commuting to and from Malmö. This implies a growing demand for transport – more people will move and spend time on the city’s sidewalks, cycle lanes and streets, at the same time as the flow of You are not stuck in General priority model for different goods, material and waste will increase. In order to meet the growing demand for transport, Malmö transport modes in urban planning has to continue to invest in high capacity traffic solutions, grounded in a higher share of people wal- traffic - you are part of it. within the City of Malmö. king, cycling and using public transport, as well as in more efficient freight traffic. Malmö also has to continue its development in line with a clear urban planning strategy centered around a dense, green and integrated city with short distances, which contributes to reducing person miles travelled (PMT) and the need for cars. In that way, Malmö becomes more accessible for a greater number of people. Prioritisation of traffic surfaces and space for buildings, squares, meeting places and parks must be made departing from a holistic perspective with the city’s best interests in mind. This chapter clarifies objectives for travelling, commuting and freight traffic and presents strategies for how the CHANGED TRAVEL PATTERNS vourable for inhabitants, commuters port modes than passenger car traffic objectives can be reached. FOR GREATER ACCESSIBILITY and businesses. A changed modal – both regarding parking space and In a growing Malmö, it is important split creates space for other purposes space for movement. If more people CHANGED TRAVEL PATTERNS FOR GREATER ACCESSIBILITY that the modal share of car traf- than traffic, and is crucial for creating choose to walk, cycle or use public PRIORITISING SURFACE EFFICIENT TRANSPORT MODES – REORGANISING STREETSCAPES fic decreases. Increased car traffic better level-of-service and accessibili- transport, space for a greater number leads to increased spatial claims for ty for a greater number of people. of people to move and spend time in PROMOTING GREEN VEHICLES, TECHNICAL INNOVATIONS AND RENEWABLE FUELS infrastructure, noise and air pollution, the city is generated – more people TARGET ORIENTED TRANSPORT DEMAND congestion, worse level-of-service Confronting increased car traffic and gain access to what Malmö has to offer. OBJECTIVE FOR PASSENGER AND FREIGHT TRAFFIC WITHIN, TO AND FROM MALMÖ and accessibility for citizens and congestion with more or broader business, which in turn influence the streets and roads is a short-term OBJECTIVE FOR INHABITANTS’ TRIPS city’s attractiveness in many ways. strategy. More road space, to a great STRATEGIES FOR INHABITANTS’ TRIPS In order to gain greater understan- extent, leads to increased car traffic. ding for how a more attractive and Such a strategy is not compatible with OBJECTIVE - SUSTAINABLE COMMUTING accessible city can be created, focus Malmö’s targets of changed modal STRATEGIES - SUSTAINABLE COMMUTING should lay on traffic as constituted by shares or the overarching goal of a OBJECTIVE - SUSTAINABLE FREIGHT TRAFFIC AND CITY LOGISTICS humans and goods, not by vehicles. more environmentally, socially and economically sustainable city. In order NEXT STEP STRATEGIES FOR SUSTAINABLE FREIGHT TRAFFIC AND CITY LOGISTICS Define sustainable car traffic. This should be Through prioritising surface efficient to allow Malmö to grow sustainably, done within a Programme for Sustainable Car transport modes, congestion can be investments must be made in alter- Traffic (GK, SBK, MF). prevented and the accessibility in the natives to increased level-of-service city can improve. More of Malmö’s for car traffic: alternatives with better inhabitants, workers and commuters accessibility and level-of-service for Definition avtillgänglighet will find it easier to get to work and cycling, walking and public transport. Möjlighet att kunna nå en målpunkt. school, trade and entertainment, Skapar förutsättningar till förflyttningar för både medborgare och näringsliv avseende recreation and leisure activities. An PRIORITISING SURFACE såväl persontrafik som godstransporter. easy access with different transport EFFICIENT TRANSPORT MODES – modes within, to and from Malmö REORGANISING STREETSCAPES Definition avframkomlighet contributes to a stimulation of the Walking, cycling and public transport Mått på transportkvalitet med avseende labour market in the region and is fa- are all more surface efficient trans- på restid, d v s hur lång tid det tar att färdas mellan två målpunkter eller platser.

TRAFFIC AND MOVEMENT | 27 Capacity/hour

20 000 17 000 17 000

15 000

10 000 8 000

5 000 3 000 1 800 Motorway 900 Street

0,8 1,2 MalmöExpressen – a new, 24 m long, double articulated bus, powered by a hybrid engine (gas and electricity), developed for the City of Malmö together 2,1 with the regional public transport authority (Skånetrafiken), Nobina and Van Hool (Photo: Åsa Svensson).

Area (m²)/person 9,7 TARGET ORIENTED reduced car use in benefit of public TRANSPORT DEMAND transport and cycling can be observed. ONGOING Developing models for traffic and According to demographic projections In Malmö, this trend is stronger than projection models for all modes of 22,1 carried out by the City Administration, in Sweden in general. This can partly transport, including walking, cycling Malmö is estimated to grow with app- be explained through short distances and freight traffic (GK).

Figure presenting the general flow capacity per hour, and the space required per person, for different transport modes. This shows, among other things, that roximately 100 000 inhabitants and to destinations within the city, good Increasing collaboration with other or- pedestrian traffic is more space efficient than public transport and that public transport in turn is more space efficient than passenger car traffic. Space demand per 50 000 workplaces within the outer alternatives to cars and changed ganisations in order to gain access to transport mode includes both space required for movement, streets and carriageways, and for parking. Source: TÖI, Norwegian Centre for Transport Research. ring road until 2030. More inhabitants, values regarding owning and using relevant data throughout the region, more employment opportunities, passenger cars. both domestic and international. Flow capacity compares how many Measures targeting electric city buses more visitors and tourists, and an ONGOING trips that can be carried out in one and regional buses have had a large increased population in the region in Planning work within the City of Implementing actions set in the Traffic NEXT STEP hour with different transport modes. impact on air quality and noise clima- Environment Program 2012-2017 general imply increased passenger Malmö should depart from the vision Gather in-depth knowledge about This measure of level-of-service can te in central Malmö. about clean, quiet and efficient motor traffic and more freight traffic. of the desired city and the targets subjective factors for travelling choices also be seen as a measure of acces- vehicle transport (GK, MF, SBK). within traffic modelling, and develop that have been developed for traffic. scenario modelling to serve as a basis sibility in the number of potential The activities within the City of Malmö The energy strategy for 2009 is valid, a In order to predict future demand for Target oriented traffic projections for prioritisation and decision-making visitors or clients. Measures targe- generate a significant number of new energy strategy is under prepara- transport, projections of population should be applied to concretize and (GK). ting space efficient passenger trips transports. This implies a big respon- tion (SBK). growth and traffic increase are carried clarify the goals stated in the Sustai- and integrated surfaces, including sibility as well a possibility to urge out. Traffic projections form a founda- nable Urban Mobility Plan. To form pedestrian streets and walking speed development and to demand renewa- tion when describing changes in travel a basis for noise calculations and air areas, can also improve accessibility ble and fossil-free fuels. behaviour and traffic quantity for all quality calculations, different scenari- ONGOING for goods delivery. The City of Malmö together with the traffic modes. Additionally, they are os regarding traffic amounts shall be Increased use of electric bicycles regional public transport authority used to calculate noise and air pollu- used. The point of departure should be PROMOTING GREEN VEHICLES, means that bicycle traffic can become (Skånetrafiken) investigate possibilities tion deriving from traffic. to describe and predict different risks TECHNICAL INNOVATIONS AND a larger competitor to car traffic. The to implement the use electric buses in city traffic (GK). On a domestic as well as an inter- concerning health, environment RENEWABLE FUELS electrifying of public transport, with national level, a clear trend towards and climate. Parallel to the work towards a chang- electric buses and trams, leads to ed and more balanced modal split, the quieter, cleaner and more attractive Development of traffic modes and population 2007-2013 NEXT STEP City Administration works to promote urban environments. Most environme- (2007=index 100) Develop a new strategy for green Development of the number of trips by car, bi- 140 cleaner, quieter and more efficient ntal benefits are reached if the public vehicles - this can be made within a cycle, bus and train during the period 2007-2013, motor vehicle transports. Since a high transport system attracts motorists. program for sustainable car traffic. 135 as well as demographic development during the Monitor technical development within 130 same years. Walking is not taken into considera- share of today’s motor vehicle trips A modern rail system is estimated to the field of vehicles and renewable 125 tion in the comparison due to insufficient data. will be carried out in the future as have the best chance to attract these fuels (GK, MF). For cars, traffic flows for an average weekday 120 Population well, more measures targeting green travellers to public transport. More count over all cross sections each year. For x Bicycle e 115 bicycles, the development in central Malmö is

vehicles and renewable fuels must environmentally adapted distribution n d I Bus be taken. The share of motor vehicles vehicles can also push the develop- 110 presented. For public transport, all trips per year Train for all bus or train lines in Malmö are presented. 105 powered by natural gas, gaseous hy- ment in this direction, which is not Car In order to be able to compare data for the drogen and electricity must increase least important in a growing city with 100 different transport modes and the population, in order to further reduce environ- growing flow of goods. 95 as well as to show a development over time, the 90 values have been indexed. 2007 is the baseline mental impact of motor vehicles. 2007 2008 2009 2010 2011 2012 2013 (index = 100).

28 | TRAFFIC AND MOVEMENT TRAFFIC AND MOVEMENT | 29 Malmöbornas Resor

2013 2020 2030

OBJECTIVE FOR PASSENGER Population growth and OBJECTIVE FOR AND FREIGHT TRAFFIC WITHIN, possible scenarios INHABITANTS’ TRIPS 15 % 15 % 15 % TO AND FROM MALMÖ The future demographic develop- Inhabitants’ trips and movements 40 % 36% 30 % Cities give rise to both passenger ment in Malmö and the number of are meaningful for a dynamic urban traffic and freight traffic – two kinds commute trips to Malmö depends on life. The way the traffic system and 22 % 26 % of transports with different needs, many uncertain factors. Therefore, urban environments are planned, 30 % 25 % possibilities and interests. The the Sustainable Urban Mobility Plan designed and used has great im- 21 % 23 % objective for these transport modes presents two different scenarios pact on the inhabitants’ everyday has been divided into two in order to regarding population growth in lives and their possibilities to create 2013 2020 2030 create clarity and to point at differen- Malmö and the region until 2030. favourable conditions for themsel- ces in their characters. These estimations are based upon ves. When it comes to reaching the Modal split for the inhabitants’ trips expected population growth accor- goals of changed modal shares, it is regarding main mode of transport, travel Passenger traffic consists of trips car- ding to demographic projections car- the physical conditions in the city Inpendlingsections not included. From the left: 400 000 ried out by inhabitants, visitors and ried out by the City Administration. and the inhabitants’ travel behaviour 2013, followed by the objective for 2020 inhabitants and the objective for 2030. Note that the 360 000 commuters to and from school, work, that create a more sustainable and modal split for 20132013 does not amount400000 to 2020 inhabitants 2030 stores and to run errands. In order to Scenario A describes a moderate attractive Malmö. 100%, since the category “other mode of 15 % develop Malmö and its traffic system population growth with an average transport” is not displayed. 310 000 3 %350000 4 % 5 % in the right direction, a gathered of 2 900 more inhabitants per year The modal split for 2013 describes the inhabitants 15 % objective regarding modal shares for until 2030. In scenario A there are 360 result from the travel survey RVU2013. 300000 inhabitants’ and commuters’ trips is 000 citizens in Malmö 2030. Scenario The objective for 2030 has been 15 % 30 % required. The objective for a sustaina- B describes a stronger population defined departing from a balanced 250000 30 % ble transport system is most conve- growth with around 5 300 more mix of the Pedestrian Programme 22 % 200000 niently described in modal shares. inhabitants per year until 3020. (2012-2018), the Bicycle Programme Number of citizens in Malmö and33 modal % 39 % 50 % 25 % 45 % The adopted objective regarding a Scenario B should be compared (2012-2019), a list of the targets in the split 2013, followed62 % by estimations of 21 % 57% 25 % changed and more balanced modal with the population growth that the Network of Public transport (Koll2020) population increase and objective150000 for scenario A and B for 2030. Modal split split is a clear sign of whether a trans- Comprehensive Plan has in readiness, and the Traffic Environment Program- with regards to main mode of transport,100000 port system develops to become i.e. that Malmö can grow to 400 000 me (2012-2017). The objective for 2020 travel sections not included. Note that more environmentally, economically inhabitants until 2030. shows the modal shares for different the modal split for 2030 does not amount to 100%, since the category “other mode50000 40 % 30 % 30 % and socially sustainable transport modes that at the very least of transport” (2%) is not displayed. Scenario A and B for commuting are needs to be fulfilled in order to reach 0 In order to show what traffic can based upon the same growth percen- the combined objective for 2030. 2013 2030 2030 contribute to, viewed from a broader tage as the population growth. This Scenario A Scenario B perspective, the objective of changed means that the number of work op- The total amount of the inhabitants’ modal shares works as a symbol for portunities in Malmö and throughout trips will increase along with the how well the city will succeed with the labour market region grows by increasing population. Scenario A and bicycle trips by around 60-75%, the Travelling usually begins or ends with behaviour, the city has been divided a number of overarching goals. A the same percentage as the number B describe two potential population number of trips with public transport movement on foot. A combination into fifteen sub areas – so called traffic system with higher capacity for of inhabitants. Scenario A describes growth rates until 2030 and what each by around 40-55%, and the number of walking trips and trips with public SUMP areas. The divide is based upon sustainable transport modes creates a moderate growth in commuting one would imply for the modal split of car trips will decrease by around transport is most common. Therefo- how buildings and infrastructure are possibilities for a Malmö that is more with an average of 600 more trips to as well as for the total amount of trips 5-15%. Consequently, the most signi- re, it is important to aim for a high differentiated today. The conditions adapted to humans, more equal and Malmö per year until 2030. Scenario carried out by the inhabitants. ficant increase in the number of trips increase in walking, although the ob- of and access to different transport greener. It also opens up for a city B describes a stronger growth in will take place within bicycle traffic jective describes a modest increase. modes vary between the different with better public health and better commuting with an average of 1 100 Depending on the population growth and public transport. sub areas, and the objectives for accessibility for more people – a more more trips per year until 2030. according to the two scenarios, the The decrease in the number of car transport modes has been adapted attractive Malmö and a traffic system number of walking trips will increase The height of the bars in the bar trips will mainly be replaced by accordingly. If the objectives for the where energy use and emissions are by around 15-30%, the number of chart on the previous page symboli- cycling and/or public transport, and different sub areas are put together, reduced on a local and global scale. ses the number of trips made by the in order to enable this change, it is the overarching goal for transport inhabitants. The modal split des- important to also be able to move modes is reached. In Malmö, the circulation of freight cribes the main mode of transport easily on foot. Therefore, major traffic is less studied than the circula- used for one trip. How many travel measures that target these transport tion of passenger traffic. The work on sections made, and which or what modes should be taken. ONGOING Explanation of modal share Follow-up of travel behaviour and traffic gathering knowledge on this topic, percentage allocation describing the main transport mode used regarding the number of trips transport mode used, is not presen- development through travel surveys together with private and public with different transport modes. The division is given by the results from travel surveys, where ted. Experience, together with the Objective for sub areas and traffic calculations for all modes of actors, is a priority within the City citizens in Malmö and Skåne during one week’s time state where, how and why they travel. In result of the travel survey RVU2013, In order to make the future goals transport. Working with how traffic development is communicated internally and 2013, a travel survey was carried out where around 70 000 persons all over Skåne were consulted, indicates that a large part of all travel for transport modes concrete, and of Malmö. The objective for freight of which 12 000 in Malmö. The response rate was 37% in Skåne and 33% in Malmö. Comparable externally (GK). traffic is described in words. travel surveys were carried out in 2003 and 2008. sections are carried out by walking. to show potential to change travel

30 | TRAFFIC AND MOVEMENT TRAFFIC AND MOVEMENT | 31 B e fo lk n in g s fö r ä n d r in g o c h fö r ä n d r in g i a n t a l r e s o r t ill 2 0 3 0 (2 0 1 3 ä r b a s å r )

A n ta l B e fo lk n in g s - D elom råde invånare ö k n in g till 2013 2030 1 Centrum 61 900 + + - - - + + + + + + 2 Slo ttssta d e n 32 000 + - - + + 3 Västra ham nen 6 700 + + + + + + + + + + + + 4 N o r r a h a m n e n 0 5 K ir s e b e r g 15 800 + + + + + + + 6 Ro se n g å rd /S o rg e n fri 51 500 + + - - + + + + + + + 7 F o s ie 38 600 + + - - - + + + + + + 8 H o lm a /K r o k s b ä c k 23 500 + - + + + 9 L im h a m n 25 000 + + - + + + + + + + 10 Bunkeflostrand 12 900 + + + + 1 1 H y llie 5 700 + + + + + + + + + + + + 1 2 J ä g e r s r o 100 1 3 H u s ie 21 000 + - + + + 1 4 O x ie 12 300 + - + + + 15 Tygelsjö 4 200 + + +

M ålbild färdm edesandelar 2030(2013)

DSub elom area råde

1 Centrum 15% (25%) 25% (23%) 35% (25%) 25% (25%)

2 Slo ttssta d e n 25% (33%) 20% (16%) 40% (34%) 15% (14%)

3 Västra ham nen 20% (30%) 30% (25%) 30% (25%) 20% (17%) 4 N o r r a h a m n e n 25% 30% 30% 15%

5 K ir s e b e r g 25% (34%) 30% (24%) 30% (24%) 15% (16%)

6 Ro se n g å rd /S o rg e n fri20% (31%) 30% (25%) 35% (28%) 15% (15%)

7 F o s ie 30% (49%) 35% (24%) 25% (18%) 10% (6%)

8 H o lm a /K r o k s b ä c k 30% (40%) 20% (17%) 30% (22%) 20% (18%)

9 L im h a m n 35% (54%) 20% (14%) 30% (20%) 15% (10%)

10 Bunkeflostrand 45% (62%) 25% (18%) 20% (9%) 10% (8%)

1 1 H y llie 30% (56%) 30% (14%) 20% (12%) 20% (18%)

1 2 J ä g e r s r o 50% (59%) 15% (12%) 20% (15%) 15% (15%)

1 3 H u s ie 50% (63%) 20% (15%) 20% (14%) 10% (8%)

1 4 O x ie 50% (64%) 25% (20%) 15% (6%) 10% (8%)

15 Tygelsjö 55% (72%) 20% (12%) 15% (4%) 10% (9%)

TotalSum m erat 30% (40%) 25% (21%) 30% (22%) 15% (15%) Malmö divided into 15 sub areas, so called SUMP areas. Objective 2030 for modal split for each SUMP area. The result from a travel survey, RVU2013, is displayed within brackets. The modal split regards all trips made by inhabitants within, to/from and outside of the areas. The area of Norra hamnen almost exclusively consists of business today; the number of inhabitants is negligible. The increase in the total amount Bicycle traffic has the greatest of trips in Malmö depends on the potential to increase in central and ONGOING Further developing target oriented population growth both in Malmö semi-central areas, but in general, projections in order to support urban in total and in each sub area. The a significant increase in all sub areas planning (GK). ChangeB e fo lk in n in population g s fö r ä n d r in and g numbero c h fö rof ä ntrips d r in guntil i 2030a n t a (2013 l r e s ois r baseline) t ill 2 0 3 0 (2 0 1 3 ä r b a s å r ) change in the number of trips in each is needed. The largest increase in Lifting the perspective of sustainable sub area, as described in the chart bicycle traffic should take place in transport in the interdepartmental NumberA n ta l of BPopulation e fo lk n in g s - above, depends on the population the City centre, Västra hamnen, work on the Exploitation strategy DSub elom area råde inhabitantsinvånare increaseö k n in g untiltill growth and the goals for changed Rosengård/Sorgenfri and Limhamn. (GK, SBK). 2013 2030 travel behaviour. The population 1 Centrum 61 900 + + - - - + + + + + + Further developing the method used growth in each area is projected, and The largest increase in public trans- in the work on Sustainable travelling in 2 Slo ttssta d e n 32 000 + - - + + the change in traffic is based on the port should take place in areas where Västra hamnen 2013, and keep using 3 Västra ham nen 6 700 + + + + + + + + + + + + objective for traffic. it today, or within a near future, exists the method in other urban development areas (GK, SBK, MF). 4 N o r r a h a m n e n 0 well developed and robust public The highest population growth is transport. In this regard, the largest 5 K ir s e b e r g 15 800 + + + + + + + estimated to take place in Västra increase should take place in the sub 6 Ro se n g å rd /S o rg e n fri 51 500 + + - - + + + + + + + Hamnen and Hyllie (area 3 and 11). areas Hyllie, Fosie, Västra hamnen NEXT STEP When developing operational plans, 7 F o s ie 38 600 + + - - - + + + + + + Along with the population, trips and Rosengård/Sorgenfri, followed policy documents and in planning, 8 H o lm a /K r o k s b ä c k 23 500 with all transport modes will increa- by the City centre, Kirseberg and the main assumption should be the + - + + + se – although it generally should be Limhamn. goals for sustainable transport for 9 L im h a m n 25 000 + + - + + + + + + + the 15 geographical SUMP areas. The walking, cycling and public transport objectives of changed travel behaviour 10 Bunkeflostrand 12 900 + + + + that increases the most. The City centre, Slottsstaden, Rosen- and the Exploitation strategy should 1 1 H y llie 5 700 + + + + + + + + + + + + gård/Sorgenfri and Fosie are the sub strengthen each other (GK, SBK, FK). 1 2 J ä g e r s r o 100 When it comes to walking, there is areas with the greatest potential, and In-depth investigations containing great potential for an increase within where car traffic should decrease. clear strategies regarding target orien- 1 3 H u s ie 21 000 + - + + + sub areas with developed sub area ted transport demand will be carried 1 4 O x ie 12 300 + - + + + centres like Limhamn, Hyllie and The objectives for each area regar- out in chosen sub areas (GK, SBK). 15 Tygelsjö 4 200 + + + Västra Hamnen. Integrated and short ding modal shares, and the needs for Implement a pilot project along a road distance sub area centres enable a change that they imply, should be stretch, with actions departing from Challenges and changes in travel behaviour and number of trips based on estimated population increase in each area. The changes higher share of walking trips. guiding. The goals for each sub area the objective of changed modal shares are M ålbildnot presented färdm in numbers edesandelar – “+” stands for increase2030(2013) and “-” for decrease, and they symbolize changes in either population or and target oriented projections (GK, travelling. The more of the same sign, the bigger the changes in population or travelling. These estimations serve to give a rough must be reached in order to achieve SBK, FK, MF). indication of where measures should be taken and travel behaviour change in order to reach the defined goals for travelling until the overall goal. 2030. TheD elomareas rådeNorra hamnen and Jägersro almost exclusively consist of business today; the number of inhabitants is negligible.

1 Centrum 15% (25%) 25% (23%) 35% (25%) 25% (25%) 32 | TRAFFIC AND MOVEMENT TRAFFIC AND MOVEMENT | 33 2 Slo ttssta d e n 25% (33%) 20% (16%) 40% (34%) 15% (14%)

3 Västra ham nen 20% (30%) 30% (25%) 30% (25%) 20% (17%) 4 N o r r a h a m n e n 25% 30% 30% 15%

5 K ir s e b e r g 25% (34%) 30% (24%) 30% (24%) 15% (16%)

6 Ro se n g å rd /S o rg e n fri20% (31%) 30% (25%) 35% (28%) 15% (15%)

7 F o s ie 30% (49%) 35% (24%) 25% (18%) 10% (6%)

8 H o lm a /K r o k s b ä c k 30% (40%) 20% (17%) 30% (22%) 20% (18%)

9 L im h a m n 35% (54%) 20% (14%) 30% (20%) 15% (10%)

10 Bunkeflostrand 45% (62%) 25% (18%) 20% (9%) 10% (8%)

1 1 H y llie 30% (56%) 30% (14%) 20% (12%) 20% (18%)

1 2 J ä g e r s r o 50% (59%) 15% (12%) 20% (15%) 15% (15%)

1 3 H u s ie 50% (63%) 20% (15%) 20% (14%) 10% (8%)

1 4 O x ie 50% (64%) 25% (20%) 15% (6%) 10% (8%)

15 Tygelsjö 55% (72%) 20% (12%) 15% (4%) 10% (9%)

Sum m erat 30% (40%) 25% (21%) 30% (22%) 15% (15%) Normal bus Articulated bus Bi-articulated bus Tram Tram 12 meters 18 meters 24 meters 30 meters 40 meters

space for 10 people sitting or standing

Practical capacity, i.e. the capacity for different modes of public transport acceptable for travellers in terms of comfort

STRATEGIES FOR development in the right direction. city and, together with the rest of Barrier-breaking and To facilitate movement between Eas- Rail traffic leads to robustness and INHABITANTS’ TRIPS A number of actions, campaigns and the Öresund region, a world-leading reliable public transport tern and Western Malmö and throug- sustainability in the public transport The vision of Malmö’s traffic system activities have been carried out over bicycle metropolis. In order to reach Public transport creates accessibility hout the region, projects to traffic the system and is a more permanent me- is to enable an everyday life where the years. There is potential in coor- the goal of changed modal shares, for large parts of the inhabitants. Continental Line (Kontinentalbanan) asure. The introduction of rail traffic walking, cycling and public transport dinating mobility management and the number of trips made by bicycle It should be reliable, competitive with passenger trains in a MalmöRing can be seen as a contract between are the natural choices for inhabi- physical development. needs to increase. To achieve this, with cars and easy to use in every- are carried out. Along this Malmö- the municipality and private as well tants, and where it is easy to change measures for changed travel beha- day life. Further measures targeting Ring, passenger trains will stop at as public actors who want to esta- between these transport modes. Pedestrian traffic for slow and viour as well as physical actions for institutions and living environments Malmö C, Östervärn, Rosengård, Pers- blish business and construct houses. The inhabitants’ travel behaviour is fast movements increased capacity are required. The in places close to public transport are borg, Svågertop, Hyllie and Triangeln, Rail traffic and urban development crucial for the city’s development and Pedestrian traffic is in itself an impor- objective is to turn Malmö into a city essential for creating a sustainable and in the long term, also in Fosieby. can support each other in construc- attractiveness. In order to influence tant mode of transport. It is also a where it is easy and safe for everyo- and attractive city. In the longer term, the Öresund trains tion of, e.g., complementary housing travel behaviour, a combination mode of transport that starts or ends ne to cycle. The ability to move by can interconnect several of these and business. The introduction of rail of different measures is required – essentially all movement, no matter bicycle in Malmö increases accessibi- City bus traffic constitutes a close stations with Lund and Copenhagen. traffic should be a motor for urban both measures towards behavioural what other transport mode is used. lity as well as freedom of movement network for public movements development and interconnection change and physical actions. To- Pedestrian traffic enriches urban life for large parts of the inhabitants, not within the city. During the last years, In order to create a public transport of sub areas. gether, these factors create synergy and opens up for encounters, which least children and youths, and contri- the number of trips with city buses system with higher capacity, the effects and enable inhabitants to will be even more evident in a more butes to urban life and encounters. has steadily increased. This has re- introduction of a tramway is neces- move with different transport modes densely populated city. sulted in a need for a city bus system sary. A tramway would supplement when making different kinds of trips. with higher capacity. and strengthen other sorts of public Attractiveness, comfort and walka- ONGOING transport and create a strong increa- Inspiring in order to bility are three fundamental aspects Implementing the Pedestrian programme MalmöExpressen is a new concept se in capacity for the whole public influence travel behaviour for increased pedestrian traffic. The 2012-2018 (GK). with 24-meter long bi-articulated transport system. More people would Measures to involve, inspire and goal is that people experience a walk city buses with high level-of-service be given the opportunity to move Carrying out the actions described in inform the citizens are required in in Malmö as something positive: so- the Walking lane plan (GK). and comfort on dedicated bus lanes. fast and comfortably between home, order to enable the physical infra- mething that creates surplus value in This concept has been implemented work, school and leisure activities. structure to reach its full potential. addition to the utility of the transport in order to face existing and increa- A tramway can transport two to itself. In combination with accessible ONGOING sing demand for public transport on three times as many passengers as an The City of Malmö works with mobi- public transport, pedestrian traffic is Implementing actions in the Bicycle the distance between Stenkällan and articulated bus. Improved capacity programme 2012-2019, according to the lity management in order to create an attractive alternative for a growing following focus areas: strengthening Västra hamnen, via Rosengård and is important in order to meet higher opportunities for, and acceptance number of citizens and visitors. Malmö’s profile as a bicycle-friendly city, Malmö Central. A continued increase demands and to increase the modal ONGOING of, sustainable transport. In the actions for increased safety and comfort, in demand for public transport will share of public transport. Modern Continuing the development of a long- general actions for infrastructure, more term Public Transport Strategy in order to long run, this contributes to greater Bicycle traffic for more freedom detailed actions for infrastructure, better require that more of today’s city bu- tramways are comfortable, which demand for solutions for sustainable Malmö’s ambition is to become a ses are replaced by concepts similar has been proved to attract former clarify and coordinate the city’s strategic parking (GK). work with public transport (GK, SBK, SK). travelling, which in turn pushes the world renowned bicycle-friendly to MalmöExpressen. car drivers.

34 | TRAFFIC AND MOVEMENT TRAFFIC AND MOVEMENT | 35 Malmöbornas Resor

2013 2020 2030

15 % 15 % 15 % 40 % 36% 30 %

22 % 26 % 30 % 25 % Malmöbornas Resor Inpendling21 % 23 %

72 000 66 000 inpendlare 360 000 62 000 inpendlare inpendlare 330 000 invånare Inpendling 5 % 310 000 invånare 4 % invånare 15 % 3 % 15 % 2013 2020 2030 15 % 30 % 3 %39 % 45 % 4 % 5 % 26 % 33 % EXPLANATION 22 %

The City of Malmö takes part in two ongoing national projects that influence the way metro- politan cities in Sweden develop, both21 when % it comes to construction23 %and to the opportunity 25 % to create more sustainable transport systems - and doing both simultaneously. 33 % The Sweden Negotiation 62 % 57 % 50 % 39 % 50 % 62 % 57% 45 % “The objective of the Sweden Negotiation40 % (Sverigeförhandlingen)36 is to % give Sweden its first high30 speed% railway as fast as possible, where trains should be able to travel at a speed of 320 km/h. The trains will travel from Stockholm to Gothenburg in two hours and from Stockholm to Malmö in two and a half. This measure should lead to more construction and growth2013 in many municipalities2020 and MELLAN regions along the2030 new railway.” MELLAN 2013 2020 MELLAN 2030 MELLAN

“The Sweden Negotiation also looks upon the infrastructure project that is supposed to improve accessibility 2013 2020 2030 and increase construction in our big cities Malmö, Gothenburg and Stockholm. This is a negotiation of part-fi- Modal split for commute trips to Malmö. From the left: 2013, objective for 2020 and objective for 2030. nancing where the utilities are in focus and where municipalities, regions, cities and business can contribute to Note that the modal split for 2013 does not amount to 100%, since the category “other transport mode” is not displayed. the result.” (Sverigeförhandlingen. Access: http://sverigeforhandlingen.se/ [2015-05-04])

The City of Malmö works with describing how the city and the region can develop departing from an invest- 80 000 ment in high speed trains, with a high speed train station in Malmö and construction in places close to commuters public transport. The City Office, the City Planning Office, the Environment Department and400 the Streets 000 70 000 and Parks Department work together to describe how Malmö can develop departing from theinvånare Sweden 62 000 commuters Negotiation, and what utilities that can be created. 350 000 5 % invånare commuters 4 % Urban environment agreements 310 000 15 % “Today’s housing deprivation limits people’sinvånare life choices and restrains Sweden’s development. Therefore, it is 3 % crucial to promote construction. The goal of the government is that at15 least % 250 000 new homes should be built 45 % until 2020. Through better coordination15 between % expanded public transport and construction, new30 buildings % can benefit more people. For that reason, the government invests in Urban Environment Agreements (Stadsmil- 39 % jöavtal) that partly finance local and regional public transport projects.26 %Well functioning public transport opens 33 % up for new, attractive locations for construction.22 % Locations that currently are not viewed as profitable for the construction industry can become attractive thanks to an expanded public transport system. Government Offi- 25 % ces of Sweden - press release 2015-01-08.21 Access: % Http://www.regeringen.se/sb/d/19812/a/25247323 % [2015-05-04]) Definition ofcommuting In the Sustainable Urban Mobility Plan, commuting only refers to trips taking 62 % 57 % 50 % persons to work in another municipality. Commuting for studies in another city is 40 % 36 % 30 % not included in the notion. Sustainable car traffic and constituted by green vehicles driven modal split that at the very least increased opportunities for by renewable and fossil free fuels. needs to be attained in order to Definition ofregional expansion 2013 2020 HÖG 2030 HÖG 2013 Scenario A Scenario B Increased commuting leads to regional car-free living The City Administration should reach the objective for 2030. 2030 2030 expansion. When more people commute In a growing city investing in better work towards making this possible and move over geographical areas, muni- possibilities to move on foot, by through continued collaboration and Malmö is dependent on a functio- Modal split and number of commute trips to Malmö 2013, followed by estimated growth in cipalities are interconnected and become bicycle and with public transport, the coordination with private business, ning mobility both within the city commuting to Malmö and objective in modal shares for scenario A and B 2030. larger labour market regions. importance of cars will decrease and organisations and civic society. and throughout the region. Commu- get more balanced. Certain car trips ting functionally interconnects mu- will, for rational reasons, be replaced OBJECTIVE – SUSTAINABLE nicipalities. Every day, approximately challenges for sustainable develop- ding to the goals for the inhabitants’ In order to reach the goals regarding by other transport modes. COMMUTING 62 000 persons commute to Malmö ment. An increase in commuting and travelling and commuting to Malmö, sustainable commuting, commute Due to its localisation in Skåne and and 31 000 persons commute from regional expansion is not a goal in enables more sustainable commu- trips carried out with public trans- Along with the exploitation of new its belonging to the Öresund region, Malmö. Commuting and regional itself; the challenge is to make com- ting to and from Malmö. In order port and by bicycle should increase. living environments, possibilities for Malmö is clearly connected to Europe expansion leads to possibilities and muting more sustainable, in an en- to reach the goal for commuting to Given the two scenarios A and B, this more sustainable travelling should and the rest of the world. In terms of vironmental, economical and social Malmö, measures targeting efficient implies an increase in the number of be created. Dialogue with developers commuting, this describes Malmö’s ONGOING sense. It is thus a challenge to secure transport modes, such as bicycle and public transport trips with 60-75%. and constructors is, in this regard, opportunities, impact and potential Promoting car sharing solutions in dialogue sustainable, efficient and reliable public transport, must be taken. This The number of commute trips to something that needs to be strength- for further development in a regional, with constructors and developers when it commuting in a growing region. will make these transport modes Malmö carried out by car should not ened. Car sharing has strongly incre- national and international context. comes to new exploitation of housing and more attractive in relation to cars. be higher than today. The number workplaces (SBK, GK, MF, FK). ased in Malmö during the last couple 62% of current commute trips to Greater mobility for walking, cycling of bicycle trips to Malmö is currently of years. A continued expansion of The objective for 2030 regarding Malmö are carried out by car, which and public transport in Malmö can relatively low, but the implementa- car sharing solutions should be pro- commuting to Malmö has been NEXT STEP leads to challenges regarding surface contribute to developing the local la- tion of planned measures targeting moted in order to enable access to a defined departing from the Traffic Expand resources and developing the claims, traffic safety, traffic noise, bour market, at the same time as the increased bicycle commuting has method of Mobility management in the modern car park and car-free living. Environment program (2012-2017). exploitation process (SBK). air pollution and gender equality. negative influence on environment potential to double it. Malmö’s future car traffic should be The objective for 2020 shows the A changed modal split, correspon- and human beings decrease.

36 | TRAFFIC AND MOVEMENT TRAFFIC AND MOVEMENT | 37 ONGOING A preliminary study on a Öresund metro is currently carried out. The preliminary study shows how a metro would contribute to strengthening the Öresund region’s international competitiveness, since the short travel time would make it easier to work, live, study, experience and meet on both sides of the strait (GK, SK).

Working with the Sweden Negotiation in order to describe what a station for high- speed train in Malmö would mean for the city and the region (SK, GK, SBK).

Bicycle commuting Approximately 3% of commute trips to Malmö are currently carried out by bicycle. The regional bicycle commuting can increase if shorter, STRATEGIES – SUSTAINABLE Exploitation in Malmö transport modes more attractive for more accessible and attractive com- COMMUTING A continued and deepened colla- trips to work and business trips. muting routes are created between, In order to reach the objective for boration on sustainable transport is More employees choosing to walk, e.g., Malmö and Lund. In order to inhabitants’ trips and sustainable needed in connection to exploitation cycle or use public transport imply enable an increase in bicycle com- commuting, it is important to work and mark development in Malmö. lower costs for travelling, fuel and muting, collaboration with regional with a combination of different ac- Experience of the collaboration parking. Furthermore, such a deve- actors, neighbouring municipalities tions and measures. This strengthens with constructors, developers and lopment has an important health and employers needs to be further the actions individually and leads to property owners in the development aspect and influences the number of developed. Along with the increased positive synergy effects. The focus of Västra Hamnen should be used in sick leaves. If a higher share of people use of electric bicycles, it can become areas below describe actions that other development areas in the city. walk, cycle or use public transport more attractive to commute over lo- should be developed and prioritised When exploiting, the parking norm to get to work, urban space can be nger distances by bicycle. In that way, in order to develop more sustainable should be used to move towards a used in a more efficient way, which the competitiveness of bicycles in commuting. reduced need for cars. In coopera- enables employers to establish in relation to cars can be strengthened. tion with constructors, developers more attractive locations. A green Photo: Åsa Svensson Cooperation with regional actors and property owners, principles travel plan makes a workplace more Better possibilities to commute The fact that Skåne is a region with for offering tenants car and bicycle attractive, at the same time as the with public transport for combined trips and transfers to In a long term perspective, Malmö many cores and short distances sharing facilities, as well as good environmental impact of commuting Public transport is a system that other transport modes for people should be further interconnected makes it possible to further deve- parking facilities for bicycles, should and business trips decreases. interconnects international, national, who commute to and from Malmö. with Copenhagen, which will mani- lop routes for public transport and be developed. regional and municipal destinations. fest in a metro strengthening inte- bicycles between municipalities. In order to make public transport The planned MalmöRing will, gration and growth in the Öresund Routes for public transport and Green travel plans for attractive more attractive to commuters, the together with the Continental Line, region. Companies and educational bicycles should make up the struc- workplaces difference in travel time between strengthen mobility by public trans- institutions are given better possi- ONGOING car and public transport must port in Malmö. The new stations bilities to establish on both sides of tural frame in regional planning Companies and workplaces in Malmö Further developing collaboration with and in urban construction within should be encouraged to develop regional actors and depart from south- decrease, which is also the case for along the railway will open up for the strait, which can lead to better cities and urban areas. In order to green travel plans that inspire and western Skåne as a node (GK, SBK). travel time of public transport in urban development in locations matches between competences open up for sustainable commuting enable their employees to travel more rush hours. The possibility to work or close to public transport. and demand on the labour market. in the region, it is important that sustainably. Green travel plans for do other things during the trip is an A stronger connection between new buildings are constructed in workplaces can contain actions like NEXT STEP important competitive advantage Through well functioning regional Malmö and Copenhagen would also close connection to strong routes for good parking facilities for bicycles, Strengthen cooperation with the regional in relation to cars. The type of public bus traffic, Malmö is interconnected strengthen the position of Copen- public transport authority (Skånetrafiken) transport vehicle is determined with several neighbouring munici- hagen Airport as an international public transport and bicycles. changing rooms, bicycle service, and the Streets and Parks Department’s To achieve this, cooperation with health hours and flex time, as well as mobility management activities in order to mainly by the capacity demanded. palities and urban areas throughout node for Northern Europe, which regional actors (neighbouring muni- subsidised public transport passes coordinate measures (GK). Skåne. Within Malmö, the develop- in itself is an important factor for cipalities, the County Administrative that will reduce the need to own a car. The regional train traffic connects ment needs to lead to new bus lanes companies to establish and people Board (Länsstyrelsen), the Swedish A further example of potential actions Malmö to the rest of Skåne, but also in order to improve level-of-service, to visit the region. Traffic Administration (Trafikverket), in a green travel plan is to reduce the NEXT STEP to Copenhagen and Europe. The City reduce travel time and avoid delays Region Skåne, other organisations as availability to free or subsidised car Increase resources and develop mobility tunnel in Malmö, and the stations in regional bus traffic. This would management in the exploitation process well as the commuters themselves) parking. The goal of using a green when establishing major workplaces (SBK). Hyllie, Triangeln and Malmö C, con- make regional buses more competi- is very important. travel plan is to make sustainable stitute regionally important nodes tive in relation to cars.

38 | TRAFFIC AND MOVEMENT TRAFFIC AND MOVEMENT | 39 Bike & Ride station with locked parking facility at Malmö C Photo: Gustaf Johansson

Intermodal transfer points – mode people choose. The access to OBJECTIVE - SUSTAINABLE distribution of goods. This measure throughout the whole trip and cost of car parking facilities are ONGOING FREIGHT TRAFFIC AND is expected to lead to economic ONGOING Developing a future bicycle rental system The significance of transfer points important instruments for reducing CITY LOGISTICS growth and more efficient freight Implementing the Freight Traffic Programme in Malmö in order to increase mobility, 2014-2020 and working with the four direc- increases in a denser city with a hig- car traffic. The selection and cost of strengthen the possibility to combine trans- Freight traffic in the city influences traffic, and at the same time create tional goals regarding the city’s attractive- her share of trips carried out on foot, car parking facilities close to work- port modes and the share of sustainable us in many ways. Everything that is new jobs within the logistics sector. ness in relation to freight traffic – Malmö trips for inhabitants, but especially for by bicycle and with public transport places in Malmö should be mapped bought and consumed has to reach It also implies moving heavy freight as part of the freight nod Öresund, as well people commuting to and visiting Malmö. as influence on environment, security and (or a combination of these transport out. This should later on be the inhabitants and visitors, either to traffic further away from the central safety (GK). modes). These transport modes foundation for a constant develop- their homes or to restaurants, cafés, parts of the city. strengthen each other, and the last ment of the city’s parking policy and ONGOING stores, etc. that constitute the city’s couple of years, Bike & Ride stations parking norm, as well as support the Investigating and implementing enlarged supply. After consumption, a func- A changed and more balanced mo- ONGOING in Hyllie, Triangeln S and Malmö C development of green travel plans in parking facilities next to residential houses tioning return flow, in the shape of dal split for passenger traffic creates Developing a consequence analysis for enable comfortable combined trips. collaboration with employers. as reglementing on ground destined for waste management and recycling, possibilities for more efficient freight waste management and its transports streets (GK). The stations offer real time upda- is required. A smart freight traffic traffic. The accessibility for freight in a denser city (GK, SBK). tes on sustainable travelling in the Introducing parking facilities for resi- should contribute to a denser, gre- traffic improves when the modal sha- Öresund region, supervised parking dents is an efficient strategy to con- ener and more integrated city with re of car traffic decreases. Widening facilities for bicycles, bicycle service trol access to free parking on street NEXT STEP shorter distances – a more attractive infrastructure for bicycles also allows Map out the selection and access to free car and changing rooms. The paying ground. This reduces the risk of street parking facilities close to workplaces and in and sustainable Malmö. companies to carry goods by bicycle system for high security parking ground being used for commuting constructed ground as well as develop stra- throughout the city. The introduc- facilities is integrated in the regional and creates more flexibility when tegies to control these. This can be carried Freight traffic in Malmö is connected tion of walking speed streets both out within a Programme for sustainable public transport debit card. Measures it comes to parking for residents. car traffic (GK, SBK). to a number of challenges within enriches urban life and opens up for are needed to promote development Parking facilities next to residential the coming years, not least because greater accessibility for freight traffic of simple and integrated paying sys- buildings situated on public streets Malmö is estimated to continue to to load and unload. tems that facilitate the use of public or special parking spaces are regu- growing, which makes the challeng- transport for inhabitants, commuters lated with parking fees. Residents es connected to environment and and visitors. can apply for parking space, which climate more urgent to deal with. means that lower parking fees will Definition ofcity logistics Car commuting and access be paid per day up to two weeks, Establishing a logistical centre for City logistics is a collective notion contai- to parking facilities without demands for the car to be boat, train and lorry transport in ning all freight traffic to, from, through Access to free car parking facilities moved (which is the case for general Norra hamnen is important for and within urban areas with heavy or light vehicles. It also contains service transport close to workplaces or other desti- parking rules). long-distance traffic and enables (e.g. for craftsmen) and transport for nations influence what transport a more efficient management and construction and waste management.

40 | TRAFFIC AND MOVEMENT TRAFFIC AND MOVEMENT | 41 STRATEGIES FOR SUSTAINABLE work towards improving its coop- FREIGHT TRAFFIC AND eration with actors within logistics ONGOING Continuing cooperation within local, CITY LOGISTICS and deepening its knowledge of regional and national networks for freight In order to maintain good accessi- freight traffic. traffic and city logistics (GK). bility for freight traffic in a dense, Implementing internal educations within green and integrated city with short City logistics for an attractive the City of Malmö in order to increase distances, actions for streamlining urban environment knowledge of freight traffic and its chal- and cooperation are required. These Smart freight traffic should contribu- lenges in a denser and more integrated actions should address sub optimi- te to a more attractive city. To achieve city (GK). sed solutions for logistics and low this objective, planning that meets filling ratios. Actions for reducing the the demands for city logistics is NEXT STEP distance covered by freight traffic are required, not least along main roads Gather more information about freight required. It is also important that ve- and future urbanized main roads. traffic and develop a long-term freight traf- hicles used for freight traffic become fic strategy as a complement to the Freight more efficient, clean and quiet. Coordinated distribution and loading Traffic Programme (GK). of goods is one way to make freight Cooperation for increased know- traffic more efficient, which leads to ledge of freight traffic reduced covered distance by heavy The responsibility for developing traffic within the city. This has an -im the freight traffic sector is shared pact on environment on a local scale by many actors, including the City and climate on a global scale. Administration. Through experience in other cities, it has been made clear Measures targeting renewable fuels that the best way to work with these and quieter engines reduce the local questions and gain in-depth know- and global environmental impact ledge is through cooperation and of freight traffic and lead to better networks. The City of Malmö should urban environments. Photo: Åsa Svensson 42 | TRAFFIC AND MOVEMENT TRAFFIC AND MOVEMENT | 43 4 THE CITY In order to develop Malmö’s urban environment and traffic system, planning work must depart from land use that contributes to making the city more attractive. Inhabitants, visitors, business, organisations and commuters must be given the possibility to travel more sustainably in their every day lives. In this regard, it is important that Malmö continues to grow and develop in locations with good accessibility to public transport, infrastructure for bicycles and attractive environments for pedestrians. Greater mobility allows a greater number of people to access qualitative urban environments where people meet and where urban life, innovations and culture prosper. This develops Malmö as a city, meeting place and labour market.

This chapter deals with how urban space and traffic influence the cityscape, and how urban space and the traffic system in turn are influenced by the city. The urbanized main road is a symbol for what kind of city, and what kind of traffic system, Malmö wants to create. Guiding principles are formulated about how urbanized main roads should be designed, and how spaces and functions should be prioritised in order to reach the goal of a more sustainable and attractive city.

A DENSE, INTEGRATED AND GREEN CITY WITH SHORT DISTANCES ENABLES SUSTAINABLE TRAVELLING DEMOCRATIC DIVISION OF URBAN SPACE URBANIZED MAIN ROADS – STREETS CONSTITUTED BY MOVEMENT AND URBAN LIFE URBANIZED MAIN ROADS – POTENTIAL AND DEFINITION HOW LOCAL ROADS CONTRIBUTE TO URBAN LIFE

Fersens väg, an example of an existing main road that gathers many interests. Photo: Åsa Svensson

Localisation of activities and func- ternal commercial centres, no longer commercial trade, this can increase tions that generate much traffic has has an obvious role as a commercial the amount and variety of destina- great impact on how inhabitants and destination. In order to keep the tions in the inner city. visitors choose to travel to different city centre attractive and populated destinations. This aspect is impor- during all hours of the day, it must be Malmö’s more external areas can tant both from a regional and local developed in several ways. Accessi- develop when missing functions perspective. Preschools and schools bility for walking, cycling and public are added, which could lead to a should be localized in a way that pro- transport, as well as for cars and city more integrated city with shorter motes transport modes for short trips logistics, is an important aspect for distances. The traffic system should – in that way walking, cycling and an attractive city centre. It is equally develop in connection to this, and public transport can become more important that the inner city quali- traffic routes and main roads that competitive in relation to car traffic, ties are allowed to develop from an today constitute barriers can instead which creates an accessible city for a urban environmental perspective. A develop to gain a more integrated greater number of people. higher share of space between faça- character, interconnecting different des should be used for green areas areas, which would have a healing Malmö’s inner city, in relation to ex- and meeting places. Together with effect on the city.

THE CITY | 45 A DENSE, INTEGRATED AND DEMOCRATIC DIVISION OF There are examples of how greater

GREEN CITY WITH SHORT DIS- URBAN SPACE space claims by pedestrians and Vision for Lorensborgsgatan as an urbanized main road. Illustration: Dziugas Lukosevicius TANCES ENABLES SUSTAINABLE When Malmö and the region are cyclists can be combined with better TRAVELLING growing, the claim for urban space accessibility for freight traffic. Crea- A more sustainable transport system grows – a greater number of people ting pedestrian streets and walking URBANIZED MAIN ROADS – lead to better accessibility, reduce and a denser city create opportunities living, working and spending time street areas, where loading and un- STREETS CONSTITUTED BY MOVE- perceived and physical barriers, and for each other. Walking, cycling and in the city implies more movement loading generally is allowed, is such MENT AND URBAN LIFE interconnect different urban areas. public transport are more surfa- and transport of humans, goods an example. The greater part of all person miles Redefining main roads into urbanized ce efficient transport modes than and waste. More people and inte- travelled (PMT) in Malmö takes place main roads marks a paradigm shift in passenger car traffic – both regarding rests should be able to gather on on main roads. These tie different ur- the view of how main roads should parking and street space. This means the city’s streets. ban areas and destinations together, be designed and used. that more people are given space to and people use them to orient move and spend time in a city when a Reorganisation of the city’s streets themselves in the urban structure. Urbanized main roads must be greater number of people choose to and cityscapes allows a greater The greater part of all traffic accidents, designed in a way that contributes walk, cycle or use public transport. number of people to move on foot, as well as the most serious ones, to reaching the goals of a changed ONGOING by bicycle and with public trans- happen along main roads. Main roads modal split for the inhabitants’ and Implementing actions in the Noise programme 2014-2018 (GK, MF). A more integrated and denser city port, which implies a more gender also have the highest proportion of commuters’ trips, and to create a more is a city with shorter distances. This equal transport system with greater air pollution and traffic noise. Along accessible and attractive city. Taking Implementing a Modified action program- implies that demand for travel time mobility and freedom of movement. main roads, the challenges regarding a holistic approach, both regarding me in order to reach the environmental quality norm for nitrogen dioxide 2011 per person decrease, which promo- More people, regardless of gender, a more sustainable transport system whole road stretches and streetscapes (GK, MF). tes transport modes for short trips; age, physical ability or socioecono- ONGOING and a more attractive city meet. from façade to façade, is crucial for walking, cycling and public transport mic conditions, have access to these Drawing attention to sustainable transport The design of urbanized main roads how well the transformation of exis- become the most rational means for transport modes as compared to a in the interdepartmental work on the carries a strong symbolic value for ting main roads into urbanized main Exploitation strategy (GK, SBK). NEXT STEP moving throughout the city. Densi- transport system dominated by car the desired traffic system and urban roads will succeed. Urban develop- Develop a method and strategy for a fication makes it possible to create a traffic. A development towards a Drawing attention to sustainable transport environments. ment, through more buildings and holistic approach in the transformation more sustainable transport system, more balanced modal split leads to in the interdepartmental work on the Plan urban environments in streetscapes, of main roads into urbanized main roads, for for public services’ land need (PLASMA) and investigate funding that supports this and a more sustainable transport sys- a more equal, democratic and acces- (SBK, GK). A development of today’s main roads can and should strengthen such approach (GK, SBK, FK, MF). tem is made possible by a denser city. sible city for more people. into urbanized main roads would a development.

46 | THE CITY THE CITY | 47 URBANIZED MAIN ROADS – The components of an urbanized physical ability or socioeconomic Intersections connecting urbanized POTENTIAL AND DEFINITION main road conditions. Surface efficient trans- main roads and other roads can vary All existing main roads in Malmö There is not one kind of urbanized port modes (walking, cycling and depending on space, function and should be viewed as potential main road. Every street and cityscape public transport) are prioritised on character. At-grade junctions is the urbanized main roads. The different has its own conditions with destina- urbanized main roads, which makes most common type, but circular in- criteria described below should be tions, qualities, claims and space limi- it possible for people to move in tersections could be a good alterna- guiding when main roads are re- tations. The criteria described below multiple ways. This creates better tive if they are designed on the city’s organised into urbanized main roads. are all important for creating an att- accessibility, higher safety and a terms and do not noticeably impair The Sustainable Urban Mobility ractive urbanized main road. The six more democratic urban environment. level-of-service for pedestrians, Plan describes how existing main criteria are described under the fol- cyclists or public transport. roads can be turned into urbanized lowing headlines: Space for everyone, Slow pace – higher traffic safety main roads according to the SUMP Slow pace – higher traffic safety, Short An urbanized main road should Defined streetscape – the impor- goals and vision. In order to secure a distances between intersection points, clearly signal to road-users that they tance of street facing storeys, holistic approach, a broad attempt is Defined streetscape – the importance should move calmly. The distances local claims and façades required where urban development of street facing storeys, local claims between intersection points for The edges of an urbanized main road and potential exploitation are impor- and façades, Green and blue values, pedestrians and cyclists should be influence how the streetscape it ex- tant aspects. Existing and planned in- Distinct disposition of space. relatively short. The way these inter- perienced. Varied façades with mixed frastructure for cables underground sections are designed should lead content, and entrances that are di- is an important aspect to take into It should be possible to move along to slow pace and high traffic safety. rected towards the street, strengthen consideration early in the planning an urbanized main road in multiple Narrower parts, side shiftings and the image of an urbanized main road. process. There are two potential app- ways. Urbanized main roads should, different kinds of paving are other The variety of stores, offices, residen- roaches to implementation. through their design, clearly signal a principles that create variety and lead tial buildings and public activities slow pace in traffic. They should open to a slower pace. These measures on the ground floor activates the Transformation in connection to urban up for urban life, and have enough are placed next to intersections, on streetscape and generates safety development through exploitation space for traffic and movements as stretches of roads or on destinations during day and night. Good lighting The Exploitation Strategy, developed well as for people spending time where many people move on foot or and lighting design improves the within the City of Malmö, provides both in spontaneous and planned by bicycle. way in which a streetscape is appre- a framework for a reconstruction manners. Other important functions hended and can strengthen func- project where exploitation, reorgani- to take into consideration are city Short distances between tions and create holistic experiences. sation of public space and the traffic logistics and space for rescue vehic- intersection points The streetscape is further made alive system can be coordinated. This can les. The main task of an urbanized Short blocks, preferably not longer through stores and cafés with seating lead to important gains in coordina- main road is to gather movements, than 100 meters, and connecting out areas under the trees along the tion as well as synergy effects. urban life, claims and functions, and, streets, create a variety along an street. In order to create favourable through that, fight barrier effects. urbanized main road. This variety living areas along an urbanized main Transformation in connection to urban From this perspective, human beings opens up the road for light and mo- road, the structure of the block is development, without exploitation will be the most important actors, vement. The interruptions that occur important. One possibility is to plan Target oriented planning towards and human beings should be in focus by natural means at intersection for apartments that stretch from one a reorganisation of existing infra- in the design and use of urbanized points have a softening effect on the side of the house to the other, and structure, and development of public main roads. pace in traffic. Along urbanized main thus have one side that is quieter. spaces, can spur the transformation. roads and crossing local streets, the Through defining clear priorities and Space for everyone routes for pedestrians and cyclists measures for each road, this can be There should be space for everyone run along the entire street and are implemented without exploiting in to move along an urbanized main speed limited. Connecting local street with speed limited cycle lane Photo: Åsa Svensson existing urban environment. road – regardless of gender, age, running along the entirestreet, Nobelvägen, Malmö.

48 | THE CITY THE CITY | 49 Sketch showing a variety in street and buildings. Trees are important for urban life, Fersens Väg Photo: Åsa Svensson

An urbanized main road invites areas. This increases the potential trees for an efficient land use and Trees are very important for how and accessibility to parks. Additio- out with longitudinal traffic refuges; people to move in a slower pace, but for enjoyable urban life and sponta- in order to create a distinct and a street is experienced; they frame nally, green streets can interconnect these can create mental barriers, also encourages pedestrians, cyclists neous encounters. favourable streetscape. Stops for and create space. Green environme- parks and green areas and, through rend crossing movements for unpro- and car-drivers to make stops along public transport contribute to urban nts give shade and coolness during this process, contribute to a more tected road-users more difficult and the road. This is enabled through, Along an urbanized main road, there life through their function as focal warm summer days, generate varie- robust green structure. lead to higher speeds. among other things, attractive fur- is often space for retail (in kiosks), points. On urbanized main roads, ty through the contrast to buildings nishing and organisation of the street benches and seating out areas. Bi- there is usually only one lane in each and paving, and draw attention to Distinct disposition of space However, longitudinal traffic refuges facing storey, i.e. the area between cycle parking facilities, bicycle service direction for general vehicle traffic. how the seasons pass. The crowns In order to reduce barrier effects and can be used as zones for tree plan- façade and driving lane. (bicycle pump etc.) and stops for of the trees reduce wind and en- create more urbanization, all land use tations in order to create spatiality; public transport are also defined de- Green and blue values hance atmospheric humidity, which along an urbanized main road should sometimes it is not possible to plant Urbanized main roads can vary in stinations in the streetscape. On the There is great potential for creating creates a better micro climate. Trees be distinct. trees on the edges of a street. The character, which improves walkability street facing storey, there is always more green and blue (urbanized have the ability to absorb exhaust longitudinal traffic refuges on an and makes movement throughout space for green elements such as main) roads in Malmö. Green and fumes and particles from motor Walking traffic and bicycle traffic are urbanized main road should not the city full of experiences. A variety trees and plantations. Artwork and blue environments are important traffic, but can also have the effect given dedicated lanes that are sepa- contain fences or other elements that in façades, local claims as well as in information boards also belong to for mental and physical well-be- of closing in air pollution. rated from other transport modes create barriers or make it harder to size of the street facing storey creates the street facing storey. ing. Bringing more green and blue and each other. Public transport and cross the street. a varied streetscape which leads to a values to public space creates more Green spaces along streets can work general motor traffic should have pleasurable micro climate and high Along an urbanized main road, attractive and more visitor friendly as deposits for run-off water, clear their own lanes in order to secure At specific intersection points for un- quality for visitors. Widening of street goods must be delivered and waste cityscapes, and upholds the city’s run-off water from hard surfaces good accessibility. protected road-users, short refuges sections at some places along the collected. Embarkation and disem- ability to maintain and produce and help to handle strong rain can be used in order to ensure traffic road creates space for functions such barkation points for cars and city eco-system services. showers. Green streets can contri- The main assumption is that an urba- safe movements across urbanized as retail, cafés or attractive green logistics can be established between bute to improving the proximity nized main road should not be laid main roads.

50 | THE CITY THE CITY | 51 Holistic solutions for the functions a changed modal split and the of an urbanized main road overarching goals of an attractive NEXT STEP P i  SEATING PEDE CYCLE TREES EMBARKA CAR BUS TRAM BICYCLE LIGHTING SEATING PLANTA RUN OFF INFOR COM- DESTINATION ENTRAN WEATHER ART CITY Develop the City Administration’s Technical OUT AREA STRIANS LANE TION POINT PARKING TION/GREEN WATER MATION MERCE /MEETING CE PROTEC LOGISTICS Future urbanized main roads should and sustainable city. To reorganize FAÇADE PLACE TION/PUBLIC Design Manual, that is used for implemen- TRANSPORT be laid out in a way that can meet a surfaces in streetscapes so that traffic STOP tation of construction on public ground, strong increase in trips on foot, by is more adjusted to human beings so that guidelines and measures regarding bicycle and with public transport. is thus an important part in urban traffic space correlates with the goals of Their design should also open up for development. changed modal shares (GK). more urban life through space for local claims. The functions A-H describe the Study the potential for eco-system services claims that can exist in today’s main along urbanized main roads within the Every urbanized main road has its roads or urbanized main roads. The Plan for Malmö’s Green and Blue environ- own conditions with destinations, model on page 60 should be seen ments (GK). claims on functions and limited spa- as support in planning for functions ce over and under ground. The am- that should be taken in consideration bition is that every urbanized main in the transformation. The classifica- road should have as rich content as tion of traffic modes in the model is possible and that holistic solutions based upon planning guidelines for should guide its design. This requires traffic in the Comprehensive Plan. STOREY STREET FACING STOREY STREET FACING coordination, and sometimes prioritisation of certain functions. In order The goal of transforming today’s to manage and use attractive urban main roads is to design attractive !"#$%&'()*$(#+"#( environments, it is important to emp- urbanized main roads that make sus- P hasize the importance of operational tainable travelling possible. All func- work and service work at an early tions do not come in question for all i stage in the planning process. urbanized main roads. It is not a tar- i get in itself that all functions should Support for functional planning exist on each urbanized main road;   along urbanized main roads rather, the goal is to find a holistic so- In a denser city, the claims on urban lution. This implies making priorities space increases, which in turn that support the goals of changed Illustration schematically displaying important functions along an urbanized main road and where they usually belong. Illustration: Tobias Starck strengthens demand for prioriti- modal shares and the city’s overar- sation of functions. The criteria for ching goal about an attractive city. In urbanized main roads, and the model the web-based map tool, integrated supporting the planning of urbani- in the Comprehensive Plan, there is zed main roads (see page 60) should more information about claims and simplify the transformation. planning guidelines for today’s main roads and future urbanized main ro- The basic principle is that prioriti- ads. These guidelines should be used sation of functions and the design as support for planning and/or other of urbanized main roads should urban development projects. contribute to reaching the goal of

52 | THE CITY THE CITY | 53 A. A. B. B. C. C. D. D.

E.E.

F.F.

7 7 G. G.G. Regementsgatan in Malmö, an example of multiple functions gathered to a holistic solution. Photo: Åsa Svensson

H. trams or a corresponding type of ef- tant to improve accessibility and with regional bus traffic or other H. ficient public transport (C) a structu- level-of-service for regional public public transport. The network made ral and competitive transport mode. transport along urbanized main up by trunk line buses should be For this transport mode, separate roads. Regional buses (E) could share prioritised in order to generate high lanes should be built. Short and soft driving lanes with city bus traffic. capacity, good level-of-service, acces- stretches between destinations and sibility and comfort. Plus line buses priorities in intersections are example Main cycle lanes (F) make up the (city bus lines 31-35) should also be of important aspects. In pedestrian existing, dense network of cycle prioritised. Urban life/ Malmöexpress/ General vehicle tra c, including zones and at intersections with main lanes, as well as their supplements A. LocalUrban claims life/ B. Pedestrians C. RailwayMalmöexpress/ D. bicyclesGeneral vehiclein mixed tra c, tra c, including two lanes bicycle lanes, high traffic safety for that should improve accessibility The majority of today’s main roads A. Local claims B. Pedestrians C. Railway D. bicycles in mixed tra c, two lanes Stadsliv/ Malmöexpress/ Allmän fordonstra k, inkl. unprotected road-users should be and level-of-service for bicycle traffic. are designed for general vehicle traf- A. Lokala anspråk B. Fotgängare C. Spårväg D. cykel i blandtra k, två körfält guaranteed. The main cycle network is, when fic with two lanes in each direction Main cycle, General vehicle tra c, possible, arranged on separate lanes (H). The notion ‘general vehicle traffic’ E. Regional buses F. separatedMain cycle, cycle lane G. Trunk line buses H. fourGeneral lanes vehicle tra c, E. Regional buses F. separated cycle lane G. Trunk line buses H. four lanes General vehicle traffic, one lane and, in the long run, on both sides of contains passenger traffic, public Huvudcykel, Allmän fordonstra k, in each direction (D) provides for the main road. The cycle network is transport in mixed traffic, freight traf- GeneralE. planningRegionsbuss model for urbanized F.main roads.separat The overarching cykelbana goal in theG. transformationStomlinjebuss of main roads into urbanizedH. mainfyra roads körfält is to create level-of-service for vehicles along the constituted by cycle lanes in the local fic, city logistics, community trans- a holistic solution that helps to reach the goal of changed modal shares and an attractive city. Going through the model more than once opens up existing network of main roads. This street network, along existing main port, taxi vehicles and civil protection for a favourable process and a holistic outcome. notion contains passenger traffic, roads and in a cycle network. There vehicles. A slow pace in traffic is bicycle traffic in mixed traffic (if the are also prioritised main cycle lanes, important in order to reduce barrier Urban life/local claims (A) can vary for general vehicle traffic, taxis and nal and crossing movements. Space physical form supports slow speeds), which are raised classification of effects to a minimum, improve traffic strongly in character along urbanized community transport, urban recrea- is put in proportion to existing or public transport in mixed traffic, certain lanes in the cycle network. In safety and reduce environmental main roads, but are always important tion, zones for city logistics, loading potential urban life and should be freight traffic, city logistics, communi- order to reach goals about a chang- impact and noise levels. aspects of how a street is perceived, and waste management, seating out designed for movement and encoun- ty transport and taxi vehicles. Space ed modal split, these lanes must be its functions, design and holistic areas, meeting places, handling of ters for everyone, meaning that good for rescue vehicles and civil protec- able to meet increased demand for In order to reach the goals of chang- impression. In a city with shorter run-off water and bicycle parking accessibility should be the norm. tion can be an important aspect to bicycle trips. Therefore, prioritised ed modal shares, existing main distances, the local claims allow a facilities. Accessibility for rescue Pedestrian zones are described in the take into consideration in the design main cycle lanes should offer high roads for general vehicle traffic with favourable urban life to prosper and vehicles, waste management vehicles Comprehensive Plan, and planning of urbanized main roads. Slow speed capacity and good level-of-service, two lanes in each direction should, should be seen as a basic require- and operation and service vehicles guidelines should, together with in traffic is important in order to and should always be separated from to the greatest extent possible, be ment and a target in itself. Example should be taken into consideration the Pedestrian Programme and the reduce barrier effects to a minimum, other transport modes. reorganized. of local claims are trees, places for and be provided for in the local claim. Walking Lane Plan, work in a guiding improve traffic safety and reduce en- The trunk line buses (Stomlinje- spending time, stops for public trans- manner. vironmental impact and noise levels. buss) (G) (city bus lines 1-8) consti- port, cultural expressions, refuges Pedestrians (B) is the first trans- tute most city bus traffic, and should to enable safe crossings, space for port mode that should have space Good level-of-service is important In order to reach the goals regarding therefore be given high priority on embarkation and disembarkation provided, both in terms of longitudi- in order to make MalmöExpressen, sustainable commuting, it is impor- separate lanes – that could be shared

54 | THE CITY THE CITY | 55 Embarkation and disembarkation is crucial for accessibility and le- in the traffic system, clarify priorities for general vehicle traffic along vel-of-service for all traffic modes. A of transport modes and enable for urbanized main roads large increase in the number of trips balanced traffic in the central parts of In the development from main roads on foot, by bicycle and with public the city in favour of changed modal into urbanized main roads, lanes for transport should be estimated, which shares according to set goals. NEXT STEP Develop a method for how existing action car traffic should partly be reorgani- calls for an approach that works plans for different sector programmes zed in favour of local claims and/or towards a more integrated traffic HOW LOCAL ROADS CONTRIBUTE within the Streets and Parks Department to give more space to other trans- environment and interconnected TO URBAN LIFE can be integrated and implemented for port modes. In this development, prioritisation of the more sustainable The city’s local roads make up a each road or according to another geographical division that facilitates a holistic more space for embarkation and transport modes. Consequently, so- dense network that should allow approach (GK). disembarkation, short time parking lutions for intersections could differ movements in slow pace. Urban life facilities or loading zones for goods from case to case. and local claims in the form of trees, Investigate the proportions of transit traffic in Malmö’s inner city. This can be carried delivery and waste management seating out areas, loading zones, out within a Programme for sustainable along a street might be required. The design of both road stretches meeting places and bicycle parking car traffic (GK, SBK, MF). Such functions should be provi- and intersections along urbanized facilities should be guiding in the Investigate which main roads that should ded for on the street facing storey main roads should lead to slow pace, design of local roads. This opens up have limited car traffic and reorganized for local claims and can be placed not least regarding crossing move- for better accessibility for a greater surfaces for car traffic in favour of other between trees or furnishing. ments for unprotected road-users. In number of people, and contributes transport modes, urban life and local these cases, speed limits are recom- to attractive urban environments and claims. Consequences should be formulated, which can be carried out within a Today’s main roads are often regu- mended. Circular intersections can quality of life. On local roads, trans- Programme for sustainable car traffic (GK, SBK, MF). lated as main routes. This means be considered in order to secure slow port modes can be mixed if the phys- Example of a local road, Fricksgatan in Malmö. Photo: Åsa Svensson that loading or unloading, as well as speeds and high traffic safety. ical form supports slow pace in traffic. Develop a strategy for traffic safe urba- embarkation and disembarkation, is nized main roads within the Strategy for permitted along the roads. Dedicated If public transport is present in Local roads and their intersections traffic safety 2015-2020 (GK). space for embarkation and disembar- intersections where pedestrians and can be regulated and designed as kation, and short time parking facili- cyclists move, the amount of traffic pedestrianized walking speed areas ties, can open up for more stores and in different directions must be taken in order to reduce speed and by those slower pace, which improves traffic into consideration. To regulate such means increase the possibility for pe- safety. Embarkation and disembar- intersections with traffic lights is one ople to meet and spend time there. kation, short time parking facilities way to prioritise over time and create Such regulations also create more and delivery of goods can take place interplay in the traffic environment. If flexibility for goods delivery; loading on constructed ground or on side there is public transport on rails, the and unloading can be carried out at streets. However, this is not possible demand for traffic lights will increase. a suitable place and time within the in a denser city, and other measures walking speed area. might be necessary in order to find a A gathered strategy for traffic lights holistic solution. can, in the long term, be used in order to reduce transit traffic by cars NEXT STEP Urbanized main roads and through the inner city. The imple- Develop a strategy for traffic lights. This intersections mentation of such a strategy can re- can be carried out within a Programme for sustainable Car Traffic (GK). The way intersections are laid out gulate congestion, disperse car traffic Rundelsgatan, Malmö – an example of a local road. Photo: Åsa Svensson

56 | THE CITY THE CITY | 57 5 IMPLEMENTATION ORGANISATION RESPONSIBILITY FOR ACTIONS FUNDING COOPERATION AND NETWORKS COMMUNICATION ONGOING PROCESSES AND NEXT STEP ACTIONS IMPACT ASSESSMENT ORGANISATION should carry the main responsibility • Taking action if the plan is not All departments represented in the for different actions. This is deter- followed, and taking a stand on Order group share responsibility for mined for each action. After political whether the plan should be revised, realising the plan’s strategies and adoption of the SUMP, a new ste- • Yearly reporting the status of the actions. The SUMP goals, planning ering group for implementation plan and the development of a conditions and strategies should be and follow-up should be appointed sustainable transport system to guiding within each department in by the current steering group. The concerned political boards and planning work, implementation and steering group for implementa- managements. follow-up. All aspects of urban plan- tion and follow-up should contain ning are of fundamental importance decision-makers from the City office, Project coordinators and the in order to create good conditions for Streets and Parks Department, City Project group for implementation and a more sustainable transport system Planning Office, Real Estate Office follow-up are responsible for: and a more attractive Malmö. and Environment Department. • Monitoring the implementation of actions, RESPONSIBILITY FOR ACTIONS Project coordinators and the Project • Making the steering group awa- The interdepartmental collaboration group for implementation and fol- re of potential need for funding, – the foundation in the development low-up are appointed by the Steering changed methods or working of the plan – is a requirement for im- group. Implementation of each action routines, plementing its actions and reaching is carried out through projects or • Yearly composing a report with its goals. The implementation is within the hierarchical organisation. follow-up of goals, strategies and based upon continuous cooperation Project coordinators and the Project actions and reporting the develop- with the regional water and sewage group are responsible for coordina- ment to the Steering group, company (VA SYD), civil protection tion and information. • Lifting the potential need for revi- (Räddningstjänsten Syd), the regional sion to the Steering group, public transport authority (Skåne- The Steering group for implementation • Advocating the SUMP and its trafiken), Region Skåne, the project and follow-up is responsible for: intentions within their respective HMSkåne for sustainable mobility, • Implementation in general, departments. the Swedish Transport Administra- • Integrating actions in operational tion (Trafikverket), neighbouring plans and budgets, The Sustainable Urban Mobility Plan municipalities, national agencies, • When needed, lifting actions for should be updated in relation to an universities, business and other political treatment, updated Comprehensive Plan or important actors. • Integrating strategies and actions when needed due to major changes. in the hierarchical organisation, An updated Sustainable Urban The implementation should be coor- • Follow-up of actions and goals as Mobility Plan should be adopted dinated, but different departments well as of the work process itself, every four years.

IMPLEMENTATION | 59 Greatest effect 8 – Further develop Malmö depar- 14 – Increasing knowledge of freight 1 – When developing operational ting from the action plan developed traffic and developing a long-term plans, policy documents and in plan- by the Commission for a socially Freight Traffic Strategy as a comple- ning, the main assumption should be sustainable Malmö, and more clearly ment to the Freight Traffic Program- the goals for sustainable transport for connecting this project to traffic and me (GK). See p. 42. LIMHAMN the 15 geographical SUMP areas. The freedom of movement in the city (GK, objectives of changed travel beha- SBK, SK). See p. 19. 15 – Developing the City Administra- viour and the Exploitation Strategy tion’s Technical Design Manual, used should strengthen each other (GK, 9 – Develop a Safety Strategy for public for implementation of construction SBK, FK). See p. 32. places (GK, SBK, SK, SoF). See p.19. on public ground, so that guidelines and measures regarding traffic space 2 – In-depth investigations contai- 10 – Definine an equal traffic system correlates with the goals of changed ning clear strategies regarding target for Malmö. Clarifying measurable modal shares (GK). See p. 52. oriented transport demand will be targets and indicators (GK, SBK, SK). carried out in chosen sub areas (GK, See p. 20. 16 – Developing a strategy for traffic SBK). See p. 32. safe urbanized main roads within the 11 – Increase resources and deve- Strategy for traffic safety 2015-2020 3 – Develop a method for how exis- loping mobility management in the (GK). See p. 57. ting action plans for different sector exploitation process (SBK). See p. 38. programmes within the Streets and 17 – Implementing a pilot project FUNDING city, is based upon cooperation with municipal companies, and externally Parks Department can be integrated 12 – Widen cooperation with the along a road stretch, with actions de- The plan should be funded within different actors in society. There are with inhabitants, media, neigh- and implemented for each road or regional public transport authority parting from the objective of changed regular budgetary framework, provi- established interfaces, e.g. with the bouring municipalities, cities and according to another geographical (Skånetrafiken) and mobility mana- modal shares and target oriented pro- ded there are no particular reasons regional public transport authority other concerned actors. The Sustai- division that facilitates a holistic app- gement within the Streets and Parks jections (Gk, SBK, FK, MF). See p. 32. to apply for increased funds from the (Skånetrafiken), the Swedish Trans- nable Urban Mobility Plan should be roach (GK). See p. 57. Department in order to coordinate City Council. A holistic approach is port Administration (Trafikverket), accessible on malmo.se. measures (GK). See p. 38. 18 – Developing and trying out a important when it comes to ope- the project HMSkåne for sustainable 4 – Develop methods and strategy concept of a car free school, both rational planning, and this should mobility, and neighbouring munici- ONGOING PROCESSES AND for a holistic approach in the trans- 13 – Developing a Programme for regarding taking children to school be reflected in future budgeting. palities. These must be strengthened. NEXT STEP – ACTIONS formation of main roads into urba- sustainable car traffic with, e.g., the and freight traffic (GK, SBK, FK, MF, Physical actions should, for example, Additionally, there are potential new In the SUMP document, there are nized main roads, and investigating following content: FSF, GSF). See p. 20. be gathered for one whole road forms of networks and partnerships bright green and bright blue boxes funding that supports this holistic • Definition of sustainable car traffic stretch in order to enable a holistic and, in this context, private business with examples of processes and approach (GK, SBK, FK, MF). See p. 47. (GK, SBK, MF). See p. 27. Significant effect approach in the transformation from and organisations are important actions that are ONGOING and sug- • Identification of selection of and 19 – Studying the potential for main roads into urbanized main actors. The networks that have been gested as NEXT STEP. Below, actions Great effect access to free car parking facilities opening up for eco-system services roads. For some actions and proces- established as parts of the freight for NEXT STEP that should be started 5 – Develop a concept for coordinated close to workplaces and on ground along urbanized main roads within ses, external funding can be applied traffic collaboration should serve as a or implemented within the validity dialogue and mobility management destined for housing construction, the Plan for Malmö’s green and blue for from the state, the region and the model. It is also important to coope- period of this version of the SUMP measures in order to create higher as well as developing strategies to environments (GK). See p. 52. EU. During the plan’s validity period, rate with other cities in Sweden and are listed. A rough prioritisation of participation among inhabitants, de- control these (GK, SBK). See p. 40. the local authorities should take part Europe in order to gain more know- actions, divided into three groups, parting from increased sustainable tra- • A Traffic Light Strategy (GK). See p. 56. 20 – Gathering in-depth knowledge in different EU projects focusing on ledge and exchange experiences. has been developed departing from velling in each SUMP area. The visions • Investigation of proportions of about subjective factors for travelling sustainable traffic and mobility, both an estimation of what effect they for each area should serve as a basis transit traffic in Malmö’s inner city. choices within traffic modelling, and in order to increase necessary know- COMMUNICATION have in reaching the overarching for this project (GK, SoF). See p. 21. This can be carried out within a developing scenario modelling to ledge and to share experience and During the plan’s validity period, goals of the Sustainable Urban Mobi- Programme for sustainable car serve as a basis for prioritisation and knowledge possessed by the City of information and communication lity Plan and the City of Malmö. The 6 – Establish new collaborations traffic (GK, SBK, MF). See p. 57. decision-making. See p. 29. Malmö and its employees. play important roles, e.g. through NEXT STEP actions are not resource where social sustainability, in a • Investigation of which main roads workshops, presentations on confe- budgeting or time limited. clearer way, is connected to mobility that should have limited car traffic COOPERATION AND NETWORKS rences and other extrovert activities. management measures, e.g. through and reorganised space for car It is important to cooperate with A platform for delivering messages framing Bicycle rights for all citizens traffic in favour of other transport GK = Streets and Parks Department other municipalities, organisations, should, together with communica- (GK, SK, SoF). See p. 25. modes, urban life and local claims. SK = City Office business and civic society, especially tion competence, be developed by Consequences should be descri- SBK = City Planning Office considering that many of the city’s the Project group, subsequently to ONGOING 7 – Develop a model that enables bed. See p. 57. MF = Environment Office. Example of ongoing processes. challenges must be faced with joint the political adoption of the plan. The business to - through their work with • Development of a new Strategy for FK = Real Estate Office measures stretching over municipa- platform should be used when the CSR* - take active part in Malmö as a Green Vehicles. Monitoring techni- SF = Department of Internal Services lities and competences. Further deve- adopted Sustainable Urban Mobility bicycle friendly city (GK, SKB, MF, SK). cal development within the fields SoF = City District Administrations NEXT STEP lopment of a sustainable transport Plan is communicated internally with See p. 25. of vehicles and renewable fuels FSF = Preschool Administration Proposal for new actions. system, and Malmö as an attractive departments, political boards and *Corporate Social Responsibility (GK, MF). See p. 28. GSF = School Administration

60 | IMPLEMENTATION IMPLEMENTATION | 61 IMPACT ASSESSMENT that emphasise the importance of a transport supply that is efficient in Environmental consequences Economical consequences for strategies in these documents are departing from human beings in terms of socioeconomics, and sustai- In the Comprehensive Plan, the com- society and municipality interconnected and enabled through Connections to strategic urban development. Reorganising nable over the long term for citizens bination of increased motor traffic Increased mobility allows a greater Malmö’s common direction for urban documents on municipal, space for transport modes accessible and business all over the country. The and denser urban structure is estima- number of people to access quali- development. regional and national level to more people – girls and boys, SUMP vision, objectives and strate- ted to lead to significant environme- tative urban environments where One overarching strategy in the women and men – and rearranging gies fulfil the overarching transport ntal impact. On a local scale, this can people meet and where urban life, If the population, the number of Comprehensive Plan is that the city space to make it easier to spend policy goal and the two underlying lead to worse air quality and noise innovations and culture prosper. This workplaces and destinations in mainly should grow inwards, within time in the city are strategies that goals about function and respect. levels in traffic, which will influence develops Malmö as a city, meeting Malmö and the region continue to the outer ring road, and become a will open up for Malmö’s streets the inhabitants’ health in a negative place and labour market. Measures grow without the goal of a changed denser, greener, more integrated city and squares to be populated and to The national organisations for public way. This emphasises the importance targeting a traffic system with good modal split is being reached, it will with shorter distances. This strategy constitute cultural and democratic transport have adopted a goal of a of following the norms for air quality, access to walking, cycling and public lead to worsened possibilities for enables, and is enabled by, changed arenas. The focus on children’s and long term duplication of the mar- and that guiding values for noise are transport, both in Malmö and the inhabitants, visitors, professionals travel behaviour where more people youths’ movements throughout the ket share of public transport, and a taken into consideration in further region, allow more people to reach and commuters to move to, from and choose to walk, cycle or use public city, and growing influence from duplication of the number of public planning. It also means that the education and work, not least those within Malmö. It will become harder transport, and less people choose the citizens in planning, correspond to transport trips, between 2008 and decrease in car traffic, both in terms who stand outside the labour market. to reach school, work, services, me- car as their main mode of transport. the directives developed departing 2020. The SUMP vision corresponds of modal shares and number of trips It is necessary to investigate the pos- eting places and other destinations In that way, the strategies and goals from the work by the Commission for to the goal regarding a duplication in central Malmö, where the expo- sibilities and effects of the temporary if more efficient transport modes are of the Comprehensive Plan and the a Socially Sustainable Malmö. Actions of the number of public transport sure is higher, is utterly important, solutions made to reorganise traffic not offered. Sustainable Urban Mobility Plan are in, mainly, the Pedestrian Programme, trips until 2020 departing from the and that concrete actions should be surfaces in favour of walking, cycling clearly connected and strengthen the Bicycle Programme, Koll2020, the estimated population increase. developed within a Programme for and public transport, increased urban If no measures targeting more and each other. The work carried out Action Programme for Increased Ac- Sustainable Car Traffic. life and a greener Malmö. safer trips on foot, by bicycle and within the Plan for Malmö’s Green cessibility and the Traffic Safety Stra- The Sustainable Urban Mobility public transport are taken, it will be and Blue Environments, the Exploita- tegy, which are further strengthened Plan also corresponds to the pro- Social consequences The proposals in the Sustainable Ur- harder for people, regardless tion Strategy, the Plan for Public Servi- by the Sustainable Urban Mobility posal for a Strategy for Constructed Malmö’s population is young, and ban Mobility Plan concerning transfor- of gender, age and income, to move ces’ Land Need (PLASMA), the projects Plan, contribute to increased social Environment by the National Board population projections indicate that ming today’s main roads into urbani- and take part of the city’s schools, “Arkitekturstaden” (the Architectural sustainability. of Housing (Boverket) and its target the 6-15 age group will grow the zed main roads should be carried out workplaces and services. The social City) and “Levande Malmö” (Living areas regarding sustainable urban most until 2020. This leads to greater along with the city’s other strategies, sustainability would not be Malmö), as well as the strategies The strategies and coordinated planning, construction structure and demands for how the city and the in order to open up for holistic solu- strengthened. within the Sustainable Urban Mobility objectives regarding changed modal transports, as well as energy and traffic system are designed. Traffic- sa tions and different funding models. Plan, will be crucial for Malmö’s urban shares correspond to goals in the resource efficiency. fety, accessibility for walking, cycling Absence of measures and changed development. That these planning Traffic Environment Programme, the and public transport, localisation Other important aspects in the possibilities for travelling will, above aspects are integrated is important in Energy Strategy and the Environment When formulating Urban Environme- of preschools, schools and leisure transformation of today’s main roads all, lead to more congestion for car order to reach desired synergy effects Programme. The objectives regarding nt Agreements for Malmö, the SUMP activities are important aspects are how current and future pipelines traffic and public transport, given and holistic solutions. changed modal shares and a gene- proposal is lifted as an important and in creating a city for children and underground will be affected, how that the population in Malmö and the ral decrease in car traffic in Malmö, central document that clearly can youths. These aspects are no less im- traffic is influenced by the reconstruc- region grows according to presented Turning Malmö into a regional motor will also be significant in order to show how Malmö works with sus- portant for elderly and persons with tion, and how re-regulation during population projections. This influen- for green growth and ¬employment is reach environmental quality norms tainable transport as a part of urban reduced mobility, and help to enable important operational and service ces travel time and reliability for these made possible by the SUMP strategies for air quality and guide values for development. a more equal city. Consequently, it work is influenced if driving surfaces transport modes, which will have for robust, reliable and sustainable noise. Goals and actions for this can is important to develop methods for for motor traffic is partly limited. negative socioeconomic effects. An commuting and good accessibility be found in the Action Programme The Sweden Negotiation should describing, measuring and evalua- alternative to a changed modal split for private business transport. These for Better Air as well as the Action enable for a fast implementation of ting accessibility for different groups Consequences of would be expanded infrastructure for strategies are strengthened through, Programme against Noise. constructing infrastructure for high in society. the alternative zero motor traffic, which would make spa- e.g., the work carried out within the speed trains between Stockholm The so called alternative zero is a mo- ce claims, strengthen barrier effects, Pedestrian Programme, the Bicycle The Sustainable Urban Mobility Plan and Gothenburg and Stockholm and A city open for movement and dal split that has not changed since require expensive investments and Programme, Koll2020, the Public correlates with the Regional Develop- Malmö. An important part of the people spending time on streets, 2013, neither in terms of inhabitants’ weaken the possibility to move with Transport Strategy, The Sweden ment Strategy (Strukturbild för Skåne) negotiation is to strengthen public squares and public spaces, enables trips in the city nor travelling throug- other transport modes. Negotiation and the Freight Traffic and the Regional Plan for Transport transport, improve accessibility and richer urban life. This, together with hout the region. Programme. A draft of the Programme Infrastructure. The objective for mo- increase construction in the three walkability, the human scale, varied A population increase and an for Sustainable Car Traffic will define dal shares of public transport in the cities. The vision, objectives and and interesting urban environments, The proposals for urban developme- unchanged modal split imply an sustainable car traffic and clarify con- Regional Traffic Supply Programme is strategies of the Sustainable Urban leads to trust, understanding, social nt according to the Comprehensive increase in the number of car travels crete actions, not least for anticipating higher than the ones formulated in Mobility Plan go well along with the contacts and safety. A traffic system Plan and the Exploitation Strategy in Malmö and the region. This would problems with congestion. the Sustainable Urban Mobility Plan. intentions in the Sweden Negotia- that focuses on human beings – about a denser, greener, more inte- lead to negative environmental tion. The outcome of the Sweden especially on pedestrians and cyclists grated city with shorter distances, is effects, both on a local scale in terms The goal of strengthening Malmö as The overarching national goal for Negotiation can, in the long term, – leads to higher safety. estimated to be very hard to realise of noise, air pollution and increased a cultural and democratic arena is Swedish transport politics, establis- lead to the need for an updated Sus- if the SUMP goal of a changed modal energy use, and on a global scale in supported by the SUMP strategies hed by the government, is to secure tainable Urban Mobility Plan. split is not reached. The visions and terms of increased climate impact.

62 | IMPLEMENTATION IMPLEMENTATION | 63 SURVEYS AND TRAFFIC CALCULATIONS Travel survey for Skåne and Malmö, every five years Traffic calculations for each traffic mode and cut, annually Road user survey, every two years Objective accessibility index, annually Subjective accessibility index, every two years Malmö area survey (MOMS), annually Attractiveness and Habitability index, annually FOLLOW-UP Equality Indicator, under development 6 Gender Equality Indicator, under development Public Health Indicator, under development FOLLOW-UP OF THE SUMP GOALS AND INDICATORS

STRATEGIC DOCUMENTS THE SUSTAINABLE Environment Programme, annually Energy Strategy, annually URBAN MOBILITY Plan for Malmö’s Green and Blue Environments, annually PLAN

PROGRAMMES AND ACTION PLANS Traffic Environment Programme, annually Traffic Safety Strategy, annually Pedestrian Programme, annually Bicycle Programme, annually Koll2020/Public Transport Strategy, annually Freight Traffic Programme, annually Action Programme for Better Air, annually Action Programme against Noise, annually

FOLLOW-UP OF THE SUMP GOALS taking and a qualitative estimation AND INDICATORS according to the picture to the right. The development of Malmö’s traffic, This should be carried out by the per- Positive progress and its effects, should be evaluated son responsible for each investiga- on a yearly basis. Departing from the tion, strategy, programme or action Unchanged progress overarching goals set in the Sustaina- plan and be reported to the person ble Urban Mobility Plan, the person responsible for follow up, who in turn responsible for follow-up should will develop a gathered estimation Negative progress each year develop an estimation of of the development of sustainable the development for the investiga- transport in Malmö. Kommentarer: tions, strategies, programmes, action plans and indicators presented in the The gathered estimation should figure below. be reported to the Steering group, which in turn, or together with the The follow-up of the development person responsible for follow-up, re- for each strategy, programme, action port to concerned departments and plan and indicator should consist political boards. of the direction the development is

FOLLOW-UP | 65 Accessibility index Total score

5 - Good level (4%) 4 - (22%) 3 - Acceptable level (33%) 2 - (37%)

1 - (3%) 0 - Poor level (0%)

EXAMPLE OF INDICATOR

Accessibility Index More Malmö for more people equals a more accessible Malmö – this is the main assumption in the work towards a more sustainable city and traffic system. The Accessibility Index below briefly describes today’s accessibility in Malmö with maps and percentage value. The Accessibility Index can function as support for decisions in planning and in weighing different investments and actions. It also opens up for comparisons between different areas and population groups. The Accessibility Index can constitute support for follow-up of how accessibility in the transport system develops over time and thus be one of several indicators of how well SUMP goals are reached.

The following eight criteria for sustainable accessibility are included in the Accessibility Index.

1 Travel time by walking to 10 destinations 2 Travel time by cycling to 10 destinations 3 Travel time ratio bicycle/car to 10 destinations 4 Travel time ratio public transport/car to city centre, nearest commercial area/shopping mall, and nearest public transport node 5 Distance to nearest bus stop (with good headway) 6 Distance to nearest major public transport node 7 Distance to nearest car sharing facilty 8 Range of travel opportunities, i.e. access to several sustainable transport modes with good accessibility (freedom of choice)

In order to analyse today’s accessibility, geographical data with Malmö divided into 225 zones is processed. The map below shows the 15 sub areas that constitute the SUMP areas. The result of the aggregated Accessibility Index from 2013 can be seen in the map and its legend below. In total, half of the areas have acceptable accessibility or better. 59% of Malmö’s population live in these areas. Many of the areas with poor accessibility have relatively few inhabitants and low population density. For more background information and methods for the development of the Accessibility Index, see the report “Normative Index for a More Sustainable Accessibility in Malmö”.

66 | FOLLOW-UP Malmö stad, 205 80 Malmö 040-34 10 00 [email protected] www.malmo.se