Malm Tromp 210x297mm Eng

SUSTAINABLE
URBAN
MOBILITY PLAN
CREATING A MORE ACCESSIBLE MALM
Politically adopted in city council, March 2016

INTRODUCTION | 1
Winner of:
Malm Stad
Design: Garbergs Malm
TABLE OF CONTENTS
Project information4
PREFACE5
SUMMARY6
1INTRODUCTION8
Purpose of the Sustainable Urban Mobility Plan9
Background and Challenges 12
2 HUMAN BEINGS
Access to ones city a more equal city
Involving people and planning traffic for improved public health
Slower pace and higher traffic safety
Mobility management
18
19
22
24
25
3 TRAFFIC AND MOVEMENT
26
Changed travel patterns for greater accessibility

Prioritising surface efficient transport modes reorganising streetscapes
Promoting green vehicles, technical innovations and renewable fuels
Target oriented transport demand
Objective for passenger and freight traffic within, to and from Malm
Objective for inhabitants trips
Strategies for inhabitants trips
Objective - sustainable commuting
Strategies - sustainable commuting
Objective - sustainable freight traffic and city logistics
Strategies for sustainable freight traffic and city logistics
27
27
28
29
30
30
34
36
38
41
42
4 THE CITY
44
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
46
46
47
48
56
5IMPLEMENTATION
Organisation
Responsibility for actions
Funding
Cooperation and networks
Communication
ONGOING processes and NEXT STEP actions
Impact assessment
6FOLLOW-UP
58
59
59
60
60
60
60
62
64
Follow-up of the SUMP goals and indicators 65
PROJECT INFORMATION
Politically adopted in citycouncil 3/3 2016.

Steering group, constituted by the heads of service:
Andreas Ekberg (GK), Bo Andersson (GK), Ola Melin (GK), Josephine Nellerup (SBK), Ingmar Grhamn
(SBK), Johan Emanuelsson (SBK), Per-Arne Nilsson (MF), Dave Borg (MF), Hkan Thulin (FK), Jan Haak
(SK), Pehr Andersson (SK), Benny Thell (SF), Henrik Aspegren (VA SYD), Maya Sndergaard (Rsyd)
Andreas Ekberg (GK) is replacing Stina Nilsson (GK) since January 2014.
Project group
Andreas Nordin, project leader (GK), Peter Hkansson, project leader (GK),
Anna Stjrnkvist (SBK) och Christoffer Hedberg (GK).
Division between women and men
Leading positions (7 women, 19 men)
Project leadership (2 men)
Project group (1 woman, 3 men)
Group leaders thematic project groups (5 women, 2 men)
Thematic work groups (11 women, 21 men)
Workshops/discussion meetings/information meetings (ca 400 women, ca 440 men)
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 = Rddningstjnsten
Syd (Fire and Rescue Service of Burlv, Eslv, Kvlinge, Lund and Malm), SoF = City District Administrations, GSF = School Administration
4 | PROJECT INFORMATION
PREFACE
More Malmo for more people

More people choose to live in cities and more people choose to stay in Malm.
Malms population has increased over the past thirty years and the city
continues to grow.
The fact that more people choose to settle in Malmo is positive and increases
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
increased population.
Malms first traffic and mobility plan takes a holistic approach to the link
between urban development and sustainable transport based on economic,
social and environmental sustainability.
Malm needs to become a more accessible city for more people. People should
be able to take part of the city and its schools, leisure facilities, public spaces,
workplaces, parks, range of services and entertainment - regardless of age, gender and income. To link the city together, accessibility is an important key.
Malms traffic and mobility plan is based on the idea of what kind of city we
want to create.
The plan is an important key in the process of creating a sustainable and
well-connected Malm.
Milan Obradovic
Local Government Commissioner responsible for
technology and environment
Chair of the Technical Committee, the City of Malm
PREFACE | 5
ABSTRACT / SUMMARY
Walking, cycling and public transport are the first

choice for all who work, live or visit in Malm.
These travel choices, together with efficient and
environmentally friendly freight and car traffic,
are the basis of the transport system in our dense
and sustainable city - a transport system designed
for the city, and for its people.
6 | SUMMARY
The City of Malms Traffic and mobility plan describes how a holistic
planning approach can achieve
improved quality of life for more of
Malms residents, visitors and other
stakeholders. Malm is growing and
the citys challenge is that traditional
methods require supplementation
with new strategies. Malms Traffic
and mobility plan takes a grasp on
planning and clarifies how the work
should progress towards a more
functionally mixed, dense, green and
short distance city. The fundamental
point of the plan is to achieve the kind
of dense and green city we think that
Malm can become.
During a long time the City of Malm
has successfully been working separately with each mode of transport.
Malms Traffic and mobility plan has
taken a more holistic approach and
addressed new challenges by creating a vision and goals for all modes
of transport and has incorporated

social, environmental and economic
sustainability.
The accessibility in the city will
increase by creating conditions for a
more balanced modal split. It is about
creating a city and a transport system
that more people, regardless of age,
gender and socio-economic background, have access to. This provides
more Malm to more people who
then create a lively urban space and a
better foundation for commerce and
services. Such a development will also
lead to linking Malm together and
creating better living conditions for
residents in the city.
These four main areas will summarize the content of the plan:
Holistic approach - with links to

all aspects of sustainability,

socially, environmentally and

economically, and how
planning of the city's

movements and traffic
can contribute to a more
accessible and attractive Malm.
Targeted planning - a change
of approach on future traffic that
is based on what we want to
create in the city.
Commuting - emphasize Malm's
role in the region and how a more
robust and sustainable commu
ting can be developed in coope
ration with regional actors and
the neighboring municipalities.
Urbanized Main Roads
discusses how city streets will
gather interests, movement and
stay and contribute to a good
city life.
The ultimate goal is a more accessible and attractive Malm for more
people.
SUMMARY | 7
1 INTRODUCTION
PURPOSE OF THE SUSTAINABLE URBAN MOBILITY PLAN
BACKGROUND AND CHALLENGES
COMPREHENSIVE
PLAN
Energy Strategy
Environment
Programme
Plan for Malms
green and blue
environments
Exploitation Strategy
SUSTAINABLE URBAN
MOBILITY PLAN
Traffic Environment Programme

Traffic Safety Strategy
Pedestrian Programme
Bicycle Programme
Public Transport Programme
Freight Traffic Programme
PURPOSE OF THE SUSTAINABLE

URBAN MOBILITY PLAN
The purpose of the Sustainable Urban
Mobility Plan (SUMP) is to establish
strategies for sustainable urban development that gather, develop, clarify
and concretize the traffic related aims
of the Comprehensive Plan and other
strategic documents.
The Sustainable Urban Mobility Plan
takes a holistic approach to traffic
and mobility, and clarifies how a
more environmentally, economically
and socially sustainable city can be
created. In Malm, the SUMP-project
has been carried out under the name
Traffic and Mobility Plan (TROMP).
should be guiding in future planning
and budgeting at administrations
responsible for urban development
and sustainable transport. The plan is
Action Plan Noise Pollution

Action Plan Air Pollution
Action Plan Accessibility
Overview of strategic policy documents

within the City of Malm connected to urban
development and sustainable transport.
addressed to politicians, officials and

professionals at a national, regional
and municipal level as well as to Malms inhabitants, people working in
the city and other stakeholders..
Decision-making bodies
The Management group (see page
3) has constituted a steering group
in the development of the plan. This
steering group made the decision
to dispatch the proposal for the
SUMP on internal as well as external
consultation. The Political Technical
Board will agree to the plan, after
which the City Council will decide on
its adoption.
Validity period for the
Sustainable Urban Mobility Plan
The Sustainable Urban Mobility
Plan should be updated when the
Comprehensive Plan is updated, or
when required due to major changes.

should be updated every four years.
The SUMPs connection to
other policy documents
The figure above illustrates the guiding programmes and strategies for
how the City Administration works
with sustainable transport. The figure
also shows how the Sustainable
Urban Mobility Plan connects the
overarching visions of the Comprehensive Plan to sector programmes
for each transport mode and to
thematic action programmes. In each
sector programme and thematic
action programme, planned actions
are described on object level with
specification of costs and time table
for realization.
INTRODUCTION | 9
VISION
Walking, cycling and public transport are the first choice for all who work, live or
visit in Malm. These travel choices, together with efficient and environmentally
friendly freight and car traffic, are the basis of the transport system in our dense
and sustainable city - a transport system designed for the city, and for its people.
Healthy
Cultural
Beautiful
Safe and
secure
Slower pace
Movements
and meetings
More Malm
for more people
an accessible city
Well functioning
city logistics
Equal
streetscapes
Intimate
Green
SOCIALLY
ALLY
MIC
O
ON
AN ATTRACTIVE
AND SUSTAINABLE
CITY
EC
10 | INTRODUCTION
... through Malms traffic goals

In order to reach Malms
overarching goal, actions leading
to changed modal shares for
inhabitants trips and commuting,
as well as for freight traffic, must
be taken. For passenger transport,
the modal split is the single most
important indicator of a socially,
environmentally and economically
sustainable traffic system.
ENVIRON
ME
N
Malms overall goal is reached...

Malms overall goal is to become a
socially, environmentally and economically sustainable city to visit, live
and work in. The three sustainability
aspects are interlaced and interdependent. Social sustainability creates
favourable conditions and opportunities for present and future inhabi-
tants to create a good life for themselves. Environmental sustainability

creates a framework for a resource
efficient society and ecological
endurance. Economical sustainability
allows the city and its economy to
develop over the long term and to
generate income and provision for
Malms inhabitants.
LLY
TA
Malms traffic system and urban

environments should contribute
to creating an accessible city for a
greater number of people. Better accessibility and increased sustainable
mobility give more people access to
qualitative urban environments where people meet, and where urban life,
innovation and culture prosper. This
contributes to Malms development
as a city, meeting point and labour
market, which provides a basis for
the SUMP vision.
nas Resor
Malmbornas Resor
2013
2020 2013
Malmbornas Resor
nas Resor
15 %
15 %
15 %
15 %
36% 2020
40 %2013
40 %2013
22 %
40 %
2030 2020
Objective for inhabitants trips*

The major change required in order
to
21 %
15create
% a more balanced modal
split in a growing city is increased
shares of cycling and public transport at the expense of car traffic.
22 % opportunities for a
This creates
development towards a more
socially, environmentally and
21 %
economically sustainable city.
26 %
30 % 2030
36% 2020
22 %
30 %
25 %
23 % 15 %21 %
15 %
40 %
36%
Inpendling23 %
30 %
25 %
2013
2013
3%
Inpendling
Objective for freight traffic in

Malm*
Freight traffic in Malm should
develop so that it works in concordance with the citys conditions and
generates growth in Malm and the
resund region. Freight traffic should
contribute to turning Malm into a
more attractive, secure and traffic
safe city. This should be realized with
minimal effect on environment and
health, throughout both the city and
the region, and with reduced effect
on climate on a global scale.
4%
5%
3%
57%
62 %
39 %
4%
2030 2020
3%
4%
39 % 33 %
62 %
2013
23 %
2030 2020
2020 2013
57%
26 %
2030
2020 2013
Objective for commuting

to Malm*
Malm is dependent on functioning
2013mobility, both within the city and
the region. Freedom of movement
throughout the region functionally
3%
connects
33 %cities and enables a regional labour market. Increased commu62 %
ting is not a target in itself; the target
is to make commuting more economically, socially and environmentally sustainable. Above all, strong
measures targeting public transport
33 % are necessary in order
and cycling
62 %
to ensure robust, reliable and more
sustainable commuting.
23 % 15 %
15 %
22 %
21 %
26 %
36%
30 %
26 %
15 %
33 %
50 %
50 %
5%
57% 45 %
4%
39 %
2030
57% 45 %
39 %
* The objectives for 2030 have been defined departing from a balanced mix of
the Pedestrian Programme, the Bicycle Programme, a listing of the targets in the
Network of Public transport (Koll2020), the Traffic Environment Programme and the
Freight Traffic Programme. The modal split describes the main mode of transport
used with regards to the number of trips made.
INTRODUCTION | 11
Photo: sa Svensson
BACKGROUND AND CHALLENGES

A holistic approach Traffic
contributes to something bigger
A city consists of many different
components, physical as well as
mental, and one of the most important components is the people and
the way they move within, to and
from the city. These movements and
transports, constituting the citys traffic, is a direct requirement for cities to
originate and develop.
The word traffic is defined as movement of people, goods and information
no matter what mode of transport
that is used or how the infrastructure
is organized. Transport of both people
and ideas is a strong motive force for
Malms further development, and
promotes a city more compatible for
networks. In Malm as a networking
city, it is easy to reach a diversity of
destinations, cultural expressions,
ideas and people.
Traffic for human beings
and environment
The possibility to move within Malm
opens up for encounters. This means
that children and youths can get to
12 | INTRODUCTION
school, that professionals can get to

their workplaces and that companies
can transport their goods. It also
contributes to populating the citys
playgrounds, squares, streets and
parks. The way Malms traffic system
and urban environments are designed influences the accessibility to the
citys selections. Making the city more
accessible for a greater number of
people contributes to a more democratic and socially balanced city with
favourable conditions for everyone.
The traffic in Malm has an impact
on local environment, climate and
the inhabitants everyday lives. Air
quality, noise levels both indoors
and outdoors as well as accident
risk for children and elderly and
everyone in between, are factors
dependent on how the traffic system
and urban environments are planned
and designed. Traffic also produces
visible and invisible barriers, giving
persons of different gender, physical
and mental capability, income and
age different chances to access their
city. On a global scale, the traffic in
Malm contributes to emissions of
green house gases and exploitation
of non-renewable energy resources.
Within the SUMP project, questions

regarding more accessible urban
spaces and an accessible city for a
greater number of people are raised.
How can the city be designed in order
to reduce environmental impact of
traffic? How can traffic contribute to
improved public health? How can
traffic, and work with traffic, support
the city as a cultural and democratic
arena?
A growing city a dense, integrated and green city with shorter
distances an attractive Malm
Malm is growing and becoming
denser this means that more people
live, work and spend time in the city,
which in turn implies more movement
and transport of humans, freight and
waste. Malms aim to mainly grow
inwards, inside of the outer ring road,
and to become a denser city, creates
both possibilities and challenges for
the city and its traffic system. A dense,
green and integrated city with shorter
distances between destinations makes
it possible to create a city and a traffic
system that are more environmentally,
economically and socially sustainable.
A GROWING CITY INCREASED

DEMAND FOR TRANSPORT
Malms Comprehensive Plan allows
for the city to grow. Through creating
a dense city with shorter distances,
Malm is estimated to manage
a strong population growth and
an increase in the number of jobs
until 2032. A more attractive Malm,
with more inhabitants, companies,
employment opportunities, visitors
and tourists, implies an increase in
transport more people will move
and spend time on the citys pavements, parks, cycle lanes, streets and
squares. The flow of goods and waste
will also change.
A DENSER CITY HIGHER CONCENTRATION OF PEOPLE AND FUNCTIONS
Urban development can imply engaging unused or badly used spaces in
ways that create surplus value. New
buildings can make the city denser
and the concentration of people and
interests will increase. How can urban
space be used in a more efficient
way? Can urban space be used in a
more integrated way?
AN INTEGRATED CITY
When urban planning is focused on
condensing the city, it is easier to
supplement with what is missing and
demanded in different parts of the
city. This means that the selection
of various service functions such as
retail, child care etc. can be improved. Seen in a long term perspective,
a growing service selection makes
it possible for urban life to develop,
due to a growing number of people
moving in the public sphere. A denser and more integrated city improves accessibility and reduces demand
for person miles travelled (PMT). How
can traffic planning and localisation
of functions, activities and destinations create a more integrated city?

How can the City Administration plan
for more efficient freight traffic and a
denser and more integrated city?
A CITY WITH SHORT DISTANCES
AN ACCESSIBLE CITY
A denser city is a city where distances
between different urban zones and
destinations decrease, both physically and perceived. A city with shorter
distances between destinations leads
to a city with better accessibility for
a greater number of inhabitants and
visitors.
In order to create a city that is
perceived as having short distances,
barriers between different urban
zones need to be bridged. This interconnects the city, both socially and
physically, and creates new mobility
patterns that open up for encounters
between people from different parts
of the city. How can Malm become
more interlinked and more accessible
for a greater number of people?
A GREENER CITY
Green environments are important
for recreation and as meeting places
and have great impact on well-being
and health. They also have favourable impact on the ecosystem in
terms of pollination, air quality and
handling of run-off water. Trees and
plantations give shade, increase air
humidity and are important for the
biological diversity in a city. How
can the traffic system and urban
environment become greener? How
can parks be interlinked with green
urbanized main roads in order to create a green network for plants, birds
and insects?
INTRODUCTION | 13
A
J
KPENHAMN
L
S
KPENHAMN
JD
KIRSEBERG
CENTRUM
LIMHAMN
CENTRUM
KF
S E
B
LUND
KIRSEBERG
LUND
F
G
H
P
A
HYLLIE
KPENHAMN
BUNKEFLOSTRAND
LIMHAMN
FOSIE
P
A
F
H
2016
P
YSTAD
OXIE
TRELLEBORG
HYLLIE
PENHAMN
BUNKEFLOSTRAND
FOSIE
TYGELSJ
YSTAD
EXPLANATION
OXIE
EXISTING CONNECTIONS
TRELLEBORG
This map aims to show an overview of infrastructural and physical measures influencing the traffic system
and sustainable travelling throughout Malm and the region (2000-2015). With a degree of incertitude
regarding realization, the map also shows planned projects, considered to be in process until 2030
NEW CONNECTIONS
TYGELSJ
EXPLANATION
EXISTING CONNECTIONS
NEW CONNECTIONS
14 | INTRODUCTION
O
P
Q
2000
The resund Bridge is trafficked by passenger trains,
freight trains and motor vehicle traffic. The resund Line
is connected to the Continental Line, and Yttre
Ringvgen is first trafficked.
2009
The demo bicycle lane between Heleneholmsstigen
and Slottsgatan is opened. Different innovations are
tested and evaluated.
2010
Bike & Ride is opened in Hyllie.
2010
The City Tunnel is opened, connecting Malm C
to two new stations Hyllie and Triangeln.
2012
Trafikplats Naffentorp brjade trafikeras.
2013
40 km/h is expanded in Malm within Inre Ringvgen
and in Tygelsj. In 2007, a test is conducted in central
Malm and in 2010, it is made permanent.
2013
stra Centralplan is reconstructed with a new public
transport bridge over the canal as well as improved
infrastructure for bicycles.
2014
Bike & Ride is opened at Malm C.
2014
The city bus traffic starts to traffic Rdmansgatan at
the station Triangeln.
F
G
H
2014
Malmexpressen starts to traffick the stretch Stenkllan
to Vstra Hamnen via Rosengrd and Malm C.
20152025
Expansion of a logistical centre for freight traffic in Norra
Hamnen. New bridges and improved accessibility for all
transport modes.
2015
The new traffic interchange Spillepengen is trafficked.
2015
The Trelleborg Line is trafficked with local trains.
30 minutes between Trelleborg and Malm C.
2016
2016
Bike sharing system introduced in Malm.
2017
Trafficking of the Malm Ring with passenger traffic.
Opening of the stations Persborg, Rosengrd and
stervrn.
2020
A new bascule bridge as well as new bridges over
Sdra Varvsbassngen for walking, cycling and public
transport.
2020
The Lomma Line Improved capacity in order to
enable passenger trains with new stations in Furulund
and Lomma.
N
O
P
Q
R
S
2020
Expansion of railway in Flackarp Arlv from two to four
rails in order to improve capacity between Malm and
Lund. In Arlv, the station should expand into a
commuting station with both local and regional trains.
2020
Opening of the Fosie station.
2021
First stage of introduction of trams in Malm.
2030
The resund metro as a new connection for passenger
traffic between Malm and Copenhagen.
2030
The Simrishamn Line 60 minutes by train between
Malm and Simrishamn, new stations in Staffanstorp,
Dalby, Veberd, Sjbo, Tomelilla, Simrishamn.
2035
Station for high speed trains.
A regional node for green growth,

occupation and as a destination
Malm is an attractive destination
in the region, serving as a meeting
point for residents, entrepreneurs,
professionals, cultural practitioners,
tourists and visitors from all over
the world. Every day, 62 000 people
commute to Malm, and 31 000
people commute from Malm. Every
year, around 6 million tourists and
visitors come to the city. The more
attractive Malm becomes for its
residents and companies and as a
city for events and commerce, the
more passenger and freight traffic
will increase.
How can commuting, within as well
as to and from the city, reduce its
influence on human beings and
environment? How can commuting
become more reliable? How can the
collaboration with business and organisations make both commuting
and freight traffic more sustainable?
The transformation of main roads
into urbanized main roads
Attractive streetscapes and urban
environments are important aspects
of urban life and quality of life in a
city. Existing main roads in Malm
constitute important cityscapes and
are at the same time important links
for interconnecting the city. The
main part of all person miles travelled (PMT) is carried out on our main
roads, and they gather several of the
citys interests: movement, experience and commercial trade. In a denser
city, the interest to and amount of
functions will increase along our
main roads, which leads to higher
claims for what should be prioritised,
and thus also on what should not be
prioritised.
Environmental impact of traffic has to

decrease on a local and global scale.
In a denser city where more people
are able to move, and where more
interests claming space, the design of
urbanized main roads is an important
success factor. In the transformation
of existing main roads into urbanized
main roads, there are great possibilities to change travel behaviour
towards a more sustainable society.
What functions should Malms
urbanized main roads contain? What
transport modes should be prioritised
where, and how? How does the future
urbanized main road look, with more
interconnected urban life and movements, where people can spend time
in green environments?
Holistic and integrated methods
In order to enable a development
of Malms urban environments and
traffic system, work procedures and
methods must constantly evolve. In
order to reach new and more challenging goals, e.g. regarding changed
modal shares, clarity about what traffic contributes to and how, is needed.
In terms of priorities, the City of
Malm should work with actions that
are favourable to everyone, but most
favourable to the ones who need it
the most. Measures for promoting
pedestrian traffic is a clear example of
prioritising for more people
regardless of age, gender and income.
How can an interdepartmental
approach that combines competences, contribute to creating holistic
solutions? How can target oriented
planning contribute to the development of Malms traffic system? How
can traffic contribute to reaching the
citys overarching goals?
INTRODUCTION | 15
Walking, cycling and public transport are the first hand choices for
people living, working or spending time in Malm. This, together with
efficient freight transport and environmentally adapted car traffic, sets
a framework for the transport system of a dense and sustainable city.
A transport system adapted to human beings and to the city.
2008
2009
2001
The mobility
management
project is
initiated.
2010
Travel Survey 2008 The inhabitants trips: Walking

20%, Bicycle 23%, Public transport 14%; Car 41%.
Adoption of the Energy Strategy

by the City Council.
Adoption of the Parking Policy and

the Parking Norm by the City Council.
Adoption of the Traffic Safety Programme

(2008-2012) in the Political Technical Board. The
goals are based on the national Vision Zero.
Adoption of the Environment

Programme (2009-2013) by the
City Council.
Adoption of the report Traffic of the Future by the

City Executive Board.
The City Executive Board decides

on a Strategy for implementation
of a railway in the city.
The City Council decided to enter the

cooperation project Sprvagnar i
Skne (Trams in Skne) with the City
Administrations in Helsingborg and
Lund, as well as Region Skne.
2016
2014
Adoption of the
Comprehensive Plan
P2012 by the City
Council.
2015
Adoption of the
Traffic Safety Strategy
in the Political
Technical Board.
Adoption of The Sustainable Urban

Mobility Plan by the Political Technical
Board and the City Council.
2018
The Pedestrian
Programme
(2012-2018) fulfilled.
Adoption of the Freight

Traffic Programme by the
Political Technical Board.
Adoption of the Walking
Lane Plan by the Political
Technical Board.
This timeline (2001-2032) aims to give a historical retrospect of strategic measures, decisions, activities,
documents, programmes and targets that influence sustainable transport in Malm. It also points out visions
and target years for important policy documents regarding sustainable transport and urban development.
16 | INTRODUCTION
2019
The Bicycle Programme

(2012-2019) fulfilled.
2003
Travel Survey 2003

The inhabitants trips: Walking 14%,
Bicycle 20%, Public transport 13%, Car 52%,
Commuting to Malm: Bicycle 1%,
Public transport 32%, Car 67%.
2004
Adoption of
the Traffic
Strategy for
Malm by the
City Council.
2005
2007
Adoption of the
by the Political
Technical Board.
Adoption of the Action Programme for Better Air

by the County Administrative Board.
Travel Survey Skne 2007 Commuting to
Malm: Bicycle 1%, Public transport 32%, Car 67%.
The project Koll2010 is initiated by

SBK, GK and Sknetrafiken. The first
action plan completed in 2004.
2011
Adoption of a revised Action

Programme for Better Air in
Malm by the County
Administrative Board.
Adoption of the Action Plan
Koll2020.
Adoption of the Action Plan Koll2015.
2012
2013
Adoption of the Traffic Environment Programme

(2012-2017) in the Political Technical Board.
Adoption of the Action Programme against Noise

(2014-2018) by the City Council.
Adoption of the Pedestrian Programme

(2012-2018) by the Political Technical Board.
Malm is elected the best bicycle city in Sweden for the

third time in a row and to the seventh best bicycle city in
the world according to the Copenhagen Index.
Adoption of the Bicycle Programme (2012-2019)

by the Political Technical Board.
Travel Survey 2012 Inhabitants trips: Walking 15%,

Bicycle 22%, Public transport 21%, Car 40%. Commuting
to Malm: Bicycle 3%, Public transport 33%, Car 62%.
The Commission for a Socially Sustainable Malm

dispatched a final report to the City Executive
Board, the work was initiated in 2011.
2020
The Energy Strategy 20% reduction of energy use. 50% of all

used energy should be renewable. The energy use of the City of
Malms departments should decrease with 30%, and the share
of renewable energy should be 100%.
The Environment Programme The City Administrations
organisation should be neutral in terms of climate. The
emissions of green house gases in Malm should decrease with
at least 40%, compared to the levels in 1990. People spending
time in Malm should experience a nice urban environment
with low noise levels and clean air. It should be simple to make
sustainable travel choices for business, organisations,
inhabitants and employees at the City Administration.
The SUMP goals concerning transport modes (intermediate
goals) The inhabitants trips: Walking 15%, Bicycle 26%, Public
transport 23%, Car 36%. Commuting to Malm: Bicycle 4%,
Public transport 39%, Car 57%.
Adoption of a Prestudy and Plan Programme for Railway

stage 1 by the Political Technical Board and the City
Planning Office.
2030
The Energy Strategy Malm

should be supplied renewable
energy to 100%.
The goals in the SUMP and the
concerning transport modes
(intermediate goals) The
inhabitants trips: Walking 15%,
Bicycle 30%, Public transport
25%, Car 30%. Commuting to
Malm: Bicycle 5%, Public
transport 45%, Car 50%.
2032
Comprehensive Plan 2012

A city that dares. An
enterprising city on solid
ground. A city with good
life conditions for everyone.
A city by the water. A dense
and green city.
The Environment Programme Malm should be supplied by

renewable energy to 100%.
INTRODUCTION | 17
2 HUMAN BEINGS
Movement is an important part of human everyday life and enables Malms citizens, professionals
and visitors to reach important destinations such as school, leisure activities, workplaces, meeting
points and events. The traffic systems design influences the accessibility to the citys 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 ONES CITY A MORE EQUAL CITY

INVOLVING PEOPLE AND PLANNING TRAFFIC FOR IMPROVED PUBLIC HEALTH
SLOWER PACE AND HIGHER TRAFFIC SAFETY
MOBILITY MANAGEMENT
Photo: sa Svensson
ACCESS TO ONES CITY

A MORE EQUAL CITY
The public space, with its streets,
parks and squares, is made for
everyone. The planning of Malms
future urban environment and traffic
system should strive towards making
the city an attractive environment
to live in. The traffic system enables
people to move and access the supply existing in different parts of the
city, e.g. school, work, culture, events
and leisure activities. Access to
high standard public transport, and
accessible cycle and walking lanes,
sets a framework for sustainable and
healthy travelling.
Traffic influences the inhabitants
situation in terms of accessibility, safety and security. Traffic and
infrastructure also directly influence
public health through, e.g., noise pollution, air quality, barrier effects and
accident risks. Especially children, elderly and disabled persons are highly
influenced by the negative effects
of traffic, both in terms of moving
safely in the city and having access

to calm and relaxing environments
without noise pollution or impaired
air quality.
Definition of traffic
Transport of people, goods and information
regardless of means and infrastructure.
Definition of mobility
Socioeconomics, income
and travelling
Socioeconomic conditions, mainly
income, is one of many factors that
influence how much and in what
way people travel. The higher the
income per household, the more
trips per day are carried out, and the
more of these trips are carried out by
car. Good accessibility for Malms
inhabitants is desirable, and in order
to create this, measures targeting
walking, cycling and public transport
is an important strategy. These transport modes have lower thresholds
regarding costs for the individual,
and they enable for all inhabitants,
regardless of income, to access the
citys supply more easily, as well as to
contribute to urban life, the labour
market and economically sustainable
growth.
The possibility for people and goods to

move from one place to another. In the
Sustainable Urban Mobility Plan, the mobility notion bear reference to that a growing
population should be given possibilities to
travel sustainably in everyday life and that
goods should can be transported efficiently
on the citys terms
ONGOING
Identifying and bridging physical and mental
barriers in the inter-departmental work
within the project Levande Malm (Living
Malm) (SBK, GK).
NEXT STEP
Further develop Malm departing from the
action plan developed by the Commission
for a socially sustainable Malm, and more
clearly connect this project to traffic and freedom of movement in the city (GK, SBK, SK).
Develop a Safety Strategy for public places
(GK, SBK, SK, SoF
HUMAN BEINGS | 19
bornas
almbornas
Resor
Resor
bornas
Resor
almbornas
Resor
2013 2013
Women
2013Women
2013
Women
Women
2013 2013
Men 2013
Men
2013
Men Men
17 % 17 %
34 % 34 %
17 % 17 %
34 % 34 %
24 % 24 %
24 %
23 % 23 %
23 %
24 %
23 %
Gender equality leads

to accessibility for a greater
number of people
Women and men should have the
same power to shape society and
their own lives. In order to increase
knowledge about travel conditions
in society, and to create a more equal
transport system, it is important to
incorporate a perspective grounded
in equality in the work with transport. In 2020, Malm should be a
city with equal activities reaching to
all women and men, girls and boys,
regardless of background and belonging. Design, function and use of the
traffic system and urban environments should give everyone fundamental access to their city.
Prioritising certain transport modes
is an important factor for increased
equality. A city and a traffic system
with an imbalanced modal split,
where car traffic is the dominating
mode of transport, limits citizens
empowerment and their possibility to move in everyday life. In the
current situation, where men own
cars and drive cars to a greater extent
than women, mens accessibility to
the city and the region is generally
higher than womens. The proximity
to high standard public transport
and possibilities to move on foot
and by bicycle can compensate for
this. Planning that strives towards a
denser and more integrated city with
20 | HUMAN BEINGS
12 % 12 %
12 % 12 %
48 % 48 % 20 % 20 %
48 % 48 % 20 % 20 % Modal split for the inhabitants
18%
18%
18%
18%
greater accessibility makes travelling

on foot, by bicycle and with public
transport more rational and the city
more equal.
Increased possibilities for children
and youths to move
Malms population is younger than
the average for Swedish cities, and
according to demographic projections, the 6-15 age group will grow
the most until 2020. The perspective
of children and youths should be
illuminated and taken into consideration in all decisions within urban
planning. Childrens and youths participation and influence in questions
regarding the city, and themselves,
should be seen as a resource in the
planning procedure, and special
forms of participation for children
and youths must be developed.
Traffic planning should always take
the needs of children and other
unprotected road-users into consideration, and a traffic system that
sees to childrens need for movement
and security should be a key priority.
Malm should work towards a well
developed network of cycle and walking lanes that provides for childrens
need to move throughout the whole
city.
There is a gradual and general
change among children and youths
and their demand for leisure activi-
trips, divided between men and

women in 2013.
ties; it moves from organized activity

in clubs to spontaneous activity
without demand for regular practice
or competition. This development
should be taken into consideration
when planning for increased accessibility, in order to offer Malms inhabitants the possibility to be active
regardless of time or organisation.
ONGOING
Increasing and spreading knowledge of the
connection between gender equality and
traffic. (GK)
NEXT STEP
Define an equal traffic system for Malm.
Clarify measurable targets and indicators
(GK, SBK, SK).
ONGOING
Developing the work in the Street and
Parks Departments School Traffic Group
with the aim to increase knowledge of
childrens needs in traffic, and to increase
parents awareness of how the traffic situation around schools can be improved when
more people use alternatives to cars. (GK).
Developing the work on and connection
to sustainable transport within the Plan
for public services land need (PLASMA).
(SBK, GK).
NEXT STEP
Develop and try out a concept of car free
schools both regarding parents taking their
children to school and freight traffic (GK,
SBK, FK, MF, FSF, GSF
Photo: sa Svensson
Safe routes to school should be in

focus in order to make it possible
for school children to safely get to
school and leisure activities without
adult company. This increases
childrens empowerment, freedom
of movement and public health; it
strengthens school results, promotes integration and enhances the
environment around schools. Thereby, traffic planning can contribute
to childrens development as active
and independent citizens.
Big problems with traffic safety, and
safety in general, can occur when
parents drive their children to school
and leisure activities. The size and
localisation of preschools, schools
and other institutions aiming at
children and youths are important
factors for sustainable travelling.
A holistic approach must be the
starting point for school related
traffic topics with the goal to achieve
high traffic safety and a good traffic
environment, both real and experienced. The number of cars outside of
schools should decrease, and aware-
ness and knowledge of public health

and traffic should increase among
children, parents and staff. Furthermore, traffic safety and environmental impact connected to the delivery
of goods to schools and preschools
must be improved.
Improve accessibility for elderly
and disabled people
The goal of increased accessibility
for more inhabitants places greater
demands on the way urban environments and streets are laid out.
Everyone should be able to move
safely throughout the city, regardless
of age, gender or physical and mental abilities. The urban environment
must be laid out in a way that makes
it possible for elderly and disabled
people to orientate themselves and
keep an independent mobility for
a better quality of life. Access to
all modes of transport, including
community transport and special
public transport, is important when it
comes to making it possible for disabled people and elderly to take part
of the city and enrich urban life.
Definition of community transport

Service function for persons with a non
temporal disability who due to their infirmity
face considerable difficulties when moving
on their own or when using general
public transport.
Definition of
special public transport
A publicly funded traffic that requires a certain
permission to use. The notion contains, among
other things, community transport, national
community transport, some emergency
trips as well as school and special school
transport. Special public transport can be
scheduled or called upon, and should be
carried out with specially adapted vehicles
(normally taxi vehicles).
ONGOING
Implement the Accessibility Programme
2008 for Malm and the Action plan for
easily removed obstacles (GK).
NEXT STEP
Develop a concept for coordinated dialogue and mobility management measures
in order to create higher participation
among inhabitants, departing from increased sustainable travelling in each SUMP
area. The visions for each area should serve
as a basis for this project (GK, SoF).
HUMAN BEINGS | 21
Regementsgatan, an example of an existing main road with more space for walking, cycling, trees and activities. (Photo: sa Svensson).
INVOLVING PEOPLE AND PLANNING TRAFFIC FOR IMPROVED

PUBLIC HEALTH
Enabling people to influence how
the city and traffic system are designed is a basic requirement in order to
create participation among citizens.
This also leads to improved physical
and mental health. Transparency in
how the City Administration works
with traffic reduces the distance
between the organisation and the
citizens explaining and simplifying
the complex urban development
process are measures that in themselves contribute to increased social
sustainability.
The impression of having good
accessibility, regardless of gender,
age, socioeconomic conditions
or physical and mental ability, is
a democratic right increasing the
citizens empowerment and mobility.
The possibility to easier being able
to choose between different modes
of transport strengthens the inhabitants mobility and leads to changed
modal shares.
What do Malms citizens wish for?
In conjunction with the travel survey
conducted in autumn 2013, 2 500
persons from all over Malm (40%
response rate) were asked what kind
22 | HUMAN BEINGS
of traffic environment they wished

for in the inner city. The method is
developed by VTI (Swedish Transport Research Institute), and similar
surveys have been carried out in,
e.g., Norrkping and Helsingborg.
The consulted citizens were asked to
consider the three different scenarios
briefly described below.
The result showed that nearly half
(47%) of the respondents consider
the scenario of an inner city with
more space for walking, cycling and
public transport most desirable. This
scenario implies that visitors who arrive in cars are directed to car parks,
and that transit traffic is directed to
streets outside of the city centre.
Service vehicles, such as community
transport, taxi, vehicles for disabled,
transport of goods and city logistic,
can use certain streets on pedestrians and cyclists terms.
The option of an inner city with a
slower pace in traffic was chosen
by more than a third (34%) of the
respondents. In this scenario, cars are
given less space on bigger streets in
the inner city in favour of pedestrians
and cyclists.
Nearly 18% of the respondents find
that the inner city, to a greater extent
than today, should be adapted to car
traffic according to the option better

level-of-service and more street space
for cars. In this scenario, streets are
designed mainly with cars in mind:
good accessibility for cars and good
parking possibilities to low costs.
In the report based on the questionnaire survey, the following conclusions were drawn:
The results show that 80% of the
inhabitants are in favour of an inner city
traffic that is more restrictive towards
car traffic and parking than today. Close
to half of the inhabitants support farreaching changes where pedestrians,
cyclists and public transport are high
priorities. The other group, constituting
one third, is in favour of somewhat more
careful actions where restricted space
for cars is used to prioritise pedestrians
and cyclists.
An interesting result that follows the
analysis, and that in a clear way is signalled by the total outcome of the main
question, is that a majority of the inhabitants that drive and park in the city
centre prefer a diversion of the inner city
traffic towards more space for walking,
cycling and public transport.
ONGOING
Strengthening and developing the inter-departmental local working group for Healthy cities that works with public health in
planning. www.healthycities.se (SBK, GK).
Photo: sa Svensson
A large majority of the inhabitants are

supporters of less car traffic and parking
in the city centre, under the condition
that the decreased accessibility for cars
leads to direct positive consequences for
walking, cycling and public transport in
the same area. Most inhabitants regard
such a traffic diversion as contributing
to a better and more attractive city
centre.
These results show that a vast majority of the inhabitants wish for a
development towards a slower pace
in traffic and limitations for car traffic,
which will benefit walking, cycling
and public transport in the inner city.
This supports the Sustainable Urban
Mobility Plans goal of a more balanced modal split. How Malms future
urbanized roads can be designed
will be presented in the forthcoming
chapter about urbanized main roads.
Increased physical activity and

public health
There is a strong connection
between physical activity and reduced risk of overweight and obesity.
Overweight and obesity in turn influence the risk of other diseases such
as diabetes, high blood pressure, cardiovascular diseases, some forms of
cancer and joint pain. These diseases
bring suffering for the individual as
well as high costs for society.
The way we choose to activate
ourselves in our everyday lives also
influences how happy we are. By
choosing active transport modes,
such as walking and cycling, we
contribute to our own physical and
mental well-being.
When targeting measures on traffic,
it is important to bear in mind who
the effort will reach. Besides the socioeconomic benefits, health effects
for the individual must be valued.
The greatest effect will be reached
when people who otherwise do not
move at all start to go for walks or
use more active ways of travelling.
A higher share of trips on foot and by
bicycle, so called active trips, would
improve the physical and mental

public health for people living in
and commuting to Malm. The more
people living in Malm, the greater
impact the goals of changed modal
shares
will have on public health.
An increase in the number and modal share of public transport trips has
positive impacts on public health,
if the majority of public transport
trips are moved from car traffic
instead of from walking or cycling.
Studies carried out on behalf of the
Swedish Transport Administration
(Trafikverket) have shown that urban
areas with well functioning public
transport have lower levels of chronic illness. BMI (Body Mass Index),
obesity and high blood pressure are
also proved to be lower in cities with
higher population density and well
functioning public transport. The way
travelling changes with developed
public transport is crucial to public
health. Consequently, it is important
that increased travelling with public
transport does not imply reduced
walking and cycling, which would
be negative from a public health
perspective.
HUMAN BEINGS | 23
EXAMPLE
Public health benefits through increased travelling on foot and by bicycle
In order to throw light upon public health benefits deriving from changed modal shares,
with the objective of more active transport modes (cycling and walking) as a starting point, an
example departing from the World Health Organizations (WHO) Health Economic
Assessment Tool (HEAT) is presented. This calculation model is based upon established research
results and estimates the socioeconomic value of better public health through increased shares of
trips on foot or by bicycle. For more information about the calculation model, see: http://www.euro.
who.int/
Baseline
Current population:
Current modal shares:
Number of trips per day:
Average travel length on foot:
Average travel length by bicycle:
Reduced cycling during 3 months/year:
Population projection 2030:
Objective for modal shares:
310 000 inhabitants

15% walking, 22% cycling (only main mode of transport)
2.6 trips/person
1.4 km
3.0 km
20%
400 000 inhabitants
15% walking, 30% cycling (only main mode of transport)
Number of trips per day and average travel length per trip and mode of transport are in this example assumed to be the same in 2030.
Public health benefits through increased trips on foot
Public health benefits through an increased
amount of trips by bicycle and a higher share of cycling:
A greener city and possibility

to recreation
Proximity to parks and green areas,
and the possibility of getting there,
are factors influencing public health.
Spending time in green environments has a positive impact on physical
as well as mental well-being. Physical
activity increases, the body recovers
and stress levels sink. Green areas
also benefit social participation and
interaction between people. In a
denser city, it is important to take
advantage of and develop green
environments. It is important that
the development of Malms urban
environments and traffic system
embraces green values.
SLOWER PACE AND HIGHER
TRAFFIC SAFETY
A safe traffic environment is a natural
part of sustainable urban development. Malm should be a city where
everyone can travel safely both in
general and in terms of traffic. Traffic
safety and experienced safety go
hand in hand and are important for
24 | HUMAN BEINGS
505 millions/year
1,120 millions/year
the citys attractiveness and equality. Malm works according to the

Swedish Traffic Administrations
Vision Zero with the goal that no one
should be killed or severely injured
in traffic.
The speed of motor vehicles is the
single most important factor for
traffic safety. Speed influences the
probability for traffic accidents
to occur and their consequences.
Studies on fatal accidents in urban
areas have shown that speed limits,
in many cases, are not adjusted to
the demands of Vision Zero. Correctly
signposted speed limits, physical
actions and behavioural influence
are factors estimated to have great
potential to save lives in urban areas.
Even small changes in actual speed
can have positive effects on traffic
safety. A slower pace on streets leads
to a better environment for the inhabitants and to fewer accidents. This
is important in order to reduce the
barriers created by motor traffic.
ONGOING
Implementing recreational cycle lanes
according to the Bicycle programme (GK).
Lifting the perspective of sustainable
transport in the development of a new Plan
for green and blue environments in Malm
(GK).
ONGOING
A new traffic safety strategy for 2015-2020
have been developed. During the process,
problems have been identified and important strategies and measures pointed out
with the goal of reducing the number of
injured and killed in traffic (GK).
15%
ING
K
INSPIRING
AL
W
BI
C TRANSPORT
BLI
PU
CE
0%
R3
CA
INF
O
R
MI
NG
MOBILITY MANAGEMENT
Traffic consists of human and goods
in movement. Mobility management
is a method aiming to promote sustainable transport through changing
attitudes and behaviours. This is an
important part of creating a sustainable and attractive urban life in an
expanding city. The work with mobility management includes creating
demand, acceptance and possibilities
for sustainable transport modes. It is
easier to accomplish this if citizens
accept that walking, cycling and
public transport are prioritised at the
NG
R
CA
In order to design safe, attractive and

vivid urbanized main roads, the pace
along them needs to be slower. Traffic safety regarding traffic collisions
is strengthened when more pedestrians and cyclists are claming space
in traffic. Single accidents, e.g. where
pedestrians stumble on slippery
roads in winter or when cyclists fall
over, is one of the great challenges
that the City of Malm is facing when
it comes to increased traffic safety.
I
N
V
OL
VI
AC
C
E
PT
AN
ND
MA
E
D
BIC
YC
L
E
RANSPORT 25%
LIC T
PUB
INVOLV
ING
G
KIN
AL
W
0%
E3
NG
CL
ATI
GR
CY
TE
IN
CONDITIONS
expense of reduced level-of-service

for cars, which in turn has a positive
impact on the demand for sustainable solutions. Reversed, the City
Administration must be aware of the
citizens demands regarding sustainable transport in everyday life.
Willpower, knowledge and understanding are important factors in the
work with changing attitudes and
behaviour. When working with behavioural influence, the consequences
of individuals and organisations
conduct is put in focus. When presenting visions and alternative transport
modes and ways to travel, different
possibilities are pointed at. On these
grounds, the City of Malm can help
to offer solutions and to inspire to
new travel behaviour in everyday life
for both individuals and business.
Model for mobility management within the City

of Malm. The inner modal split circle shows
the result of the travel survey from 2013, and
the outer one represents the objective for the
inhabitants trips in 2030.
ONGOING
Developing forms that to a higher extent
coordinate Mobility management with
implementation of physical and regulated
actions (GK).
NEXT STEP
Establish new collaborations where social
sustainability, in a clearer way, is connected to mobility management measures,
e.g. through framing Bicycle rights for all
citizens (GK, SK, SoF). See p. 25.
Develop a model that enables business to
- through their work with CSR* - take active
part in Malm as a bicycle friendly city (GK,
SKB, MF, SK). See p. 25.
*Corporate Social Responsibility
HUMAN BEINGS | 25
3 TRAFFIC
AND
MOVEMENT
The population in Malm, Skne and the resund region is growing, which increases traffic and
commuting to and from Malm. This implies a growing demand for transport more people will
move and spend time on the citys sidewalks, cycle lanes and streets, at the same time as the flow of
goods, material and waste will increase. In order to meet the growing demand for transport, Malm
has to continue to invest in high capacity traffic solutions, grounded in a higher share of people walking, cycling and using public transport, as well as in more efficient freight traffic. Malm 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, Malm 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 citys best interests in mind. This chapter
clarifies objectives for travelling, commuting and freight traffic and presents strategies for how the
objectives can be reached.
CHANGED TRAVEL PATTERNS FOR GREATER ACCESSIBILITY

PRIORITISING SURFACE EFFICIENT TRANSPORT MODES REORGANISING STREETSCAPES
PROMOTING GREEN VEHICLES, TECHNICAL INNOVATIONS AND RENEWABLE FUELS
TARGET ORIENTED TRANSPORT DEMAND
OBJECTIVE FOR PASSENGER AND FREIGHT TRAFFIC WITHIN, TO AND FROM MALM
OBJECTIVE FOR INHABITANTS TRIPS
STRATEGIES FOR INHABITANTS TRIPS
OBJECTIVE - SUSTAINABLE COMMUTING
STRATEGIES - SUSTAINABLE COMMUTING
OBJECTIVE - SUSTAINABLE FREIGHT TRAFFIC AND CITY LOGISTICS
STRATEGIES FOR SUSTAINABLE FREIGHT TRAFFIC AND CITY LOGISTICS
You are not stuck in

traffic - you are part of it.
CHANGED TRAVEL PATTERNS

FOR GREATER ACCESSIBILITY
In a growing Malm, it is important
that the modal share of car traffic decreases. Increased car traffic
leads to increased spatial claims for
infrastructure, noise and air pollution,
congestion, worse level-of-service
and accessibility for citizens and
business, which in turn influence the
citys attractiveness in many ways.
In order to gain greater understanding for how a more attractive and
accessible city can be created, focus
should lay on traffic as constituted by
humans and goods, not by vehicles.
Through prioritising surface efficient
transport modes, congestion can be
prevented and the accessibility in the
city can improve. More of Malms
inhabitants, workers and commuters
will find it easier to get to work and
school, trade and entertainment,
recreation and leisure activities. An
easy access with different transport
modes within, to and from Malm
contributes to a stimulation of the
labour market in the region and is fa-
vourable for inhabitants, commuters

and businesses. A changed modal
split creates space for other purposes
than traffic, and is crucial for creating
better level-of-service and accessibility for a greater number of people.
Confronting increased car traffic and
congestion with more or broader
streets and roads is a short-term
strategy. More road space, to a great
extent, leads to increased car traffic.
Such a strategy is not compatible with
Malms targets of changed modal
shares or the overarching goal of a
more environmentally, socially and
economically sustainable city. In order
to allow Malm to grow sustainably,
investments must be made in alternatives to increased level-of-service
for car traffic: alternatives with better
accessibility and level-of-service for
cycling, walking and public transport.
PRIORITISING SURFACE
EFFICIENT TRANSPORT MODES
REORGANISING STREETSCAPES
Walking, cycling and public transport
are all more surface efficient trans-
General priority model for different

transport modes in urban planning
within the City of Malm.
port modes than passenger car traffic

both regarding parking space and
space for movement. If more people
choose to walk, cycle or use public
transport, space for a greater number
of people to move and spend time in
the city is generated more people
gain access to what Malm has to offer.
NEXT STEP
Define sustainable car traffic. This should be
done within a Programme for Sustainable Car
Traffic (GK, SBK, MF).
Definition av tillgnglighet
Mjlighet att kunna n en mlpunkt.
Skapar frutsttningar till frflyttningar fr
bde medborgare och nringsliv avseende
svl persontrafik som godstransporter.
Definition av framkomlighet
Mtt p transportkvalitet med avseende
p restid, dvs hur lng tid det tar att frdas
mellan tv mlpunkter eller platser.
TRAFFIC AND MOVEMENT | 27
17 000
20 000
17 000
Capacity/hour
1 800 Motorway
3 000
10 000
5 000
0,8
Area (m)/person
1,2
900 Street
8 000
15 000
2,1
9,7
22,1
Figure presenting the general flow capacity per hour, and the space required per person, for different transport modes. This shows, among other things, that
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
transport mode includes both space required for movement, streets and carriageways, and for parking. Source: TI, Norwegian Centre for Transport Research.
Flow capacity compares how many

trips that can be carried out in one
hour with different transport modes.
This measure of level-of-service can
also be seen as a measure of accessibility in the number of potential
visitors or clients. Measures targeting space efficient passenger trips
and integrated surfaces, including
pedestrian streets and walking speed
areas, can also improve accessibility
for goods delivery.
PROMOTING GREEN VEHICLES,
TECHNICAL INNOVATIONS AND
RENEWABLE FUELS
Parallel to the work towards a changed and more balanced modal split, the
City Administration works to promote
cleaner, quieter and more efficient
motor vehicle transports. Since a high
share of todays motor vehicle trips
will be carried out in the future as
well, more measures targeting green
vehicles and renewable fuels must
be taken. The share of motor vehicles
powered by natural gas, gaseous hydrogen and electricity must increase
in order to further reduce environmental impact of motor vehicles.
28 | TRAFFIC AND MOVEMENT
Measures targeting electric city buses

and regional buses have had a large
impact on air quality and noise climate in central Malm.
The activities within the City of Malm
generate a significant number of
transports. This implies a big responsibility as well a possibility to urge
development and to demand renewable and fossil-free fuels.
Increased use of electric bicycles
means that bicycle traffic can become
a larger competitor to car traffic. The
electrifying of public transport, with
electric buses and trams, leads to
quieter, cleaner and more attractive
urban environments. Most environmental benefits are reached if the public
transport system attracts motorists.
A modern rail system is estimated to
have the best chance to attract these
travellers to public transport. More
environmentally adapted distribution
vehicles can also push the development in this direction, which is not
least important in a growing city with
growing flow of goods.
ONGOING
Implementing actions set in the Traffic
Environment Program 2012-2017
about clean, quiet and efficient motor
vehicle transport (GK, MF, SBK).
The energy strategy for 2009 is valid, a
new energy strategy is under preparation (SBK).
ONGOING
The City of Malm together with the
regional public transport authority
(Sknetrafiken) investigate possibilities
to implement the use electric buses in
city traffic (GK).
NEXT STEP
Develop a new strategy for green
vehicles - this can be made within a
program for sustainable car traffic.
Monitor technical development within
the field of vehicles and renewable
fuels (GK, MF).
MalmExpressen a new, 24 m long, double articulated bus, powered by a hybrid engine (gas and electricity), developed for the City of Malm together
with the regional public transport authority (Sknetrafiken), Nobina and Van Hool (Photo: sa Svensson).
TARGET ORIENTED
TRANSPORT DEMAND
According to demographic projections
carried out by the City Administration,
Malm is estimated to grow with approximately 100 000 inhabitants and
50 000 workplaces within the outer
ring road until 2030. More inhabitants,
more employment opportunities,
more visitors and tourists, and an
increased population in the region in
general imply increased passenger
traffic and more freight traffic.
In order to predict future demand for
transport, projections of population
growth and traffic increase are carried
out. Traffic projections form a foundation when describing changes in travel
behaviour and traffic quantity for all
traffic modes. Additionally, they are
used to calculate noise and air pollution deriving from traffic.
On a domestic as well as an international level, a clear trend towards
reduced car use in benefit of public

transport and cycling can be observed.
In Malm, this trend is stronger than
in Sweden in general. This can partly
be explained through short distances
to destinations within the city, good
alternatives to cars and changed
values regarding owning and using
passenger cars.
Planning work within the City of
Malm should depart from the vision
of the desired city and the targets
that have been developed for traffic.
Target oriented traffic projections
should be applied to concretize and
clarify the goals stated in the Sustainable Urban Mobility Plan. To form
a basis for noise calculations and air
quality calculations, different scenarios regarding traffic amounts shall be
used. The point of departure should be
to describe and predict different risks
concerning health, environment
and climate.
ONGOING
Developing models for traffic and
projection models for all modes of
transport, including walking, cycling
and freight traffic (GK).
Increasing collaboration with other organisations in order to gain access to
relevant data throughout the region,
both domestic and international.
NEXT STEP
Gather in-depth knowledge about
subjective factors for travelling choices
within traffic modelling, and develop
scenario modelling to serve as a basis
for prioritisation and decision-making
(GK).
Development of traffic modes and population 2007-2013

(2007=index 100)
140
135
130
125
Population
Index
120
Bicycle
115
Bus
110
Train
105
Car
100
95
90
2007
2008
2009
2010
2011
2012
2013
Development of the number of trips by car, bicycle, bus and train during the period 2007-2013,
as well as demographic development during the
same years. Walking is not taken into consideration in the comparison due to insufficient data.
For cars, traffic flows for an average weekday
count over all cross sections each year. For
bicycles, the development in central Malm is
presented. For public transport, all trips per year
for all bus or train lines in Malm are presented.
In order to be able to compare data for the
different transport modes and the population,
as well as to show a development over time, the
values have been indexed. 2007 is the baseline
(index = 100).
OBJECTIVE FOR PASSENGER

AND FREIGHT TRAFFIC WITHIN,
TO AND FROM MALM
Cities give rise to both passenger
traffic and freight traffic two kinds
of transports with different needs,
possibilities and interests. The
objective for these transport modes
has been divided into two in order to
create clarity and to point at differences in their characters.
Passenger traffic consists of trips carried out by inhabitants, visitors and
commuters to and from school, work,
stores and to run errands. In order to
develop Malm and its traffic system
in the right direction, a gathered
objective regarding modal shares for
inhabitants and commuters trips is
required. The objective for a sustainable transport system is most conveniently described in modal shares.
The adopted objective regarding a
changed and more balanced modal
split is a clear sign of whether a transport system develops to become
more environmentally, economically
and socially sustainable
In order to show what traffic can
contribute to, viewed from a broader
perspective, the objective of changed
modal shares works as a symbol for
how well the city will succeed with
a number of overarching goals. A
traffic system with higher capacity for
sustainable transport modes creates
possibilities for a Malm that is more
adapted to humans, more equal and
greener. It also opens up for a city
with better public health and better
accessibility for more people a more
attractive Malm and a traffic system
where energy use and emissions are
reduced on a local and global scale.
In Malm, the circulation of freight
traffic is less studied than the circulation of passenger traffic. The work on
gathering knowledge on this topic,
together with private and public
actors, is a priority within the City
of Malm. The objective for freight
traffic is described in words.
Population growth and

possible scenarios
The future demographic development in Malm and the number of
commute trips to Malm depends on
many uncertain factors. Therefore,
the Sustainable Urban Mobility Plan
presents two different scenarios
regarding population growth in
Malm and the region until 2030.
These estimations are based upon
expected population growth according to demographic projections carried out by the City Administration.
Scenario A describes a moderate
population growth with an average
of 2 900 more inhabitants per year
until 2030. In scenario A there are 360
000 citizens in Malm 2030. Scenario
B describes a stronger population
growth with around 5 300 more
inhabitants per year until 3020.
Scenario B should be compared
with the population growth that the
Comprehensive Plan has in readiness,
i.e. that Malm can grow to 400 000
inhabitants until 2030.
Scenario A and B for commuting are
based upon the same growth percentage as the population growth. This
means that the number of work opportunities in Malm and throughout
the labour market region grows by
the same percentage as the number
of inhabitants. Scenario A describes
a moderate growth in commuting
with an average of 600 more trips to
Malm per year until 2030. Scenario
B describes a stronger growth in
commuting with an average of 1100
more trips per year until 2030.
OBJECTIVE FOR
INHABITANTS TRIPS
Inhabitants trips and movements
are meaningful for a dynamic urban
life. The way the traffic system and
urban environments are planned,
designed and used has great impact on the inhabitants everyday
lives and their possibilities to create
favourable conditions for themselves. When it comes to reaching the
goals of changed modal shares, it is
the physical conditions in the city
and the inhabitants travel behaviour
that create a more sustainable and
attractive Malm.
The modal split for 2013 describes the
result from the travel survey RVU2013.
The objective for 2030 has been
defined departing from a balanced
mix of the Pedestrian Programme
(2012-2018), the Bicycle Programme
(2012-2019), a list of the targets in the
Network of Public transport (Koll2020)
and the Traffic Environment Programme (2012-2017). The objective for 2020
shows the modal shares for different
transport modes that at the very least
needs to be fulfilled in order to reach
the combined objective for 2030.
The total amount of the inhabitants
trips will increase along with the
increasing population. Scenario A and
B describe two potential population
growth rates until 2030 and what each
one would imply for the modal split
as well as for the total amount of trips
carried out by the inhabitants.
Depending on the population growth
according to the two scenarios, the
number of walking trips will increase
by around 15-30%, the number of
Explanation of modal share

percentage allocation describing the main transport mode used regarding the number of trips
with different transport modes. The division is given by the results from travel surveys, where
citizens in Malm and Skne during one weeks time state where, how and why they travel. In
2013, a travel survey was carried out where around 70 000 persons all over Skne were consulted,
of which 12 000 in Malm. The response rate was 37% in Skne and 33% in Malm. Comparable
travel surveys were carried out in 2003 and 2008.
Malmbornas Resor
2013
2020
2030
15 %
15 %
15 %
40 %
30 %
36%
22 %
26 %
30 %
25 %
23 %
21 %
2013
2020
Modal split for the inhabitants trips

regarding main mode of transport, travel
sections not included. From the left:
2013, followed by the objective for 2020
and the objective for 2030. Note that the
modal split for 20132013
does not amount to
100%, since the category other mode of
transport is not displayed.
2030
Inpendling
400000
3%
350000
300000
250000
33200000
%
Number of citizens in Malm and
modal
62 %by estimations of
split 2013, followed
150000
population increase and objective for

scenario A and B for 2030. Modal split
with regards to main mode of transport,
travel sections not included. Note that
the modal split for 2030 does not amount
to 100%, since the category other mode
of transport (2%) is not displayed.
360 000
inhabitants
2020
310 000
inhabitants
15 %
57%
2030
15 %
15 %
5%
30 %
30 %
22 %
21 %
4%
400 000
inhabitants
50 %
39 %
25 %
25 %
45 %
100000
50000
0
bicycle trips by around 60-75%, the

number of trips with public transport
by around 40-55%, and the number
of car trips will decrease by around
5-15%. Consequently, the most significant increase in the number of trips
will take place within bicycle traffic
and public transport.
The height of the bars in the bar
chart on the previous page symbolises the number of trips made by the
inhabitants. The modal split describes the main mode of transport
used for one trip. How many travel
sections made, and which or what
transport mode used, is not presented. Experience, together with the
result of the travel survey RVU2013,
indicates that a large part of all travel
sections are carried out by walking.
40 %
2013
30 %
30 %
2030
Scenario A
2030
Scenario B
Travelling usually begins or ends with

movement on foot. A combination
of walking trips and trips with public
transport is most common. Therefore, it is important to aim for a high
increase in walking, although the objective describes a modest increase.
The decrease in the number of car
trips will mainly be replaced by
cycling and/or public transport, and
in order to enable this change, it is
important to also be able to move
easily on foot. Therefore, major
measures that target these transport
modes should be taken.
Objective for sub areas
In order to make the future goals
for transport modes concrete, and
to show potential to change travel
behaviour, the city has been divided

into fifteen sub areas so called
SUMP areas. The divide is based upon
how buildings and infrastructure are
differentiated today. The conditions
of and access to different transport
modes vary between the different
sub areas, and the objectives for
transport modes has been adapted
accordingly. If the objectives for the
different sub areas are put together,
the overarching goal for transport
modes is reached.
ONGOING
Follow-up of travel behaviour and traffic
development through travel surveys
and traffic calculations for all modes of
transport. Working with how traffic development is communicated internally and
externally (GK).
Malm divided into 15 sub areas,

so called SUMP areas.
The increase in the total amount

of trips in Malm depends on the
population growth both in Malm
in total and in each sub area. The
change in the number of trips in each
sub area, as described in the chart
above, depends on the population
growth and the goals for changed
travel behaviour. The population
growth in each area is projected, and
the change in traffic is based on the
objective for traffic.
The highest population growth is
estimated to take place in Vstra
Hamnen and Hyllie (area 3 and 11).
Along with the population, trips
with all transport modes will increase although it generally should be
that increases the most.
When it comes to walking, there is
great potential for an increase within
sub areas with developed sub area
centres like Limhamn, Hyllie and
Vstra Hamnen. Integrated and short
distance sub area centres enable a
higher share of walking trips.
Bicycle traffic has the greatest

potential to increase in central and
semi-central areas, but in general,
a significant increase in all sub areas
is needed. The largest increase in
bicycle traffic should take place in
the City centre, Vstra hamnen,
Rosengrd/Sorgenfri and Limhamn.
The largest increase in public transport should take place in areas where
it today, or within a near future, exists
well developed and robust public
transport. In this regard, the largest
increase should take place in the sub
areas Hyllie, Fosie, Vstra hamnen
and Rosengrd/Sorgenfri, followed
by the City centre, Kirseberg and
Limhamn.
The City centre, Slottsstaden, Rosengrd/Sorgenfri and Fosie are the sub
areas with the greatest potential, and
where car traffic should decrease.
The objectives for each area regarding modal shares, and the needs for
change that they imply, should be
guiding. The goals for each sub area
must be reached in order to achieve
the overall goal.
ONGOING
Further developing target oriented
projections in order to support urban
planning (GK).
Lifting the perspective of sustainable
transport in the interdepartmental
work on the Exploitation strategy
(GK, SBK).
Further developing the method used
in the work on Sustainable travelling in
Vstra hamnen 2013, and keep using
the method in other urban development areas (GK, SBK, MF).
NEXT STEP
When developing operational plans,
policy documents and in planning,
the main assumption should be the
goals for sustainable transport for
the 15 geographical SUMP areas. The
objectives of changed travel behaviour
and the Exploitation strategy should
strengthen each other (GK, SBK, FK).
In-depth investigations containing
clear strategies regarding target oriented transport demand will be carried
out in chosen sub areas (GK, SBK).
Implement a pilot project along a road
stretch, with actions departing from
the objective of changed modal shares
and target oriented projections (GK,
SBK, FK, MF).
15T
ygel
s
j
4
200
Ml
bi
l
df
r
dmedes
andel
ar2030(2013)
Sub
D
el
oarea
mr
de
1Cent
r
um
15% (25%)
25% (23%)
35% (25%)
25% (25%)
2Sl
ot
t
s
s
t
aden
25% (33%)
20% (16%)
40% (34%)
15% (14%)
3Vs
t
r
ahamnen
20% (30%)
30% (25%)
30% (25%)
20% (17%)
4Nor
r
ahamnen
25%
30%
30%
15%
5Ki
r
s
eber
g
25% (34%)
30% (24%)
30% (24%)
15% (16%)
6Ros
engr
d/
Sor
genf
r
i 20% (31%)
30% (25%)
35% (28%)
15% (15%)
7F
os
i
e
30% (49%)
35% (24%)
25% (18%)
10% (6%)
8Hol
ma/
Kr
oks
bc
k
30% (40%)
20% (17%)
30% (22%)
20% (18%)
9Li
mhamn
35% (54%)
20% (14%)
30% (20%)
15% (10%)
10Bunkeflos
t
r
and
45% (62%)
25% (18%)
20% (9%)
10% (8%)
11Hyl
l
i
e
30% (56%)
30% (14%)
20% (12%)
20% (18%)
12J
ger
s
r
o
50% (59%)
15% (12%)
20% (15%)
15% (15%)
13Hus
i
e
50% (63%)
20% (15%)
20% (14%)
10% (8%)
14Oxi
e
50% (64%)
25% (20%)
15% (6%)
10% (8%)
15T
ygel
s
j
55% (72%)
20% (12%)
15% (4%)
10% (9%)
S
ummer
at
Total
30% (40%)
25% (21%)
30% (22%)
15% (15%)
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.
B
ef
ol
kni
ng
s
f
r
ndr
i
ng
oc
h
f
r
ndr
i
ng
i
ant
al
r
es
ort
i
l
l
2030is
(
2
013rbas
r
)
Change
in
population
and
number
of
trips
until
2030
(2013
baseline)
Sub
area
D
el
o
mr
de
1Cent
r
um
Number
of B
Population
Ant
al
ef
ol
kni
ngs
i
nvnar
e increase
kni
nguntil
t
i
l
l
inhabitants
2013
2030
61
900
++
2Sl
ot
t
s
s
t
aden
32
000
3Vs
t
r
ahamnen
6
700
4Nor
r
ahamnen
5Ki
r
s
eber
g
15
800
6Ros
engr
d/
Sor
genf
r
i 51
500
7F
os
i
e
38
600
8Hol
ma/
Kr
oks
bc
k
23
500
9Li
mhamn
25
000
10Bunkeflos
t
r
and
12
900
11Hyl
l
i
e
5
700
12J
ger
s
r
o
100
13Hus
i
e
21
000
14Oxi
e
12
300
15T
ygel
s
j
4
200
+
+++
++
++
++
+
++
+
+++
+
+
+
---+
---++
-
++
+
+++
+++
+
+++
+
++
++
+++
+++
+
++
+
+++
++
+++
++
+
+++
+
++
+
+
+
+
++
+
++
+
+
+
+
+
+
+
+
Challenges and changes in travel behaviour and number of trips based on estimated population increase in each area. The changes
are
not
presented
inme
numbers
n
+d
stands
increase
and - for decrease, and they symbolize changes in either population or
M
l
b
i
l
df
r
d
des
a
el
arfor
20
30(2013)
travelling. The more of the same sign, the bigger the changes in population or travelling. These estimations serve to give a rough
indication of where measures should be taken and travel behaviour change in order to reach the defined goals for travelling until
2030. The
areas
Norra
De
l
omr
dehamnen and Jgersro almost exclusively consist of business today; the number of inhabitants is negligible.
1Cent
r
um
15% (25%)
25% (23%)
35% (25%)
25% (25%)
2Sl
ot
t
s
s
t
aden
25% (33%)
20% (16%)
40% (34%)
15% (14%)
3Vs
t
r
ahamnen
20% (30%)
30% (25%)
30% (25%)
20% (17%)
STRATEGIES FOR
INHABITANTS TRIPS
The vision of Malms traffic system
is to enable an everyday life where
are the natural choices for inhabitants, and where it is easy to change
between these transport modes.
The inhabitants travel behaviour is
crucial for the citys development and
attractiveness. In order to influence
travel behaviour, a combination
of different measures is required
both measures towards behavioural
change and physical actions. Together, these factors create synergy
effects and enable inhabitants to
move with different transport modes
when making different kinds of trips.
Inspiring in order to
influence travel behaviour
Measures to involve, inspire and
inform the citizens are required in
order to enable the physical infrastructure to reach its full potential.
The City of Malm works with mobility management in order to create
opportunities for, and acceptance
of, sustainable transport. In the
long run, this contributes to greater
demand for solutions for sustainable
travelling, which in turn pushes the
development in the right direction.

A number of actions, campaigns and
activities have been carried out over
the years. There is potential in coordinating mobility management and
physical development.
Pedestrian traffic for slow and
fast movements
Pedestrian traffic is in itself an important mode of transport. It is also a
mode of transport that starts or ends
essentially all movement, no matter
what other transport mode is used.
Pedestrian traffic enriches urban life
and opens up for encounters, which
will be even more evident in a more
densely populated city.
Attractiveness, comfort and walkability are three fundamental aspects
for increased pedestrian traffic. The
goal is that people experience a walk
in Malm as something positive: something that creates surplus value in
addition to the utility of the transport
itself. In combination with accessible
public transport, pedestrian traffic is
an attractive alternative for a growing
number of citizens and visitors.
Bicycle traffic for more freedom
Malms ambition is to become a
world renowned bicycle-friendly
city and, together with the rest of

the resund region, a world-leading
bicycle metropolis. In order to reach
the goal of changed modal shares,
the number of trips made by bicycle
needs to increase. To achieve this,
measures for changed travel behaviour as well as physical actions for
increased capacity are required. The
objective is to turn Malm into a city
where it is easy and safe for everyone to cycle. The ability to move by
bicycle in Malm increases accessibility as well as freedom of movement
for large parts of the inhabitants, not
least children and youths, and contributes to urban life and encounters.
ONGOING
Implementing the Pedestrian programme
2012-2018 (GK).
Carrying out the actions described in
the Walking lane plan (GK).
ONGOING
Implementing actions in the Bicycle
programme 2012-2019, according to the
following focus areas: strengthening
Malms profile as a bicycle-friendly city,
actions for increased safety and comfort,
general actions for infrastructure, more
detailed actions for infrastructure, better
parking (GK).
Normal bus
12 meters
Articulated bus
18 meters
Bi-articulated bus
24 meters
Tram
30 meters
Tram
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
Barrier-breaking and
reliable public transport
Public transport creates accessibility
for large parts of the inhabitants.
It should be reliable, competitive
with cars and easy to use in everyday life. Further measures targeting
institutions and living environments
in places close to public transport are
essential for creating a sustainable
and attractive city.
City bus traffic constitutes a close
network for public movements
within the city. During the last years,
the number of trips with city buses
has steadily increased. This has resulted in a need for a city bus system
with higher capacity.
MalmExpressen is a new concept
with 24-meter long bi-articulated
city buses with high level-of-service
and comfort on dedicated bus lanes.
This concept has been implemented
in order to face existing and increasing demand for public transport on
the distance between Stenkllan and
Vstra hamnen, via Rosengrd and
Malm Central. A continued increase
in demand for public transport will
require that more of todays city buses are replaced by concepts similar
to MalmExpressen.
To facilitate movement between Eastern and Western Malm and throughout the region, projects to traffic the
Continental Line (Kontinentalbanan)
with passenger trains in a MalmRing
are carried out. Along this MalmRing, passenger trains will stop at
Malm C, stervrn, Rosengrd, Persborg, Svgertop, Hyllie and Triangeln,
and in the long term, also in Fosieby.
In the longer term, the resund trains
can interconnect several of these
stations with Lund and Copenhagen.
In order to create a public transport
system with higher capacity, the
introduction of a tramway is necessary. A tramway would supplement
and strengthen other sorts of public
transport and create a strong increase in capacity for the whole public
transport system. More people would
be given the opportunity to move
fast and comfortably between home,
work, school and leisure activities.
A tramway can transport two to
three times as many passengers as an
articulated bus. Improved capacity
is important in order to meet higher
demands and to increase the modal
share of public transport. Modern
tramways are comfortable, which
has been proved to attract former
car drivers.
Rail traffic leads to robustness and

sustainability in the public transport
system and is a more permanent measure. The introduction of rail traffic
can be seen as a contract between
the municipality and private as well
as public actors who want to establish business and construct houses.
Rail traffic and urban development
can support each other in construction of, e.g., complementary housing
and business. The introduction of rail
traffic should be a motor for urban
development and interconnection
of sub areas.
ONGOING
Continuing the development of a longterm Public Transport Strategy in order to
clarify and coordinate the citys strategic
work with public transport (GK, SBK, SK).
EXPLANATION
The City of Malm takes part in two ongoing national projects that influence the way metropolitan cities in Sweden develop, both when it comes to construction and to the opportunity
to create more sustainable transport systems - and doing both simultaneously.
The Sweden Negotiation
The objective of the Sweden Negotiation (Sverigefrhandlingen) is to give Sweden its first high 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 Malm in two and a half. This measure
should lead to more construction and growth in many municipalities and regions along the new railway.
The Sweden Negotiation also looks upon the infrastructure project that is supposed to improve accessibility
and increase construction in our big cities Malm, Gothenburg and Stockholm. This is a negotiation of part-financing where the utilities are in focus and where municipalities, regions, cities and business can contribute to
the result. (Sverigefrhandlingen. Access: http://sverigeforhandlingen.se/ [2015-05-04])
The City of Malm works with describing how the city and the region can develop departing from an
investment in high speed trains, with a high speed train station in Malm and construction in places close to
public transport. The City Office, the City Planning Office, the Environment Department and the Streets
and Parks Department work together to describe how Malm can develop departing from the Sweden
Negotiation, and what utilities that can be created.
Urban environment agreements
Todays housing deprivation limits peoples life choices and restrains Swedens development. Therefore, it is
crucial to promote construction. The goal of the government is that at least 250 000 new homes should be built
until 2020. Through better coordination between expanded public transport and construction, new buildings
can benefit more people. For that reason, the government invests in Urban Environment Agreements (Stadsmiljavtal) that partly finance local and regional public transport projects. Well functioning public transport opens
up for new, attractive locations for construction. Locations that currently are not viewed as profitable for the
construction industry can become attractive thanks to an expanded public transport system. Government Offices of Sweden - press release 2015-01-08. Access: Http://www.regeringen.se/sb/d/19812/a/252473 [2015-05-04])
Sustainable car traffic and

increased opportunities for
car-free living
In a growing city investing in better
possibilities to move on foot, by
bicycle and with public transport, the
importance of cars will decrease and
get more balanced. Certain car trips
will, for rational reasons, be replaced
by other transport modes.
Along with the exploitation of new
living environments, possibilities for
more sustainable travelling should
be created. Dialogue with developers
and constructors is, in this regard,
something that needs to be strengthened. Car sharing has strongly increased in Malm during the last couple
of years. A continued expansion of
car sharing solutions should be promoted in order to enable access to a
modern car park and car-free living.
Malms future car traffic should be
constituted by green vehicles driven

by renewable and fossil free fuels.
The City Administration should
work towards making this possible
through continued collaboration and
coordination with private business,
organisations and civic society.
OBJECTIVE SUSTAINABLE
COMMUTING
Due to its localisation in Skne and
its belonging to the resund region,
Malm is clearly connected to Europe
and the rest of the world. In terms of
commuting, this describes Malms
opportunities, impact and potential
for further development in a regional,
national and international context.
The objective for 2030 regarding
commuting to Malm has been
defined departing from the Traffic
Environment program (2012-2017).
The objective for 2020 shows the
modal split that at the very least

needs to be attained in order to
reach the objective for 2030.
Malm is dependent on a functioning mobility both within the city
and throughout the region. Commuting functionally interconnects municipalities. Every day, approximately
62 000 persons commute to Malm
and 31 000 persons commute from
Malm. Commuting and regional
expansion leads to possibilities and
ONGOING
Promoting car sharing solutions in dialogue
with constructors and developers when it
comes to new exploitation of housing and
workplaces (SBK, GK, MF, FK).
NEXT STEP
Expand resources and developing the
method of Mobility management in the
exploitation process (SBK).
4%
3%
2013
33 %
62 %
62 %
2013
2020
3 %39 %
45 %
33
57%%
50 %
2020 MELLAN
2030
4%
5%
50 %
39 %
57%
45 %
2030 MELLAN
2013
2020
2030
Modal split for commute trips to Malm. From the left: 2013, objective for 2020 and objective for 2030.
Note that the modal split for 2013 does not amount to 100%, since the category other transport mode is not displayed.
62 000
commuters
70 000
commuters
5%
4%
3%
33 %
80 000
commuters
39 %
45 %
Definition of commuting
62 %
2013
57 %
50 %
Scenario A
2030
Scenario B
2030
Modal split and number of commute trips to Malm 2013, followed by estimated growth in
commuting to Malm and objective in modal shares for scenario A and B 2030.
challenges for sustainable development. An increase in commuting and

regional expansion is not a goal in
itself; the challenge is to make commuting more sustainable, in an environmental, economical and social
sense. It is thus a challenge to secure
sustainable, efficient and reliable
commuting in a growing region.
62% of current commute trips to
Malm are carried out by car, which
leads to challenges regarding surface
claims, traffic safety, traffic noise,
air pollution and gender equality.
A changed modal split, correspon-
ding to the goals for the inhabitants

travelling and commuting to Malm,
enables more sustainable commuting to and from Malm. In order
to reach the goal for commuting to
Malm, measures targeting efficient
transport modes, such as bicycle and
public transport, must be taken. This
will make these transport modes
more attractive in relation to cars.
Greater mobility for walking, cycling
and public transport in Malm can
contribute to developing the local labour market, at the same time as the
negative influence on environment
and human beings decrease.
In the Sustainable Urban Mobility Plan,

commuting only refers to trips taking
persons to work in another municipality.
Commuting for studies in another city is
not included in the notion.
Definition of regional expansion

Increased commuting leads to regional
expansion. When more people commute
and move over geographical areas, municipalities are interconnected and become
larger labour market regions.
In order to reach the goals regarding

sustainable commuting, commute
trips carried out with public transport and by bicycle should increase.
Given the two scenarios A and B, this
implies an increase in the number of
public transport trips with 60-75%.
The number of commute trips to
Malm carried out by car should not
be higher than today. The number
of bicycle trips to Malm is currently
relatively low, but the implementation of planned measures targeting
increased bicycle commuting has
potential to double it.
STRATEGIES SUSTAINABLE
COMMUTING
In order to reach the objective for
inhabitants trips and sustainable
commuting, it is important to work
with a combination of different actions and measures. This strengthens
the actions individually and leads to
positive synergy effects. The focus
areas below describe actions that
should be developed and prioritised
in order to develop more sustainable
commuting.
Cooperation with regional actors
The fact that Skne is a region with
many cores and short distances
makes it possible to further develop routes for public transport and
bicycles between municipalities.
Routes for public transport and
bicycles should make up the structural frame in regional planning
and in urban construction within
cities and urban areas. In order to
open up for sustainable commuting
in the region, it is important that
new buildings are constructed in
close connection to strong routes for
public transport and bicycles.
To achieve this, cooperation with
regional actors (neighbouring municipalities, the County Administrative
Board (Lnsstyrelsen), the Swedish
Traffic Administration (Trafikverket),
Region Skne, other organisations as
well as the commuters themselves)
is very important.
Exploitation in Malm
A continued and deepened collaboration on sustainable transport is
needed in connection to exploitation
and mark development in Malm.
Experience of the collaboration
with constructors, developers and
property owners in the development
of Vstra Hamnen should be used in
other development areas in the city.
When exploiting, the parking norm
should be used to move towards a
reduced need for cars. In cooperation with constructors, developers
and property owners, principles
for offering tenants car and bicycle
sharing facilities, as well as good
parking facilities for bicycles, should
be developed.
Green travel plans for attractive
workplaces
Companies and workplaces in Malm
should be encouraged to develop
green travel plans that inspire and
enable their employees to travel more
sustainably. Green travel plans for
workplaces can contain actions like
good parking facilities for bicycles,
changing rooms, bicycle service,
health hours and flex time, as well as
subsidised public transport passes
that will reduce the need to own a car.
A further example of potential actions
in a green travel plan is to reduce the
availability to free or subsidised car
parking. The goal of using a green
travel plan is to make sustainable
transport modes more attractive for

trips to work and business trips.
More employees choosing to walk,
cycle or use public transport imply
lower costs for travelling, fuel and
parking. Furthermore, such a development has an important health
aspect and influences the number of
sick leaves. If a higher share of people
walk, cycle or use public transport
to get to work, urban space can be
used in a more efficient way, which
enables employers to establish in
more attractive locations. A green
travel plan makes a workplace more
attractive, at the same time as the
environmental impact of commuting
and business trips decreases.
ONGOING
Further developing collaboration with
regional actors and depart from southwestern Skne as a node (GK, SBK).
NEXT STEP
Strengthen cooperation with the regional
public transport authority (Sknetrafiken)
and the Streets and Parks Departments
mobility management activities in order to
coordinate measures (GK).
NEXT STEP
Increase resources and develop mobility
management in the exploitation process
when establishing major workplaces (SBK).
ONGOING
A preliminary study on a resund metro is
currently carried out. The preliminary study
shows how a metro would contribute to
strengthening the resund regions 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 highspeed train in Malm would mean for the
city and the region (SK, GK, SBK).
Bicycle commuting
Approximately 3% of commute trips
to Malm are currently carried out
by bicycle. The regional bicycle
commuting can increase if shorter,
more accessible and attractive commuting routes are created between,
e.g., Malm and Lund. In order to
enable an increase in bicycle commuting, collaboration with regional
actors, neighbouring municipalities
and employers needs to be further
developed. Along with the increased
use of electric bicycles, it can become
more attractive to commute over longer distances by bicycle. In that way,
the competitiveness of bicycles in
relation to cars can be strengthened.
Photo: sa Svensson
Better possibilities to commute

with public transport
Public transport is a system that
interconnects international, national,
regional and municipal destinations.
In order to make public transport
more attractive to commuters, the
difference in travel time between
car and public transport must
decrease, which is also the case for
travel time of public transport in
rush hours. The possibility to work or
do other things during the trip is an
important competitive advantage
in relation to cars. The type of public
transport vehicle is determined
mainly by the capacity demanded.
The regional train traffic connects
Malm to the rest of Skne, but also
to Copenhagen and Europe. The City
tunnel in Malm, and the stations
Hyllie, Triangeln and Malm C, constitute regionally important nodes
for combined trips and transfers to

other transport modes for people
who commute to and from Malm.
The planned MalmRing will,
together with the Continental Line,
strengthen mobility by public transport in Malm. The new stations
along the railway will open up for
urban development in locations
close to public transport.
Through well functioning regional
bus traffic, Malm is interconnected
with several neighbouring municipalities and urban areas throughout
Skne. Within Malm, the development needs to lead to new bus lanes
in order to improve level-of-service,
reduce travel time and avoid delays
in regional bus traffic. This would
make regional buses more competitive in relation to cars.
In a long term perspective, Malm

should be further interconnected
with Copenhagen, which will manifest in a metro strengthening integration and growth in the resund
region. Companies and educational
institutions are given better possibilities to establish on both sides of
the strait, which can lead to better
matches between competences
and demand on the labour market.
A stronger connection between
Malm and Copenhagen would also
strengthen the position of Copenhagen Airport as an international
node for Northern Europe, which
in itself is an important factor for
companies to establish and people
to visit the region.
Bike & Ride station with locked parking facility at Malm C
Intermodal transfer points

throughout the whole trip
The significance of transfer points
increases in a denser city with a higher share of trips carried out on foot,
by bicycle and with public transport
(or a combination of these transport
modes). These transport modes
strengthen each other, and the last
couple of years, Bike & Ride stations
in Hyllie, Triangeln S and Malm C
enable comfortable combined trips.
The stations offer real time updates on sustainable travelling in the
resund region, supervised parking
facilities for bicycles, bicycle service
and changing rooms. The paying
system for high security parking
facilities is integrated in the regional
public transport debit card. Measures
are needed to promote development
of simple and integrated paying systems that facilitate the use of public
transport for inhabitants, commuters
and visitors.
Car commuting and access
to parking facilities
Access to free car parking facilities
close to workplaces or other destinations influence what transport
mode people choose. The access to

and cost of car parking facilities are
important instruments for reducing
car traffic. The selection and cost of
car parking facilities close to workplaces in Malm should be mapped
out. This should later on be the
foundation for a constant development of the citys parking policy and
parking norm, as well as support the
development of green travel plans in
collaboration with employers.
Introducing parking facilities for residents is an efficient strategy to control access to free parking on street
ground. This reduces the risk of street
ground being used for commuting
and creates more flexibility when
it comes to parking for residents.
Parking facilities next to residential
buildings situated on public streets
or special parking spaces are regulated with parking fees. Residents
can apply for parking space, which
means that lower parking fees will
be paid per day up to two weeks,
without demands for the car to be
moved (which is the case for general
parking rules).
Photo: Gustaf Johansson
ONGOING
Developing a future bicycle rental system
in Malm in order to increase mobility,
strengthen the possibility to combine transport modes and the share of sustainable
trips for inhabitants, but especially for
people commuting to and visiting Malm.
ONGOING
Investigating and implementing enlarged
parking facilities next to residential houses
as reglementing on ground destined for
streets (GK).
NEXT STEP
Map out the selection and access to free car
parking facilities close to workplaces and in
constructed ground as well as develop strategies to control these. This can be carried
out within a Programme for sustainable
car traffic (GK, SBK).
OBJECTIVE - SUSTAINABLE
FREIGHT TRAFFIC AND
CITY LOGISTICS
Freight traffic in the city influences
us in many ways. Everything that is
bought and consumed has to reach
inhabitants and visitors, either to
their homes or to restaurants, cafs,
stores, etc. that constitute the citys
supply. After consumption, a functioning return flow, in the shape of
waste management and recycling,
is required. A smart freight traffic
should contribute to a denser, greener and more integrated city with
shorter distances a more attractive
and sustainable Malm.
Freight traffic in Malm is connected
to a number of challenges within
the coming years, not least because
Malm is estimated to continue to
growing, which makes the challenges connected to environment and
climate more urgent to deal with.
Establishing a logistical centre for
boat, train and lorry transport in
Norra hamnen is important for
long-distance traffic and enables
a more efficient management and
distribution of goods. This measure

is expected to lead to economic
growth and more efficient freight
traffic, and at the same time create
new jobs within the logistics sector.
It also implies moving heavy freight
traffic further away from the central
parts of the city.
A changed and more balanced modal split for passenger traffic creates
possibilities for more efficient freight
traffic. The accessibility for freight
traffic improves when the modal share of car traffic decreases. Widening
infrastructure for bicycles also allows
companies to carry goods by bicycle
throughout the city. The introduction of walking speed streets both
enriches urban life and opens up for
greater accessibility for freight traffic
to load and unload.
ONGOING
Implementing the Freight Traffic Programme
2014-2020 and working with the four directional goals regarding the citys attractiveness in relation to freight traffic Malm
as part of the freight nod resund, as well
as influence on environment, security and
safety (GK).
ONGOING
Developing a consequence analysis for
waste management and its transports
in a denser city (GK, SBK).
Definition of city logistics

City logistics is a collective notion containing all freight traffic to, from, through
and within urban areas with heavy or light
vehicles. It also contains service transport
(e.g. for craftsmen) and transport for
construction and waste management.
STRATEGIES FOR SUSTAINABLE

FREIGHT TRAFFIC AND
CITY LOGISTICS
In order to maintain good accessibility for freight traffic in a dense,
green and integrated city with short
distances, actions for streamlining
and cooperation are required. These
actions should address sub optimised solutions for logistics and low
filling ratios. Actions for reducing the
distance covered by freight traffic are
required. It is also important that vehicles used for freight traffic become
more efficient, clean and quiet.
Cooperation for increased knowledge of freight traffic
The responsibility for developing
the freight traffic sector is shared
by many actors, including the City
Administration. Through experience
in other cities, it has been made clear
that the best way to work with these
questions and gain in-depth knowledge is through cooperation and
networks. The City of Malm should
work towards improving its cooperation with actors within logistics

and deepening its knowledge of
freight traffic.
City logistics for an attractive
urban environment
Smart freight traffic should contribute to a more attractive city. To achieve
this objective, planning that meets
the demands for city logistics is
required, not least along main roads
and future urbanized main roads.
Coordinated distribution and loading
of goods is one way to make freight
traffic more efficient, which leads to
reduced covered distance by heavy
traffic within the city. This has an impact on environment on a local scale
and climate on a global scale.
Measures targeting renewable fuels
and quieter engines reduce the local
and global environmental impact
of freight traffic and lead to better
urban environments.
ONGOING
Continuing cooperation within local,
regional and national networks for freight
traffic and city logistics (GK).
Implementing internal educations within
the City of Malm in order to increase
knowledge of freight traffic and its challenges in a denser and more integrated
city (GK).
NEXT STEP
Gather more information about freight
traffic and develop a long-term freight traffic strategy as a complement to the Freight
Traffic Programme (GK).
Photo: sa Svensson
4 THE CITY
In order to develop Malms 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 Malm 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
Malm 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, Malm 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 vg, an example of an existing main road that gathers many interests.
Localisation of activities and functions that generate much traffic has

great impact on how inhabitants and
visitors choose to travel to different
destinations. This aspect is important both from a regional and local
perspective. Preschools and schools
should be localized in a way that promotes transport modes for short trips
in that way walking, cycling and
public transport can become more
competitive in relation to car traffic,
which creates an accessible city for a
greater number of people.
Malms inner city, in relation to ex-
ternal commercial centres, no longer

has an obvious role as a commercial
destination. In order to keep the
city centre attractive and populated
during all hours of the day, it must be
developed in several ways. Accessibility for walking, cycling and public
transport, as well as for cars and city
logistics, is an important aspect for
an attractive city centre. It is equally
important that the inner city qualities are allowed to develop from an
urban environmental perspective. A
higher share of space between faades should be used for green areas
and meeting places. Together with
Photo: sa Svensson
commercial trade, this can increase

the amount and variety of destinations in the inner city.
Malms more external areas can
develop when missing functions
are added, which could lead to a
more integrated city with shorter
distances. The traffic system should
develop in connection to this, and
traffic routes and main roads that
today constitute barriers can instead
develop to gain a more integrated
character, interconnecting different
areas, which would have a healing
effect on the city.
THE CITY | 45
A DENSE, INTEGRATED AND

GREEN CITY WITH SHORT DISTANCES ENABLES SUSTAINABLE
TRAVELLING
A more sustainable transport system
and a denser city create opportunities
for each other. Walking, cycling and
public transport are more surface efficient transport modes than
passenger car traffic both regarding
parking and street space. This means
that more people are given space to
move and spend time in a city when a
greater number of people choose to
walk, cycle or use public transport.
A more integrated and denser city
is a city with shorter distances. This
implies that demand for travel time
per person decrease, which promotes transport modes for short trips;
become the most rational means for
moving throughout the city. Densification makes it possible to create a
more sustainable transport system,
and a more sustainable transport system is made possible by a denser city.
46 | THE CITY
DEMOCRATIC DIVISION OF
URBAN SPACE
When Malm and the region are
growing, the claim for urban space
grows a greater number of people
living, working and spending time
in the city implies more movement
and transport of humans, goods
and waste. More people and interests should be able to gather on
the citys streets.
Reorganisation of the citys streets
and cityscapes allows a greater
number of people to move on foot,
by bicycle and with public transport, which implies a more gender
equal transport system with greater
mobility and freedom of movement.
More people, regardless of gender,
age, physical ability or socioeconomic conditions, have access to these
transport modes as compared to a
transport system dominated by car
traffic. A development towards a
more balanced modal split leads to
a more equal, democratic and accessible city for more people.
There are examples of how greater

space claims by pedestrians and
cyclists can be combined with better
accessibility for freight traffic. Creating pedestrian streets and walking
street areas, where loading and unloading generally is allowed, is such
an example.
ONGOING
Drawing attention to sustainable transport
in the interdepartmental work on the
Exploitation strategy (GK, SBK).
Drawing attention to sustainable transport
in the interdepartmental work on the Plan
for for public services land need (PLASMA)
(SBK, GK).
Vision for Lorensborgsgatan as an urbanized main road.
URBANIZED MAIN ROADS

STREETS CONSTITUTED BY MOVEMENT AND URBAN LIFE
The greater part of all person miles
travelled (PMT) in Malm takes place
on main roads. These tie different urban areas and destinations together,
and people use them to orient
themselves in the urban structure.
The greater part of all traffic accidents,
as well as the most serious ones,
happen along main roads. Main roads
also have the highest proportion of
air pollution and traffic noise. Along
main roads, the challenges regarding
a more sustainable transport system
and a more attractive city meet.
The design of urbanized main roads
carries a strong symbolic value for
the desired traffic system and urban
environments.
A development of todays main roads
into urbanized main roads would
Illustration: Dziugas Lukosevicius
lead to better accessibility, reduce

perceived and physical barriers, and
interconnect different urban areas.
Redefining main roads into urbanized
main roads marks a paradigm shift in
the view of how main roads should
be designed and used.
Urbanized main roads must be
designed in a way that contributes
to reaching the goals of a changed
modal split for the inhabitants and
commuters trips, and to create a more
accessible and attractive city. Taking
a holistic approach, both regarding
whole road stretches and streetscapes
from faade to faade, is crucial for
how well the transformation of existing main roads into urbanized main
roads will succeed. Urban development, through more buildings and
urban environments in streetscapes,
can and should strengthen such
a development.
ONGOING
Implementing actions in the Noise
programme 2014-2018 (GK, MF).
Implementing a Modified action programme in order to reach the environmental
quality norm for nitrogen dioxide 2011
(GK, MF).
NEXT STEP
Develop a method and strategy for a
holistic approach in the transformation
of main roads into urbanized main roads,
and investigate funding that supports this
approach (GK, SBK, FK, MF).
THE CITY | 47
URBANIZED MAIN ROADS

POTENTIAL AND DEFINITION
All existing main roads in Malm
should be viewed as potential
urbanized main roads. The different
criteria described below should be
guiding when main roads are reorganised into urbanized main roads.
Plan describes how existing main
roads can be turned into urbanized
main roads according to the SUMP
goals and vision. In order to secure a
holistic approach, a broad attempt is
required where urban development
and potential exploitation are important aspects. Existing and planned infrastructure for cables underground
is an important aspect to take into
consideration early in the planning
process. There are two potential approaches to implementation.
Transformation in connection to urban
development through exploitation
The Exploitation Strategy, developed
within the City of Malm, provides
a framework for a reconstruction
project where exploitation, reorganisation of public space and the traffic
system can be coordinated. This can
lead to important gains in coordination as well as synergy effects.
Transformation in connection to urban
development, without exploitation
Target oriented planning towards
a reorganisation of existing infrastructure, and development of public
spaces, can spur the transformation.
Through defining clear priorities and
measures for each road, this can be
implemented without exploiting in
existing urban environment.
48 | THE CITY
The components of an urbanized

main road
There is not one kind of urbanized
main road. Every street and cityscape
has its own conditions with destinations, qualities, claims and space limitations. The criteria described below
are all important for creating an attractive urbanized main road. The six
criteria are described under the following headlines: Space for everyone,
Slow pace higher traffic safety, Short
distances between intersection points,
Defined streetscape the importance
of street facing storeys, local claims
and faades, Green and blue values,
Distinct disposition of space.
It should be possible to move along
an urbanized main road in multiple
ways. Urbanized main roads should,
through their design, clearly signal a
slow pace in traffic. They should open
up for urban life, and have enough
space for traffic and movements as
well as for people spending time
both in spontaneous and planned
manners. Other important functions
to take into consideration are city
logistics and space for rescue vehicles. The main task of an urbanized
main road is to gather movements,
urban life, claims and functions, and,
through that, fight barrier effects.
From this perspective, human beings
will be the most important actors,
and human beings should be in focus
in the design and use of urbanized
main roads.
Space for everyone
There should be space for everyone
to move along an urbanized main
road regardless of gender, age,
physical ability or socioeconomic

conditions. Surface efficient transport modes (walking, cycling and
public transport) are prioritised on
urbanized main roads, which makes
it possible for people to move in
multiple ways. This creates better
accessibility, higher safety and a
more democratic urban environment.
Slow pace higher traffic safety
An urbanized main road should
clearly signal to road-users that they
should move calmly. The distances
between intersection points for
pedestrians and cyclists should be
relatively short. The way these intersections are designed should lead
to slow pace and high traffic safety.
Narrower parts, side shiftings and
different kinds of paving are other
principles that create variety and lead
to a slower pace. These measures
are placed next to intersections, on
stretches of roads or on destinations
where many people move on foot or
by bicycle.
Short distances between
intersection points
Short blocks, preferably not longer
than 100 meters, and connecting
streets, create a variety along an
urbanized main road. This variety
opens up the road for light and movement. The interruptions that occur
by natural means at intersection
points have a softening effect on the
pace in traffic. Along urbanized main
roads and crossing local streets, the
routes for pedestrians and cyclists
run along the entire street and are
speed limited.
Intersections connecting urbanized

main roads and other roads can vary
depending on space, function and
character. At-grade junctions is the
most common type, but circular intersections could be a good alternative if they are designed on the citys
terms and do not noticeably impair
level-of-service for pedestrians,
cyclists or public transport.
Defined streetscape the importance of street facing storeys,
local claims and faades
The edges of an urbanized main road
influence how the streetscape it experienced. Varied faades with mixed
content, and entrances that are directed towards the street, strengthen
the image of an urbanized main road.
The variety of stores, offices, residential buildings and public activities
on the ground floor activates the
streetscape and generates safety
during day and night. Good lighting
and lighting design improves the
way in which a streetscape is apprehended and can strengthen functions and create holistic experiences.
The streetscape is further made alive
through stores and cafs with seating
out areas under the trees along the
street. In order to create favourable
living areas along an urbanized main
road, the structure of the block is
important. One possibility is to plan
for apartments that stretch from one
side of the house to the other, and
thus have one side that is quieter.
Connecting local street with speed limited cycle lane

running along the entirestreet, Nobelvgen, Malm.
Photo: sa Svensson
THE CITY | 49
Sketch showing a variety in street and buildings.
An urbanized main road invites

people to move in a slower pace, but
also encourages pedestrians, cyclists
and car-drivers to make stops along
the road. This is enabled through,
among other things, attractive furnishing and organisation of the street
facing storey, i.e. the area between
faade and driving lane.
Urbanized main roads can vary in
character, which improves walkability
and makes movement throughout
the city full of experiences. A variety
in faades, local claims as well as in
size of the street facing storey creates
a varied streetscape which leads to a
pleasurable micro climate and high
quality for visitors. Widening of street
sections at some places along the
road creates space for functions such
as retail, cafs or attractive green
50 | THE CITY
areas. This increases the potential

for enjoyable urban life and spontaneous encounters.
Along an urbanized main road, there
is often space for retail (in kiosks),
benches and seating out areas. Bicycle parking facilities, bicycle service
(bicycle pump etc.) and stops for
public transport are also defined destinations in the streetscape. On the
street facing storey, there is always
space for green elements such as
trees and plantations. Artwork and
information boards also belong to
the street facing storey.
Along an urbanized main road,
goods must be delivered and waste
collected. Embarkation and disembarkation points for cars and city
logistics can be established between
trees for an efficient land use and

in order to create a distinct and
favourable streetscape. Stops for
public transport contribute to urban
life through their function as focal
points. On urbanized main roads,
there is usually only one lane in each
direction for general vehicle traffic.
Green and blue values
There is great potential for creating
more green and blue (urbanized
main) roads in Malm. Green and
blue environments are important
for mental and physical well-being. Bringing more green and blue
values to public space creates more
attractive and more visitor friendly
cityscapes, and upholds the citys
ability to maintain and produce
eco-system services.
Trees are important for urban life, Fersens Vg
Trees are very important for how

a street is experienced; they frame
and create space. Green environments give shade and coolness during
warm summer days, generate variety through the contrast to buildings
and paving, and draw attention to
how the seasons pass. The crowns
of the trees reduce wind and enhance atmospheric humidity, which
creates a better micro climate. Trees
have the ability to absorb exhaust
fumes and particles from motor
traffic, but can also have the effect
of closing in air pollution.
Green spaces along streets can work
as deposits for run-off water, clear
run-off water from hard surfaces
and help to handle strong rain
showers. Green streets can contribute to improving the proximity
Photo: sa Svensson
and accessibility to parks. Additionally, green streets can interconnect

parks and green areas and, through
this process, contribute to a more
robust green structure.
out with longitudinal traffic refuges;

these can create mental barriers,
rend crossing movements for unprotected road-users more difficult and
lead to higher speeds.
Distinct disposition of space

In order to reduce barrier effects and
create more urbanization, all land use
along an urbanized main road should
be distinct.
However, longitudinal traffic refuges

can be used as zones for tree plantations in order to create spatiality;
sometimes it is not possible to plant
trees on the edges of a street. The
longitudinal traffic refuges on an
urbanized main road should not
contain fences or other elements that
create barriers or make it harder to
cross the street.
Walking traffic and bicycle traffic are

given dedicated lanes that are separated from other transport modes
and each other. Public transport and
general motor traffic should have
their own lanes in order to secure
good accessibility.
The main assumption is that an urbanized main road should not be laid
At specific intersection points for unprotected road-users, short refuges

can be used in order to ensure traffic
safe movements across urbanized
main roads.
THE CITY | 51
Holistic solutions for the functions

of an urbanized main road
Future urbanized main roads should
be laid out in a way that can meet a
strong increase in trips on foot, by
bicycle and with public transport.
Their design should also open up for
more urban life through space for
local claims.
Every urbanized main road has its
own conditions with destinations,
claims on functions and limited space over and under ground. The ambition is that every urbanized main
road should have as rich content as
possible and that holistic solutions
should guide its design. This requires
coordination, and sometimes prioritisation of certain functions. In order
to manage and use attractive urban
environments, it is important to emphasize the importance of operational
work and service work at an early
stage in the planning process.
Support for functional planning
along urbanized main roads
In a denser city, the claims on urban
space increases, which in turn
strengthens demand for prioritisation of functions. The criteria for
urbanized main roads, and the model
supporting the planning of urbanized main roads (see page 60) should
simplify the transformation.
The basic principle is that prioritisation of functions and the design
of urbanized main roads should
contribute to reaching the goal of
52 | THE CITY
a changed modal split and the

overarching goals of an attractive
and sustainable city. To reorganize
surfaces in streetscapes so that traffic
is more adjusted to human beings
is thus an important part in urban
development.
The functions A-H describe the
claims that can exist in todays main
roads or urbanized main roads. The
model on page 60 should be seen
as support in planning for functions
that should be taken in consideration
in the transformation. The classification of traffic modes in the model is
based upon planning guidelines for
traffic in the Comprehensive Plan.
The goal of transforming todays
main roads is to design attractive
urbanized main roads that make sustainable travelling possible. All functions do not come in question for all
urbanized main roads. It is not a target in itself that all functions should
exist on each urbanized main road;
rather, the goal is to find a holistic solution. This implies making priorities
that support the goals of changed
modal shares and the citys overarching goal about an attractive city. In
the web-based map tool, integrated
in the Comprehensive Plan, there is
more information about claims and
planning guidelines for todays main
roads and future urbanized main roads. These guidelines should be used
as support for planning and/or other
urban development projects.
NEXT STEP
Develop the City Administrations Technical
Design Manual, that is used for implementation of construction on public ground,
so that guidelines and measures regarding
traffic space correlates with the goals of
changed modal shares (GK).
Study the potential for eco-system services
along urbanized main roads within the
Plan for Malms Green and Blue environments (GK).
P
CYCLE
LANE
TREES
EMBARKATION POINT
CAR
BUS
TRAM
BICYCLE LIGHTING
PARKING
RUN-OFF
SEATING PLANTATION/GREEN WATER
FAADE
INFORMATION
COMDESTINATION ENTRAN- WEATHER

ART
MERCE /MEETING
CE
PROTECPLACE
TION/PUBLIC
TRANSPORT
STOP
CITY
LOGISTICS
STREET FACING STOREY
PEDESTRIANS
STREET FACING STOREY
SEATING
OUT AREA
!"#$%&'()*$(#+"#
(
Illustration schematically displaying important functions along an urbanized main road and where they usually belong.
Illustration: Tobias Starck
THE CITY | 53
A.
A.
A.
B.
B.
B.
C.
C.
C.
D.
D.
D.
E.
E.E.
F.
F.F.
G.
G.G.
7
7
H.
H.H.
A.
A.
A.
E.
E.
E.
Urban life/
Urbanclaims
life/
Local
Local claims
Stadsliv/
Lokala ansprk
Regional buses
Regional buses
B.
B.
Pedestrians
Pedestrians
B.
F.
F.
Fotgngare
Main cycle,
Main cycle,cycle lane
separated
separated cycle lane
F.
Huvudcykel,
C.
C.
G.
G.
Malmexpress/
Malmexpress/
Railway
Railway
C.
D.
D.
General vehicle traffic, including

General vehicle
bicycles
in mixedtraffic,
traffic,including
two lanes
bicycles in mixed traffic, two lanes
H.
H.
General vehicle traffic,

General
vehicle traffic,
four
lanes
four lanes
Malmexpress/
Sprvg
Trunk line buses

Trunk line buses
G.
D.
H.
Allmn fordonstrafik, inkl.

cykel i blandtrafik, tv krflt
Allmn fordonstrafik,
Regionsbuss
General planning
model for urbanized main roads.
The overarching
goal in the transformation
of main roads into urbanized main
is to create
Stomlinjebuss
fyraroads
krflt
separat
cykelbana
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
for a favourable process and a holistic outcome.
Urban life/local claims (A) can vary

strongly in character along urbanized
main roads, but are always important
aspects of how a street is perceived,
its functions, design and holistic
impression. In a city with shorter
distances, the local claims allow a
favourable urban life to prosper and
should be seen as a basic requirement and a target in itself. Example
of local claims are trees, places for
spending time, stops for public transport, cultural expressions, refuges
to enable safe crossings, space for
embarkation and disembarkation
54 | THE CITY
for general vehicle traffic, taxis and

community transport, urban recreation, zones for city logistics, loading
and waste management, seating out
areas, meeting places, handling of
run-off water and bicycle parking
facilities. Accessibility for rescue
vehicles, waste management vehicles
and operation and service vehicles
should be taken into consideration
and be provided for in the local claim.
Pedestrians (B) is the first transport mode that should have space
provided, both in terms of longitudi-
nal and crossing movements. Space

is put in proportion to existing or
potential urban life and should be
designed for movement and encounters for everyone, meaning that good
accessibility should be the norm.
Pedestrian zones are described in the
Comprehensive Plan, and planning
guidelines should, together with
the Pedestrian Programme and the
Walking Lane Plan, work in a guiding
manner.
Good level-of-service is important
in order to make MalmExpressen,
Regementsgatan in Malm, an example of multiple functions gathered to a holistic solution.
trams or a corresponding type of efficient public transport (C) a structural and competitive transport mode.
For this transport mode, separate
lanes should be built. Short and soft
stretches between destinations and
priorities in intersections are example
of important aspects. In pedestrian
zones and at intersections with main
bicycle lanes, high traffic safety for
unprotected road-users should be
guaranteed.
General vehicle traffic, one lane
in each direction (D) provides for
level-of-service for vehicles along the
existing network of main roads. This
notion contains passenger traffic,
bicycle traffic in mixed traffic (if the
physical form supports slow speeds),
public transport in mixed traffic,
freight traffic, city logistics, community transport and taxi vehicles. Space
for rescue vehicles and civil protection can be an important aspect to
take into consideration in the design
of urbanized main roads. Slow speed
in traffic is important in order to
reduce barrier effects to a minimum,
improve traffic safety and reduce environmental impact and noise levels.
In order to reach the goals regarding
sustainable commuting, it is impor-
tant to improve accessibility and

level-of-service for regional public
transport along urbanized main
roads. Regional buses (E) could share
driving lanes with city bus traffic.
Main cycle lanes (F) make up the
existing, dense network of cycle
lanes, as well as their supplements
that should improve accessibility
and level-of-service for bicycle traffic.
The main cycle network is, when
possible, arranged on separate lanes
and, in the long run, on both sides of
the main road. The cycle network is
constituted by cycle lanes in the local
street network, along existing main
roads and in a cycle network. There
are also prioritised main cycle lanes,
which are raised classification of
certain lanes in the cycle network. In
order to reach goals about a changed modal split, these lanes must be
able to meet increased demand for
bicycle trips. Therefore, prioritised
main cycle lanes should offer high
capacity and good level-of-service,
and should always be separated from
other transport modes.
The trunk line buses (Stomlinjebuss) (G) (city bus lines 1-8) constitute most city bus traffic, and should
therefore be given high priority on
separate lanes that could be shared
Photo: sa Svensson
with regional bus traffic or other

public transport. The network made
up by trunk line buses should be
prioritised in order to generate high
capacity, good level-of-service, accessibility and comfort. Plus line buses
(city bus lines 31-35) should also be
prioritised.
The majority of todays main roads
are designed for general vehicle traffic with two lanes in each direction
(H). The notion general vehicle traffic
contains passenger traffic, public
transport in mixed traffic, freight traffic, city logistics, community transport, taxi vehicles and civil protection
vehicles. A slow pace in traffic is
important in order to reduce barrier
effects to a minimum, improve traffic
safety and reduce environmental
impact and noise levels.
In order to reach the goals of changed modal shares, existing main
roads for general vehicle traffic with
two lanes in each direction should,
to the greatest extent possible, be
reorganized.
THE CITY | 55
Embarkation and disembarkation

for general vehicle traffic along
urbanized main roads
In the development from main roads
into urbanized main roads, lanes for
car traffic should partly be reorganized in favour of local claims and/or
to give more space to other transport modes. In this development,
more space for embarkation and
disembarkation, short time parking
facilities or loading zones for goods
delivery and waste management
along a street might be required.
Such functions should be provided for on the street facing storey
for local claims and can be placed
between trees or furnishing.
Todays main roads are often regulated as main routes. This means
that loading or unloading, as well as
embarkation and disembarkation, is
permitted along the roads. Dedicated
space for embarkation and disembarkation, and short time parking facilities, can open up for more stores and
slower pace, which improves traffic
safety. Embarkation and disembarkation, short time parking facilities
and delivery of goods can take place
on constructed ground or on side
streets. However, this is not possible
in a denser city, and other measures
might be necessary in order to find a
holistic solution.
Urbanized main roads and
intersections
The way intersections are laid out
56 | THE CITY
is crucial for accessibility and level-of-service for all traffic modes. A

large increase in the number of trips
on foot, by bicycle and with public
transport should be estimated, which
calls for an approach that works
towards a more integrated traffic
environment and interconnected
prioritisation of the more sustainable
transport modes. Consequently, solutions for intersections could differ
from case to case.
The design of both road stretches
and intersections along urbanized
main roads should lead to slow pace,
not least regarding crossing movements for unprotected road-users. In
these cases, speed limits are recommended. Circular intersections can
be considered in order to secure slow
speeds and high traffic safety.
If public transport is present in
intersections where pedestrians and
cyclists move, the amount of traffic
in different directions must be taken
into consideration. To regulate such
intersections with traffic lights is one
way to prioritise over time and create
interplay in the traffic environment. If
there is public transport on rails, the
demand for traffic lights will increase.
A gathered strategy for traffic lights
can, in the long term, be used in
order to reduce transit traffic by cars
through the inner city. The implementation of such a strategy can regulate congestion, disperse car traffic
in the traffic system, clarify priorities

of transport modes and enable for
balanced traffic in the central parts of
the city in favour of changed modal
shares according to set goals.
HOW LOCAL ROADS CONTRIBUTE
TO URBAN LIFE
The citys local roads make up a
dense network that should allow
movements in slow pace. Urban life
and local claims in the form of trees,
seating out areas, loading zones,
meeting places and bicycle parking
facilities should be guiding in the
design of local roads. This opens up
for better accessibility for a greater
number of people, and contributes
to attractive urban environments and
quality of life. On local roads, transport modes can be mixed if the physical form supports slow pace in traffic.
Local roads and their intersections
can be regulated and designed as
pedestrianized walking speed areas
in order to reduce speed and by those
means increase the possibility for people to meet and spend time there.
Such regulations also create more
flexibility for goods delivery; loading
and unloading can be carried out at
a suitable place and time within the
walking speed area.
NEXT STEP
Develop a strategy for traffic lights. This
can be carried out within a Programme for
sustainable Car Traffic (GK).
NEXT STEP
Develop a method for how existing action
plans for different sector programmes
within the Streets and Parks Department
can be integrated and implemented for
each road or according to another geographical division that facilitates a holistic
approach (GK).
Investigate the proportions of transit traffic
in Malms inner city. This can be carried
out within a Programme for sustainable
car traffic (GK, SBK, MF).
Example of a local road, Fricksgatan in Malm.
Photo: sa Svensson
Investigate which main roads that should

have limited car traffic and reorganized
surfaces for car traffic in favour of other
transport modes, urban life and local
claims. Consequences should be formulated, which can be carried out within a
Programme for sustainable car traffic (GK,
SBK, MF).
Develop a strategy for traffic safe urbanized main roads within the Strategy for
traffic safety 2015-2020 (GK).
Rundelsgatan, Malm an example of a local road.
Photo: sa Svensson
THE CITY | 57
5 IMPLEMENTATION
ORGANISATION
RESPONSIBILITY FOR ACTIONS
FUNDING
COOPERATION AND NETWORKS
COMMUNICATION
ONGOING PROCESSES AND NEXT STEP ACTIONS
IMPACT ASSESSMENT
ORGANISATION
All departments represented in the
Order group share responsibility for
realising the plans strategies and
actions. The SUMP goals, planning
conditions and strategies should be
guiding within each department in
planning work, implementation and
follow-up. All aspects of urban planning are of fundamental importance
in order to create good conditions for
a more sustainable transport system
and a more attractive Malm.
should carry the main responsibility

for different actions. This is determined for each action. After political
adoption of the SUMP, a new steering group for implementation
and follow-up should be appointed
by the current steering group. The
steering group for implementation and follow-up should contain
decision-makers from the City office,
Streets and Parks Department, City
Planning Office, Real Estate Office
and Environment Department.
RESPONSIBILITY FOR ACTIONS

The interdepartmental collaboration
the foundation in the development
of the plan is a requirement for implementing its actions and reaching
its goals. The implementation is
based upon continuous cooperation
with the regional water and sewage
company (VA SYD), civil protection
(Rddningstjnsten Syd), the regional
public transport authority (Sknetrafiken), Region Skne, the project
HMSkne for sustainable mobility,
the Swedish Transport Administration (Trafikverket), neighbouring
municipalities, national agencies,
universities, business and other
important actors.
Project coordinators and the Project

group for implementation and follow-up are appointed by the Steering
group. Implementation of each action
is carried out through projects or
within the hierarchical organisation.
Project coordinators and the Project
group are responsible for coordination and information.
The implementation should be coordinated, but different departments
The Steering group for implementation

and follow-up is responsible for:
Implementation in general,
Integrating actions in operational
plans and budgets,
When needed, lifting actions for
political treatment,
Integrating strategies and actions
in the hierarchical organisation,
Follow-up of actions and goals as
well as of the work process itself,
Taking action if the plan is not

followed, and taking a stand on
whether the plan should be revised,
Yearly reporting the status of the
plan and the development of a
sustainable transport system to
concerned political boards and
managements.
Project coordinators and the
Project group for implementation and
follow-up are responsible for:
Monitoring the implementation of
actions,
Making the steering group aware of potential need for funding,
changed methods or working
routines,
Yearly composing a report with
follow-up of goals, strategies and
actions and reporting the development to the Steering group,
Lifting the potential need for revision to the Steering group,
Advocating the SUMP and its
intentions within their respective
departments.
should be updated in relation to an
updated Comprehensive Plan or
when needed due to major changes.
An updated Sustainable Urban
Mobility Plan should be adopted
every four years.
IMPLEMENTATION | 59
LIMHAMN
FUNDING
The plan should be funded within
regular budgetary framework, provided there are no particular reasons
to apply for increased funds from the
City Council. A holistic approach is
important when it comes to operational planning, and this should
be reflected in future budgeting.
Physical actions should, for example,
be gathered for one whole road
stretch in order to enable a holistic
approach in the transformation from
main roads into urbanized main
roads. For some actions and processes, external funding can be applied
for from the state, the region and the
EU. During the plans validity period,
the local authorities should take part
in different EU projects focusing on
sustainable traffic and mobility, both
in order to increase necessary knowledge and to share experience and
knowledge possessed by the City of
Malm and its employees.
COOPERATION AND NETWORKS
It is important to cooperate with
other municipalities, organisations,
business and civic society, especially
considering that many of the citys
challenges must be faced with joint
measures stretching over municipalities and competences. Further development of a sustainable transport
system, and Malm as an attractive
60 | IMPLEMENTATION
city, is based upon cooperation with

different actors in society. There are
established interfaces, e.g. with the
(Sknetrafiken), the Swedish Transport Administration (Trafikverket),
the project HMSkne for sustainable
mobility, and neighbouring municipalities. These must be strengthened.
Additionally, there are potential new
forms of networks and partnerships
and, in this context, private business
and organisations are important
actors. The networks that have been
established as parts of the freight
traffic collaboration should serve as a
model. It is also important to cooperate with other cities in Sweden and
Europe in order to gain more knowledge and exchange experiences.
COMMUNICATION
During the plans validity period,
information and communication
play important roles, e.g. through
workshops, presentations on conferences and other extrovert activities.
A platform for delivering messages
should, together with communication competence, be developed by
the Project group, subsequently to
the political adoption of the plan. The
platform should be used when the
adopted Sustainable Urban Mobility
Plan is communicated internally with
departments, political boards and
municipal companies, and externally

with inhabitants, media, neighbouring municipalities, cities and
other concerned actors. The Sustainable Urban Mobility Plan should be
accessible on malmo.se.
ONGOING PROCESSES AND
NEXT STEP ACTIONS
In the SUMP document, there are
bright green and bright blue boxes
with examples of processes and
actions that are ONGOING and suggested as NEXT STEP. Below, actions
for NEXT STEP that should be started
or implemented within the validity
period of this version of the SUMP
are listed. A rough prioritisation of
actions, divided into three groups,
has been developed departing from
an estimation of what effect they
have in reaching the overarching
goals of the Sustainable Urban Mobility Plan and the City of Malm. The
NEXT STEP actions are not resource
budgeting or time limited.
ONGOING
Example of ongoing processes.
NEXT STEP
Proposal for new actions.
Greatest effect
1 When developing operational
plans, policy documents and in planning, the main assumption should be
the goals for sustainable transport for
the 15 geographical SUMP areas. The
objectives of changed travel behaviour and the Exploitation Strategy
should strengthen each other (GK,
SBK, FK). See p. 32.
8 Further develop Malm departing from the action plan developed

by the Commission for a socially
sustainable Malm, and more clearly
connecting this project to traffic and
freedom of movement in the city (GK,
SBK, SK). See p. 19.
2 In-depth investigations containing clear strategies regarding target

oriented transport demand will be
carried out in chosen sub areas (GK,
SBK). See p. 32.
10 Definine an equal traffic system

for Malm. Clarifying measurable
targets and indicators (GK, SBK, SK).
See p. 20.
3 Develop a method for how existing action plans for different sector
programmes within the Streets and
Parks Department can be integrated
and implemented for each road or
according to another geographical
division that facilitates a holistic approach (GK). See p. 57.
4 Develop methods and strategy
for a holistic approach in the transformation of main roads into urbanized main roads, and investigating
funding that supports this holistic
approach (GK, SBK, FK, MF). See p. 47.
Great effect
5 Develop a concept for coordinated
dialogue and mobility management
measures in order to create higher
participation among inhabitants, departing from increased sustainable travelling in each SUMP area. The visions
for each area should serve as a basis
for this project (GK, SoF). See p. 21.
6 Establish new collaborations
where social sustainability, in a
clearer way, is connected to mobility
management measures, e.g. through
framing Bicycle rights for all citizens
(GK, SK, SoF). See p. 25.
7 Develop a model that enables
business to - through their work with
CSR* - take active part in Malm as a
bicycle friendly city (GK, SKB, MF, SK).
See p. 25.
*Corporate Social Responsibility
9 Develop a Safety Strategy for public

places (GK, SBK, SK, SoF). See p.19.
11 Increase resources and developing mobility management in the

exploitation process (SBK). See p. 38.
12 Widen cooperation with the
(Sknetrafiken) and mobility management within the Streets and Parks
Department in order to coordinate
measures (GK). See p. 38.
13 Developing a Programme for
sustainable car traffic with, e.g., the
following content:
Definition of sustainable car traffic
(GK, SBK, MF). See p. 27.
Identification of selection of and
access to free car parking facilities
close to workplaces and on ground
destined for housing construction,
as well as developing strategies to
control these (GK, SBK). See p. 40.
A Traffic Light Strategy (GK). See p. 56.
Investigation of proportions of
transit traffic in Malms inner city.
This can be carried out within a
Programme for sustainable car
traffic (GK, SBK, MF). See p. 57.
Investigation of which main roads
that should have limited car traffic
and reorganised space for car
traffic in favour of other transport
modes, urban life and local claims.
Consequences should be described. See p. 57.
Development of a new Strategy for
Green Vehicles. Monitoring technical development within the fields
of vehicles and renewable fuels
(GK, MF). See p. 28.
14 Increasing knowledge of freight

traffic and developing a long-term
Freight Traffic Strategy as a complement to the Freight Traffic Programme (GK). See p. 42.
15 Developing the City Administrations Technical Design Manual, used
for implementation of construction
on public ground, so that guidelines
and measures regarding traffic space
correlates with the goals of changed
modal shares (GK). See p. 52.
16 Developing a strategy for traffic
safe urbanized main roads within the
Strategy for traffic safety 2015-2020
(GK). See p. 57.
17 Implementing a pilot project
along a road stretch, with actions departing from the objective of changed
modal shares and target oriented projections (Gk, SBK, FK, MF). See p. 32.
18 Developing and trying out a
concept of a car free school, both
regarding taking children to school
and freight traffic (GK, SBK, FK, MF,
FSF, GSF). See p. 20.
Significant effect
19 Studying the potential for
opening up for eco-system services
along urbanized main roads within
the Plan for Malms green and blue
environments (GK). See p. 52.
20 Gathering in-depth knowledge
about subjective factors for travelling
choices within traffic modelling, and
developing scenario modelling to
serve as a basis for prioritisation and
decision-making. See p. 29.
GK = Streets and Parks Department

SK = City Office
SBK = City Planning Office
MF = Environment Office.
FK = Real Estate Office
SF = Department of Internal Services
SoF = City District Administrations
FSF = Preschool Administration
GSF = School Administration
IMPLEMENTATION | 61
IMPACT ASSESSMENT
Connections to strategic
documents on municipal,
regional and national level
One overarching strategy in the
Comprehensive Plan is that the city
mainly should grow inwards, within
the outer ring road, and become a
denser, greener, more integrated city
with shorter distances. This strategy
enables, and is enabled by, changed
travel behaviour where more people
choose to walk, cycle or use public
transport, and less people choose the
car as their main mode of transport.
In that way, the strategies and goals
of the Comprehensive Plan and the
Sustainable Urban Mobility Plan are
clearly connected and strengthen
each other. The work carried out
within the Plan for Malms Green
and Blue Environments, the Exploitation Strategy, the Plan for Public Services Land Need (PLASMA), the projects
Arkitekturstaden (the Architectural
City) and Levande Malm (Living
Malm), as well as the strategies
within the Sustainable Urban Mobility
Plan, will be crucial for Malms urban
development. That these planning
aspects are integrated is important in
order to reach desired synergy effects
and holistic solutions.
Turning Malm into a regional motor
for green growth and employment is
made possible by the SUMP strategies
for robust, reliable and sustainable
commuting and good accessibility
for private business transport. These
strategies are strengthened through,
e.g., the work carried out within the
Pedestrian Programme, the Bicycle
Programme, Koll2020, the Public
Transport Strategy, The Sweden
Negotiation and the Freight Traffic
Programme. A draft of the Programme
for Sustainable Car Traffic will define
sustainable car traffic and clarify concrete actions, not least for anticipating
problems with congestion.
The goal of strengthening Malm as
a cultural and democratic arena is
supported by the SUMP strategies
62 | IMPLEMENTATION
that emphasise the importance of

departing from human beings in
urban development. Reorganising
space for transport modes accessible
to more people girls and boys,
women and men and rearranging
space to make it easier to spend
time in the city are strategies that
will open up for Malms streets
and squares to be populated and to
constitute cultural and democratic
arenas. The focus on childrens and
youths movements throughout the
city, and growing influence from
citizens in planning, correspond to
the directives developed departing
from the work by the Commission for
a Socially Sustainable Malm. Actions
in, mainly, the Pedestrian Programme,
the Bicycle Programme, Koll2020, the
Action Programme for Increased Accessibility and the Traffic Safety Strategy, which are further strengthened
by the Sustainable Urban Mobility
Plan, contribute to increased social
sustainability.
The strategies and coordinated
objectives regarding changed modal
shares correspond to goals in the
Traffic Environment Programme, the
Energy Strategy and the Environment
Programme. The objectives regarding
changed modal shares and a general decrease in car traffic in Malm,
will also be significant in order to
reach environmental quality norms
for air quality and guide values for
noise. Goals and actions for this can
be found in the Action Programme
for Better Air as well as the Action
Programme against Noise.
correlates with the Regional Development Strategy (Strukturbild fr Skne)
and the Regional Plan for Transport
Infrastructure. The objective for modal shares of public transport in the
Regional Traffic Supply Programme is
higher than the ones formulated in
the Sustainable Urban Mobility Plan.
The overarching national goal for
Swedish transport politics, established by the government, is to secure
a transport supply that is efficient in

terms of socioeconomics, and sustainable over the long term for citizens
and business all over the country. The
SUMP vision, objectives and strategies fulfil the overarching transport
policy goal and the two underlying
goals about function and respect.
The national organisations for public
transport have adopted a goal of a
long term duplication of the market share of public transport, and a
duplication of the number of public
transport trips, between 2008 and
2020. The SUMP vision corresponds
to the goal regarding a duplication
of the number of public transport
trips until 2020 departing from the
estimated population increase.
Plan also corresponds to the proposal for a Strategy for Constructed
Environment by the National Board
of Housing (Boverket) and its target
areas regarding sustainable urban
planning, construction structure and
transports, as well as energy and
resource efficiency.
When formulating Urban Environment Agreements for Malm, the SUMP
proposal is lifted as an important and
central document that clearly can
show how Malm works with sustainable transport as a part of urban
development.
The Sweden Negotiation should
enable for a fast implementation of
constructing infrastructure for high
speed trains between Stockholm
and Gothenburg and Stockholm and
Malm. An important part of the
negotiation is to strengthen public
transport, improve accessibility and
increase construction in the three
cities. The vision, objectives and
strategies of the Sustainable Urban
Mobility Plan go well along with the
intentions in the Sweden Negotiation. The outcome of the Sweden
Negotiation can, in the long term,
lead to the need for an updated Sustainable Urban Mobility Plan.
Environmental consequences
In the Comprehensive Plan, the combination of increased motor traffic
and denser urban structure is estimated to lead to significant environmental impact. On a local scale, this can
lead to worse air quality and noise
levels in traffic, which will influence
the inhabitants health in a negative
way. This emphasises the importance
of following the norms for air quality,
and that guiding values for noise are
taken into consideration in further
planning. It also means that the
decrease in car traffic, both in terms
of modal shares and number of trips
in central Malm, where the exposure is higher, is utterly important,
and that concrete actions should be
developed within a Programme for
Sustainable Car Traffic.
Economical consequences for

society and municipality
Increased 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 Malm as a city, meeting
place and labour market. Measures
targeting a traffic system with good
access to walking, cycling and public
transport, both in Malm and the
region, allow more people to reach
education and work, not least those
who stand outside the labour market.
It is necessary to investigate the possibilities and effects of the temporary
solutions made to reorganise traffic
surfaces in favour of walking, cycling
and public transport, increased urban
life and a greener Malm.
Social consequences
Malms population is young, and
population projections indicate that
the 6-15 age group will grow the
most until 2020. This leads to greater
demands for how the city and the
traffic system are designed. Traffic safety, accessibility for walking, cycling
and public transport, localisation
of preschools, schools and leisure
activities are important aspects
in creating a city for children and
youths. These aspects are no less important for elderly and persons with
reduced mobility, and help to enable
a more equal city. Consequently, it
is important to develop methods for
describing, measuring and evaluating accessibility for different groups
in society.
The proposals in the Sustainable Urban Mobility Plan concerning transforming todays main roads into urbanized main roads should be carried out
along with the citys other strategies,
in order to open up for holistic solutions and different funding models.
A city open for movement and

people spending time on streets,
squares and public spaces, enables
richer urban life. This, together with
walkability, the human scale, varied
and interesting urban environments,
leads to trust, understanding, social
contacts and safety. A traffic system
that focuses on human beings
especially on pedestrians and cyclists
leads to higher safety.
Other important aspects in the

transformation of todays main roads
are how current and future pipelines
underground will be affected, how
traffic is influenced by the reconstruction, and how re-regulation during
important operational and service
work is influenced if driving surfaces
for motor traffic is partly limited.
Consequences of
the alternative zero
The so called alternative zero is a modal split that has not changed since
2013, neither in terms of inhabitants
trips in the city nor travelling throughout the region.
The proposals for urban development according to the Comprehensive
Plan and the Exploitation Strategy
about a denser, greener, more integrated city with shorter distances, is
estimated to be very hard to realise
if the SUMP goal of a changed modal
split is not reached. The visions and
strategies in these documents are

interconnected and enabled through
Malms common direction for urban
development.
If the population, the number of
workplaces and destinations in
Malm and the region continue to
grow without the goal of a changed
modal split is being reached, it will
lead to worsened possibilities for
inhabitants, visitors, professionals
and commuters to move to, from and
within Malm. It will become harder
to reach school, work, services, meeting places and other destinations
if more efficient transport modes are
not offered.
If no measures targeting more and
safer trips on foot, by bicycle and
public transport are taken, it will be
harder for people, regardless
of gender, age and income, to move
and take part of the citys schools,
workplaces and services. The social
sustainability would not be
strengthened.
Absence of measures and changed
possibilities for travelling will, above
all, lead to more congestion for car
traffic and public transport, given
that the population in Malm and the
region grows according to presented
population projections. This influences travel time and reliability for these
transport modes, which will have
negative socioeconomic effects. An
alternative to a changed modal split
would be expanded infrastructure for
motor traffic, which would make space claims, strengthen barrier effects,
require expensive investments and
weaken the possibility to move with
other transport modes.
A population increase and an
unchanged modal split imply an
increase in the number of car travels
in Malm and the region. This would
lead to negative environmental
effects, both on a local scale in terms
of noise, air pollution and increased
energy use, and on a global scale in
terms of increased climate impact.
IMPLEMENTATION | 63
6 FOLLOW-UP
FOLLOW-UP OF THE SUMP GOALS AND INDICATORS
SURVEYS AND TRAFFIC CALCULATIONS

Travel survey for Skne and Malm, 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
Malm area survey (MOMS), annually
Attractiveness and Habitability index, annually
Equality Indicator, under development
Gender Equality Indicator, under development
Public Health Indicator, under development
STRATEGIC DOCUMENTS
Environment Programme, annually
Energy Strategy, annually
Plan for Malms Green and Blue Environments, annually
THE SUSTAINABLE
URBAN MOBILITY
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

AND INDICATORS
The development of Malms traffic,
and its effects, should be evaluated
on a yearly basis. Departing from the
overarching goals set in the Sustainable Urban Mobility Plan, the person
responsible for follow-up should
each year develop an estimation of
the development for the investigations, strategies, programmes, action
plans and indicators presented in the
figure below.
The follow-up of the development
for each strategy, programme, action
plan and indicator should consist
of the direction the development is
taking and a qualitative estimation

according to the picture to the right.
This should be carried out by the person responsible for each investigation, strategy, programme or action
plan and be reported to the person
responsible for follow up, who in turn
will develop a gathered estimation
of the development of sustainable
transport in Malm.
Positive progress
Unchanged progress
Negative progress
Kommentarer:
The gathered estimation should

be reported to the Steering group,
which in turn, or together with the
person responsible for follow-up, report to concerned departments and
political boards.
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 Malm for more people equals a more accessible Malm this is the main assumption in the work towards
a more sustainable city and traffic system. The Accessibility Index below briefly describes todays accessibility in
Malm 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
2
3
4

5
6
7
8
Travel time by walking to 10 destinations

Travel time by cycling to 10 destinations
Travel time ratio bicycle/car to 10 destinations
Travel time ratio public transport/car to city centre, nearest commercial area/shopping mall,
and nearest public transport node
Distance to nearest bus stop (with good headway)
Distance to nearest major public transport node
Distance to nearest car sharing facilty
Range of travel opportunities, i.e. access to several sustainable transport modes
with good accessibility (freedom of choice)
In order to analyse todays accessibility, geographical data with Malm 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 Malms 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 Malm.
66 | FOLLOW-UP
Malm stad, 205 80 Malm 040-34 10 00 malmostad@malmo.se www.malmo.se

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SUSTAINABLE

Politically adopted in city council, March 2016

3 TRAFFIC AND MOVEMENT

Changed travel patterns for greater accessibility

A dense, integrated and green city with short distances

Politically adopted in citycouncil 3/3 2016.

More Malmo for more people

Walking, cycling and public transport are the first

of transport and has incorporated

planning of the city's

Traffic Environment Programme

PURPOSE OF THE SUSTAINABLE

Action Plan Noise Pollution

Overview of strategic policy documents

addressed to politicians, officials and

The Sustainable Urban Mobility Plan

... through Malms traffic goals

Malms overall goal is reached...

tants to create a good life for themselves. Environmental sustainability

Malms traffic system and urban

Objective for inhabitants trips*

Objective for freight traffic in

Objective for commuting

BACKGROUND AND CHALLENGES

school, that professionals can get to

Within the SUMP project, questions

A GROWING CITY INCREASED

of functions, activities and destinations create a more integrated city?

A regional node for green growth,

Environmental impact of traffic has to

Travel Survey 2008 The inhabitants trips: Walking

Adoption of the Energy Strategy

Adoption of the Parking Policy and

Adoption of the Traffic Safety Programme

Adoption of the Environment

Adoption of the report Traffic of the Future by the

The City Executive Board decides

The City Council decided to enter the

Adoption of The Sustainable Urban

Adoption of the Freight

The Bicycle Programme

Travel Survey 2003

Adoption of the Action Programme for Better Air

The project Koll2010 is initiated by

Adoption of a revised Action

Adoption of the Action Plan Koll2015.

Adoption of the Traffic Environment Programme

Adoption of the Action Programme against Noise

Adoption of the Pedestrian Programme

Malm is elected the best bicycle city in Sweden for the

Adoption of the Bicycle Programme (2012-2019)

Travel Survey 2012 Inhabitants trips: Walking 15%,

The Commission for a Socially Sustainable Malm

The Energy Strategy 20% reduction of energy use. 50% of all

Adoption of a Prestudy and Plan Programme for Railway

The Energy Strategy Malm

Comprehensive Plan 2012

The Environment Programme Malm should be supplied by

ACCESS TO ONES CITY A MORE EQUAL CITY

Bike & Ride station with locked parking facility at Malm C