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LundaMaTs IIIStrategy for a sustainable
transport system in Lund Municipality
Foreword Contents
Why LundaMaTs III?People, traffic and sustainability in LundFuture trendsThe transport system of the future Six focus areas for a more sustainable transport system in LundLundaMaTs’ targetsLundaMaTs taken in context Focus area 1 – Development of the villagesFocus area 2 – A vibrant city centreFocus area 3 – Business transportFocus area 4 – Regional commutingFocus area 5 – A growing LundFocus area 6 – Innovative Lund
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For a long time Lund Municipality has been working success-fully to take its transport system in an ever more sustainable direction. This work has attracted much attention at both national and international level. On many occasions the Municipality has received awards for its work.
Since LundaMaTs II was adopted in 2006, the conditions for traffic and urban planning in Lund have changed. Lund is expanding, and its growing population and number of businesses require more efficient use of its land and transport. The change in these conditions means that our approach and focus need updating in order to achieve long-term sustain- able social development. LundaMaTs was therefore updated during the autumn of 2013 and the winter of 2014, and on 7 May 2014 the City Council took the decision to adopt LundaMaTs III.
LundaMaTs III will give our work clear direction over the coming years and create favourable conditions for deve- lopment whereby the transport system will help ensure a better quality of life for all the residents, visitors and business operators in Lund.
Mats HelmfridChairman of the Municipal Executive Board
Page
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Why LundaMaTs III?
LUNDAMATS IIIStrategi för ett hållbart
transportsystem i Lunds kommun
THE BREAK-THROUGH
1969
THE MAIn SqUARE cLOSURE
1971
THE cITY cEnTRE InVESTI-
GATIOn1984
LUnDA-MaTs I1999
LUnDA-MaTs II2006
LUnDA-MaTs III2014
LundaMaTs miljöanpassat transportsystem
Since the time of LundaMaTs II’s adoption in 2006, the conditions for traffic and urban planning in Lund have changed. Lund is expanding, and its growing population and number of businesses require more efficient use of its land and transport.
The change in these conditions means that our approach and focus need updating in order to achieve long-term sustainable social development and set targets for CO2 emissions. This is the start-ing point for updating LundaMaTs.
LundaMaTs in perspective LundaMaTs’ history started at the end of the 1990s, and was an extension of several decades of work. At the end of the 1960s the plans for a thoroughfare through Lund City Centre were shelved; this was known as the “Breakthrough”. By doing so, Lund departed from the pow-erful car and access-oriented trend that had dominated up to that point.
Since then there have been many signi ficant decisions taken in the same direction, such as closing off the traffic on the Main Squarein 1971, the City Centre investigation in 1985 and LundaMaTs I in
1999.
LundaMaTs’ developmentThe focus of LundaMaTs I was the envi-ronmental adaptation of the transport system. Tough, traditional measures were supplemented by soft ones in the form of Mobility Management (MM), which was a new concept at that time.
LundaMaTs II was introduced in 2006, and the approach was broadened from environmental adaptation to sustaina-bility whereby the environment provides the framework for what can be done; the economy provides the funding and the goal is a good standard of life.
In 2013 work was begun on develop-ing LundaMaTs III. Many of the measures used in LundaMaTs I and II have been in-corporated in the Municipality’s ongoing activities today. The approach developed since the 1970s is strongly established among both public officials and politic-ians. LundaMaTs III therefore covers the focus areas for addressing the challeng-es faced by the Municipality, such as reduced CO2 emissions, expansion, the transition to a more sustainable transport system, etc. The holistic view taken is a well-established one today and includes
What are we working towards? People move around to access whatever they don’t have where they are: access to work, services, leisure pursuits, food, pastimes, friends etc. This means that planning and developing our transport system should focus on accessibility – not on mobility.
Focusing on the individual means focusing on his or her conditions and circumstances while seeking to promote a favourable, attractive living environment and provide the conditions for a good, simple life. Focusing on the individual ensures that the “whole journey” is key. It’s not good enough to nearly get there, to have difficulty changing mode of transport or to have the transport system only work for some of the population.
A sustainable transport system helps promote the development and mobility of children and young people in society. Children and young people are an impor-tant asset in the work of transition and their involvement is an advantage.
The individual in focus – sustainable developmentThe individual is the focus of planning Lund’s transport system. The transport system will give us the opportunity to meet our needs without having to put at risk the opportunities of future genera-tions to meet their own needs. That is to say, the transport system will promote sustainable development.
In the case of the individual, it is also important that the transport system promotes good health in the form of traffic safety, security, movement, exer-cise and recreation. Critical factors for a good place to live in are noise levels, air quality and a good physical environ-ment in the city and villages and in the countryside.
From a democratic point of view, the involvement and participation of the individual in the shaping and use of the transport system are important, as is a system that provides good access for everyone regardless of gender, age, ability etc.
People, traffic and sustainability in Lund accessible, attractive and sustainable Success in ensuring an accessible and attractive environment that promotes sustainable development is dependent on reduced car use and replacing the car with other modes of travel such as public transport, walking and cycling.
The car has long been the norm in traffic planning; it has been of substan-tial benefit in terms of covering greater distances, and has also had great social significance as a status symbol, in providing increased independence etc.With increased car use, the problems have become all the more evident, e.g. greenhouse gas emissions, air pollution, noise and traffic safety problems. Traffic jams and queues have also increased in line with car travel.
Cars also requires a lot of space. Roads, car parks, special protection areas etc occupy a lot of space and create barriers in communities and urban areas. Today there are estimated to be around six times as many parking spaces as there are cars in Sweden.
achieving targets in the Lund of the future Lund City Council has decided on its targets: a halving of greenhouse gases by 2020 and emission levels close to zero by 2050. The Master Plan takes the view that it is not possible to reduce traffic emissions on that scale. Other sectors too, such as indus-try, agriculture and energy production, must make a significant effort to help reduce greenhouse gases.
The individual’s choiceThe transport system offers a variety of possible ways to get about.
The individual chooses between the modes of transport available for the journey in question. The mode of transport seen as the most favourable is the one chosen. In order to influence the choice of mode of transport, it is important to change the relative attractiveness of the different ones available.
Car dependence can be reduced by creating favourable conditions for more sustainable alternatives and by ensuring that a sustainable mode of transport is the obvious choice – a choice which most people today consider to be the car.
CO2 eMIssIOns cO2 emissions: 126,800 tonnes (2011)Proportion of Lund’s total emis-sions: 39%
LengTh OF jOurney Within central Lund: 2.6 kmTo/from central Lund: 25 km
POPuLaTIOn Total in 2013: 114,300 inhabit-ants.
central Lund: 75%Lund’s surrounding villages: 20%The countryside: 5%
gender dIsTrIbuTIOn:52% women48% men
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The TraFFIC In Lund breakdOWn OF MOde OF Trans-POrT In 2007Within central Lund:Walking: 23%cycling: 43%Public transport: 8%car: 25%
To/from central Lund:cycling: 3%Public transport: 43%car: 54%
reasOn FOr TraveLWork/school/business trip: 36%Pick up/drop off children/other: 8%Shopping: 20%Leisure and pastimes: 25%Other: 14%
age, average:37.8 years
Car avaILabILITy Per hOusehOLdno car: 27%One car: 55%Two or more cars: 18%
hOusehOLd COMPOsI-TIOnFamilies with children: 33 %Adults without children: 41%Single households without children: 26%
WOrkPLaCes and OC-CuPaTIOnsA total of approx 66,750 job opportunities. Employment rate: 67 %
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The world does not stand still. It is a commonly held view that we are living in a time of widespread change. In order for LundaMaTs to be of relevance and to work, an awareness is needed of what is happening in the outside world, and this needs to be taken into account.
Just what the changes in supply and demand will be regarding the transport of the future is something no one knows, but there is much to suggest that our view of transport will change. Presented below are some key trends that are be-lieved to influence our transport system*.
urbanisation will go on for a long time
According to Eurostat, Sweden is the country under-going the most rapid urban-isation in Europe. Urbanisa-tion is taking place throughout the world, and in 2050 75% of the world’s popu-lation will be living in urban areas.
Towns and cities will become more densely populated, and there will be a greater focus on space-saving meas-ures. Housing prices will rise in line with increased demand in urban centres and areas within commuting distance. The areas outside the urban centres are becoming gentrified. Walking, cycling and public transport for getting to and from work are expected to gain a share of the market. Leisure trips are expected to become longer and more frequent.
natural resources and the environment are becoming scarce commodities
More resources are being utilised than are being renewed.There is much to be said for a cap on the use of oil, metals, minerals and water during the period up to 2050. This will lead to tougher competition and an increase in the recycling and management of resources. The availability and price of oil has a considerable impact on the economy.
Our dependence on oil has driven up the price of transport and commodities. In line with this, private ownership is being relinquished in favour of joint ownership and sharing.
Climate change cannot be ignoredThe effects of climate change as a result of global warming will acquire increasing significance and have an impact on our communities. Targets and limitations have been identi-fied, but progress is too slow. Certain areas are more badly affected, and this could lead to poverty and human migra-tion. More than anything else, higher rainfall will set new conditions for building and infrastructure.
* These trends are taken from the Trivector Report 2012:69, ‘Trends which affect social plan-ning – Business intelligence focused on transport, infrastructure and land development’
Future trends “guerrilla gardening”. A greater insight into the consequences of our consump-tion society is creating greater awareness of the environment and the consequences, especially among the young.
Time is a more precious commodity, which has an impact on how willing we are to commute. One consequence may be that the time spent commuting will be considered as working hours, which will put demands on the standard and comfort of public transport. “Down-shifting” (cutting down on working hours in favour of quality of life) is becoming ever more common.
new technology and communicationToday there is a strong faith in technological solutions to future problems. New technology won’t be enough, however; changes in behav-iour and lifestyle will be needed.
More widespread use of the Internet means that many workers are no longer dependent on the office; one trend today is the “coffice”.
New communication possibilities such as the mobile Internet can also in-fluence our travel and choice of mode of transport, whereby public transport has an advantage over the car.
We have an increasing and ageing population.
We have an increasing and ageing population. The greatest increase is taking place in urban areas and this increase is expected to level out by 2035. Improved health and a greater number of elderly people possessing a driving licence will result in the elderly of the future travelling more, not least for leisure purposes.
A greater demand for closer prox-imity, services and accessibility for the disabled is expected, as are new demands for housing.
We are becoming more glocal
The effects of other trends are resulting in human migration. When is hard to say; research shows that people stay in their own region as long as possible, and also often return if possible.
Migration leads in turn to increased globalisation and urbanisation. The towns and cities are becoming multicult-ural meeting places. Social divisions can be both broadened and narrowed.
Sweden needs migrants in the form of labour. From the global point of view, climate change and wars could increase migration.
Individualism and idealism – at the same timeThe individualism we see today means that we expect instant gratifi cation of our needs. At the same time, there is a growing sense of idealism with people joining forces in e.g.
UrBaniseringen ökar!
• Redanidagboröverhälftenavvärldensbefolkning i städer. 2025 bedöms andelen vara två tredjedelar.
• Detfinnsidag20-taletMega-Cities(städermed mer än 10 miljoner invånare). de kom-mer att bli betydligt fler, framför allt i asien.
• IEuropaborungefärentredjedelavbe-folkningen på landsbygden, den typiske europén bor i en liten eller medelstor stad. europa har idag tre Mega-cities; Paris, Moskva och istanbul. London bedöms bli Mega-city senast 2025.
• ISverigeborca85%avbefolkningenitätorter.
• Livskvalitetochhälsaistädernablirenalltviktigare fråga; att bibehålla och stärka den.
• Urettvägtrafikperspektivinnebärdettaatt stadstrafiken ökar och dess miljöpå-verkan och säkerhetsfrågor blir allt mer brännande.
Personer och saMhäLLet BLir aLLt Mer ”UPPkoPPLat”.
• ”Connectivity”isamhälletökar–bådeför människor och ting. en prognos gör gällande att år 2050 är över 50 miljarder ting uppkopplade, från datorn till den smarta frysboxen.
• IKTutvecklaskontinuerligt,ochdetfinnsförväntningar på att den kan bidra till både klimat- och trafiksäkerhetsmål.
• “BigData”innebärattstoradatamängdersamlas in, lagras och analyseras för att upptäcka dolda mönster och okända kor-relationer.
• Utmaningenäratthittalösningarsombi-drar till vägtransporternas säkerhets- och miljömål. det finns all anledning att tänka brett.
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Vi lever i en föränderlig världSom bekant finns det ett stort antal analyser som försöker peka ut vart
världen är på väg. Fyra globala trender är speciellt relevanta när vi diskuterar trafiksäkerhet i framtiden.
vi BLir äLdre!
• GlobaltochiSverigeökarmedellivsläng-den, liksom andelen äldre i befolkningen.
• 2030kommerca12%avvärldensbefolkning att vara äldre än 65 år, jämfört med 8 % 2010. en ökning med 50 %!
• IEuropaärbefolkningenredanjämfö-relsevis gammal, 16 % är äldre än 65 år (dubbelt mot det globala snittet). andelen äldre beräknas här öka till 22 % 2030.
• Denåldrandebefolkningenrepresenterarolika scenarios: dels de aktiva, hälso-medvetna seniorerna med ökad köpkraft och reslust, och dels sköra personer med multipla kroniska sjukdomar och ett betydande vårdbehov.
• Heltklartärattvikommerattfåalltfleräldre i trafiken. det innebär att denna grupps behov inom och påverkan på tra-fiksäkerheten behöver komma mer i fokus.
kLiMatförändringar inger stor oro.
• Utsläppenavväxthusgaserökarochdetfinns definierade mål för att reducera dem.
• Vägtransportsektornståridagförenbetydande del av såväl utsläpp som planerad minskning. för eU innebär det en reduktion med 95 % från dagens nivå, för att nå klimatmålen 2050.
• Samtidigtbedömsefterfråganpåenergioch resurser öka – mest i länder utanför oecd, som har nivåer som är avsevärt lägre än oecd-ländernas. Priserna förut-sägs i och med detta stiga.
• Detfinnsalltsåmycketstarkaskälförattvägtransportsektorn ska initiera och prio-ritera åtgärder för att bidra till ett grönare samhälle.
i denna framtid förutses en ökad mängd transporter av människor och gods. trafik-mixen bedöms bli mer blandad med större variation på typ av fordon, ändrad fördelning mellan individuella och kollektiva transporter av olika slag, privat och delat ägande med
mera. Parallellt med detta eftersträvas ett framtida hållbart samhälle, där utvecklingen sker utan negativa konsekvenser för naturen och människors hälsa – och ytterst en fram-tid där ingen skadas i trafiken .
6
Vi lever i en föränderlig världSom bekant finns det ett stort antal analyser som försöker peka ut vart
världen är på väg. Fyra globala trender är speciellt relevanta när vi diskuterar trafiksäkerhet i framtiden.
vi BLir äLdre!
• GlobaltochiSverigeökarmedellivsläng-den, liksom andelen äldre i befolkningen.
• 2030kommerca12%avvärldensbefolkning att vara äldre än 65 år, jämfört med 8 % 2010. en ökning med 50 %!
• IEuropaärbefolkningenredanjämfö-relsevis gammal, 16 % är äldre än 65 år (dubbelt mot det globala snittet). andelen äldre beräknas här öka till 22 % 2030.
• Denåldrandebefolkningenrepresenterarolika scenarios: dels de aktiva, hälso-medvetna seniorerna med ökad köpkraft och reslust, och dels sköra personer med multipla kroniska sjukdomar och ett betydande vårdbehov.
• Heltklartärattvikommerattfåalltfleräldre i trafiken. det innebär att denna grupps behov inom och påverkan på tra-fiksäkerheten behöver komma mer i fokus.
kLiMatförändringar inger stor oro.
• Utsläppenavväxthusgaserökarochdetfinns definierade mål för att reducera dem.
• Vägtransportsektornståridagförenbetydande del av såväl utsläpp som planerad minskning. för eU innebär det en reduktion med 95 % från dagens nivå, för att nå klimatmålen 2050.
• Samtidigtbedömsefterfråganpåenergioch resurser öka – mest i länder utanför oecd, som har nivåer som är avsevärt lägre än oecd-ländernas. Priserna förut-sägs i och med detta stiga.
• Detfinnsalltsåmycketstarkaskälförattvägtransportsektorn ska initiera och prio-ritera åtgärder för att bidra till ett grönare samhälle.
i denna framtid förutses en ökad mängd transporter av människor och gods. trafik-mixen bedöms bli mer blandad med större variation på typ av fordon, ändrad fördelning mellan individuella och kollektiva transporter av olika slag, privat och delat ägande med
mera. Parallellt med detta eftersträvas ett framtida hållbart samhälle, där utvecklingen sker utan negativa konsekvenser för naturen och människors hälsa – och ytterst en fram-tid där ingen skadas i trafiken .
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The vision of Lund Municipality - Lund 2025 - emphasises the importance of sustainable development, an efficient transport system and economising in terms of energy and resources:
“Lund is experiencing sustainable development with balanced growth. We are known for our efficient transport system and our economising on energy and resources. Lund offers a good quality of life in terms of health, well-being and freedom. Lund City Centre is vibrant, attractive and easily accessible for everyone. The city and its surroundings contribute to each other’s development.”
The above description together with the vision for LundaMaTs II* provides the following vision of the future transport system in Lund Municipality:
The transport system of the future
LundaMaTs vision of the future Lund is an attractive municipality undergoing robust environmental, economic and social development. Transport is a necessary part of this development and it enhances the individual’s quality of life – but it also has adverse effects if allowed to evolve without direction. That is why the goal in developing Lund’s transport system is at all times greater sustainability.
The multi-nodal system which characterises our region has been preserved and developed by taking into account the conditions specific to each urban centre. The network of city and village streets and open spaces constitute an important part of our cultural heritage and provide comfort, safety and accessibility.
Our communities have been developed to ensure improved accessibility. This has meant that the tran sport requirements and rate of use of a motor vehicle per inhabi-tant has decreased. Walking, cycling and using public transport constitute
the main part of all transports. The negative impact of traffic on the environment and health – such as climate impact, air pollutants and noise – is kept to a minimum.
No one is killed or seriously injured in traffic any more. The shape and function of the transport system have been adapted to the requirements that are the consequence of this.
The city and villages have been planned so that residents can feel safe regardless of age, gender or ability. The environment invites those living in it to make use of the streets and pathways, squares and parks. Everyone can enjoy what is offered by the city, villages and countryside. The need of trade and industry for accessibility has been met in a sustainable way.
Walking, cycling and public transport – like other environmentally adapted modes of transport – have been and are prioritised, making it possible to achieve a sustainable transport system.
*Adopted by the City Council in 2006
health is increasingly im-portantAn understanding of how our lifestyle affects well-being is becoming more common. Health trends are broadly becoming more popular. There is a greater awareness about what we eat, how we move about and our qual-ity of life. Time is key; we would ideally like to do lots of things at the same time so as to have time off later.
Health aspects influence the individ-ual’s choice of transport. We should be taking care of ourselves and be physically active. There is an increasing demand for high qualitative transport alternatives that include physical movement.
new travel patternsLeisure trips are expected to become longer and more frequent. Both holiday and weekday travel for e.g. particular events, recreation, shopping and activities are increasing. Leisure trips are often not as regular or site-specific as the work commute, which means that it is hard to introduce greater efficiencies here.
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Public tra
nsport in th
e
City of L
und
Walking and cycling
in the villages
Local collaboration
Village centre
development
Pop-up measures for
living village communities
Walking and
cycling to school
Parking
The next generation’s
bicycle parking
Bicycle service
Development of pedestrian and
commercial areas
Bicycle streets
Furnishing
public spacesDevelopment fund for
Mobility management
Dialogue with
developers on
innovative mobility
solutions
Attractive street environments
for visitors, pedestrians and cyclists
Less car-dependent areas and smarter parking solutions
Development plan
Next generation
representation
The LundaMaTs
Innovation Process
Regional collaboration
The LundaMaTs
ideas forums
Netw
ork of
excellence
Dev
elop
ing
foru
ms
and
colla
bora
tions
Reg
iona
l pub
lic
trans
port
syst
emRe
gion
al c
yclin
g sy
stem
Carpoo
ling a
nd
Park an
d Ride
Com
pany
co
llabo
ratio
n
Coordinated
goods distr
ibution
City lo
gistic
s
Rout
e op
timisa
tion
with
in m
unici
pal
busin
esse
s
Sustainable transport system
Management system
Managemen
t sys
tem
Traffic safety Accessibility Safety Environment
Hea
lth
Equa
lity
A vi
bran
t
Villa
ge
Regional Developing c
ity c
entr
e
dev
elopment
commuting Lund
Business Innovative
transport Lund
six focus areas for a more sustainable transport system in LundTo meet the challenges faced by Lund, six focus areas have been established. These provide clear direction and prioritisation for the LundaMaTs measures to be taken. The work done in these focus areas is combined with that done in each administration’s line organisation – also run in the spirit of LundaMaTs – to achieve a more sustain-able transport system. The proposals below present these focus areas.
development of the villagesThe journeys made by village residents today generate a level of CO2 emissions that is higher than the municipal average. Making life more attractive in one’s own village could mean a re- duc tion in the number of journeys made to and from it. The network of streets and public spaces in the villages is being reinforced and supplemented with impact measures to increase the proportion of journeys made on foot and by bicycle within the villages. The aim is for improved accessibility outside the villages by taking a clearer “whole journey” perspective, and for investment in sustainable transport and attractive interchanges.
a vibrant city centreLund’s medieval city centre is a unique asset for both Lund residents and visitors, and is impor-tant for the city’s identity. In order to preserve and develop the city centre’s position as a visitor destination and centre of trade, it needs to be made more attractive.
Through activities and measures traffic planning actively contributes to an attractive street scene where everyone is included.
business transport Lund Municipality has approx 13,000 companies and other businesses offering approx 67,000 job opportu-nities. How these businesses address their employees’ business travels and commutes as well as their freight transports is of great significance for the potential to achieve a sustainable transport system. Bringing in and involving actors in the process increases the potential to achieve the set targets.
regional commuting Lund has an influence on and is influenced by the re-gion in terms of the commuting in and out of the city.
We need systematic collaboration with other actors in the region in order to increase the number of com-mutes by public transport and bicycle and reduce the number by private car. We are focusing in particular on the main commuter routes and the “whole journey” perspective.
a growing LundLund Municipality is growing. In order for us to have an attractive municipality and achieve the target of reduced greenhouse gas emissions, more residents need to walk, cycle or take public transport.
New construction is being planned so that walking, cycling and taking public transport represent the majority of the journeys made, while the car is used as a supplement. A successful result presupposes attractive environments and the bringing together of land development and traffic planning in a coordi-nated process: urban planning.
Innovative LundThis focus area takes a systematic approach in pro-ducing methods for making the most of the innovative power to be foundin each organisation and also among members of the public. These efforts will provide the relevant organisation and other focus areas with new ideas, solutions, skills and tools.
The work target
Support for implementation
Line organisation
Focus areas
Examples of possible measures
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LundaMaTs
The overall target of the measures taken in Lund Municipality is to achieve the vision for 2025. The City Council have also set a number of overall targets for guiding operations in that direction. LundaMaTs has a clear link with the Municipality’s Master Plan and LundaEKO, the Lund programme for eco-sustainable development.
LundaMaTs taken in context
IMPOrTanT MILesTOnes In IMPLeMenTIng LundaMaTs• The manual “Urban Planning for Reduced car Use”, 2005 • ÖP (Master Plan) 2010, A broad scope for climate and
transport, 2010• One-third target for Lund nE/Brunnshög, 2011• Reversible bus lane on Tornavägen, 2010• Pedestrian programme – Referred version, 2013• “Öresund as a cycling Region”, EU Project, 2009-2012• cycling strategy 2013–2017, adopted in 2013• Parking management system, introduced in 1995• Policy for street parking, 2012• new fees for street parking, 2012• Parking standard, 2013• The KLIMP Project Fyrstegsprincipen, 2008–2011• Programme of measures to address noise, 2013• The development of behaviour-influencing measures, 1998–
The eFFeCTs OF The Measures LundaMaTs II indicated 18 targets, using 2013 as a target year. The follow-up in 2012 shows:
Targets achieved: 13On track for achieving the target: 2 not on track for achieving the target: 3 LundaMaTs II – operations and results in 2012
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The Vision for 2025
The city council’s overall targets
Decisions taken by the authorities: programme, plan, strategy, policy etc.
Etc... Etc...Traffic safety Accessibility programme
Parking policy
Bicycle strategy
area Targets (base year 2011)
cO2 emissions cO2 emissions per person generated by traffic in the Municipality are to decrease by 2.5% per year.
Transport mode share Of all travel within Lund Municipality, 70% is intended to be by public transport, walking or cycling by 2020, and 75 % by 2030.
Transport mode share Of all travel in and out of Lund Municipality, 45 % is intended to be by public transport, walking or cycling by 2020, and 50% by 2030.
Pedestrian traffic Pedestrian traffic per inhabitant is to increase on an an-nual basis.
Bicycle traffic Bicycle traffic per inhabitant is to increase by 1% per year.
Public transport Public transport travel per inhabitant is to increase by 3.5% per year.
Motor vehicle traffic Motor vehicle traffic per inhabitant on both the state and municipal road networks is to decrease on an annual basis.
Motor vehicle traffic Motor vehicle traffic per inhabitant on the municipal road network is to decrease by 1% per year.
Accessibility Physical accessibility is to be improved for everyone, and is especially important for the disabled, children and the elderly.
Safety The number of people who feel that the traffic environ-ment is safe is to increase on an annual basis.
Traffic safety The number of people badly injured or killed in traffic is to decrease by 25% by 2020 and 50% by 2030 (this refers to both the municipal and state road networks, and the supporting data comes from the number of traffic casual-ties reported to the police).
Traffic noise By 2030 all properties exposed to noise levels exceeding 55 dBA have been offered subsidies. These noise levels refer to the equivalent levels measured outdoors, known as the outdoor value.
The impact of LundaMaTs The proportion of residents in Lund Municipality stat-ing that they have felt the impact of the measures taken under LundaMaTs is to increase.
These targets are to follow up the future vision of the transport system in Lund Municip-ality. The basis for these targets includes the decision taken by the City Council on a halving of greenhouse gases by 2020 and an emission level close to zero by 2050.
LundaMaTs’ targets
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The purpose of enhancing the attractive-ness of the villages and improving the prerequisites for travel and transport both within and to and from the villages in Lund Municipality is to reduce the num-ber of journeys per person to and from their village, reinforce village identity, and promote walking and cycling and public transport.
The journeys made by village resi-dents today produce greenhouse gas emission levels that are higher than the average for municipal residents, mainly due not only to more but also to longer car journeys than the average.
A particular challenge is that travel within a village is often part of a travel chain out of the village – usually done by car. This means that the journeys
Focus area 1
development of the villages
within and to and from a village are often linked as a result of both chain journeys and habit.
This focus area enhances attractive-ness, reinforces and develops the net-works of village streets and public spaces, and enables a broader range of services in the villages. It reinforces accessibility on foot and by bicycle, and at the same time promotes attractive village environments that encourage people to stay.
New innovative measures create vi-brant street environments in the villages that promote health, attractiveness and social interaction.
Accessibility to activities outside the village is reinforced by a clearer “whole journey” perspective, which forms th e basis for investment in su-stainable transport and high qualitative
COLLabOraTIOn ParTners• Local businesses• Local organisations• Schools/preschools• Property owners
The vILLages arOund Lund
POPuLaTIOn Approx 22,500 residents in total. Södra Sandby: 6,053Dalby: 6,016Veberöd, incl. Idala: 4,751Genarp: 2,886Stångby: 1,611Torna Hällestad: 573Revinge village: 554
gender dIsTrIbuTIOn52% men, 48% women
ageAverage age: 54 years
hOusehOLd COMPOsI-TIOnFamilies with children: 43%Adults without children: 20%Single households without children: 23%
Car avaILabILITy Per hOusehOLdno car: 5%One car: 56%Two or more cars: 39%
COMPanIes and WOrk-PLaCesA total of approx 13,000 job op-portunities. Tradesmen: 5,000Services: 4,500Public services: 2,500
TransPOrT MOde shareWithin the village:Walking: 15%cycling: 20%Public transport: 23%car: 45%
To/from the village:cycling: 3%Public transport: 35%car: 62%
LengTh OF jOurney Within the village: 700 mTo/from the village: 8.2 km
16
The f
ocus area’s level of maturity interchanges – in the village and at the
end destination. It should be easy to combine public transport with walking, cycling and taking the car.
Together with the companies and organisations in the village, the prerequi- sites for commuting, business travel and freight transport are improved.
Impact on the sustainable transport systemThis focus area will mean that security and traffic safety can be expected to improve at the same time that acces-sibility on foot and by bicycle and the attractiveness of a village will improve. The demand for public transport to and from the villages is expected to increase and that for car traffic to decrease, which will help reduce emissions and conges-tion in Central Lund and other densely populated areas and on the regional road network. An increase in travel on foot, by bicycle and by public transport will also have a positive impact on health.
examples of possible measures Walkways and cycleways in the villagesThe villages offer favourable conditions for journeys on foot and by bicycle. Campaigns, better walkways and cycle-ways, competitions etc will promote and encourage these modes of travel.
Local collaboration Shops, schools, sports associations etc are central destinations in the villages today. Collaboration with these businesses can encourage journeys made on foot and by
bicycle to and from these destinations. Entrances may need to be reviewed to be linked in with walkways and cycleways.
developing village centresThe character of the villages and the wishes and driving force of the village residents should be made the most of and used as an asset in the work to establish attractive village centres. Idea forums, creative workshops and web-based inter-action are methods that could provide support in the process.
“Pop-up” measures for busy villages Change generates energy. The use of temporary “pop-up” measures can create a dynamic and generate interest in the villages at the same time as it provides the opportunity to try out different solu-tions. Good “pop-up” solutions can be turned into permanent ones.
Walking and cycling to school The school and preschool run means that the traffic situation is often problematic. One way of improving the traffic environ - ment could be to try out drop-off points a couple of hundred metres away from the school.
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Lund’s medieval city centre is a unique asset for both Lund residents and visitors, and is important for the city’s identity. In order to preserve and develop the city centre’s position as a visitor destination and centre of commerce, it will need to be made more attractive.
The number of people and their movements are key to a vibrant city centre, and commercial clients constitute a significant proportion of these today. Trade in the city centre has faced tough competition from various external shop-ping centres.
One particular challenge is to utilise and preserve the unique environment and character of Lund City Centre to
Focus area 2
a vibrant city centre
create a vibrant, attractive and accessible environment where people want to be. Activities and measures create attractive streetscapes and meeting points that enable encounters and a greater degree of social interaction where everyone is included.
In the city centre, people are given prority. Logistics and goods distribution should function smoothly and in a way that takes into consideration people and the urban environment.
The democratic aspect of city centre life is strengthened and further encour-aged by such means as hosting tempo-rary events and cultural activities.
The city centre should be for people by people.
area 90 ha (hectares)1.5 km in the north-south direction900 m in the east-west direction
POPuLaTIOn Approx 8,650 residents in total. Gender distribution46% men, 54% women
ageAverage age: 38.6 years
hOusehOLd COMPOsI-TIOnFamilies with children: 24%Adults without children: 47%Single households without children: 28%
Car avaILabILITy Per hOusehOLdno car: 35%One car: 46%Two or more cars: 19%
shOPs and busIness-es Approx 600 shops, restau-rants and other businesses in total
TransPOrT MOde shareResidents in the city centre:Walking: 32%cycling: 32%Public transport: 15%car: 22%
To/from the city centre:Walking: 27%cycling: 25%Public transport: 22%car: 25%
LengTh OF jOurney To/from the city centre: 11.5 km
Impact on the sustainable transport system Investment in the area is expected to boost the city centre’s attractiveness and the number of people visiting and spending time there. This will boost the commercial base too. Accessibility on foot, by bicycle and on public transport will be improved.
A vitalised city centre is estimated to attract visitors away from more car-oriented end destinations, which is positive from an environmental and health perspective.
examples of possible mea-sures The next generation’s bicycle parking The planning for the next generation’s bicycle parking system in Lund has been inspired by successful projects in Europe in Japan. A well-run and attractive bicycle parking system benefits cyclists as well as others.
bicycle service Mending punctures, servicing bicycles, buying a new valve or saddle cover etc are services that can be provided throughout the city in the form of either vending machines or personal service.
development of pedestrian and com-mercial thoroughfaresHelping reinforce and improve com-mercial sites requires investment, and an attractive urban environment is an important part of this. Meeting places and pedestrian thoroughfares encourage an increase in the flow of people and reinforce the commercial base. Important
commercial thoroughfares such as Östertull - Lund C can be prioritised. CyclewaysConvert narrow streets for cars into cycle-ways where cyclists use the carriageway. This gives cyclists improved accessibil-ity and minimises the conflict between cyclists and pedestrians.
Furnishing public spaces Seating areas, meeting places, toilets, rain shelters etc promote a vibrant and attractive environment and the oppor-tunity for social interaction in the city centre. These could be permanent or temporary “pop-up” measures. Having designated places for activities provides the opportunity for spontaneous activity.
ParkingCar parking can be directed to car parking facilities in the city centre. In this way, areas will be available for other uses, such as bicycle parking, pavement cafés or meeting places. It is high time to carry out a study of the development of parking facilities in the city centre. The parking management system is being developed and linked to parking facili-ties to minimise the “search traffic” for vacant parking spaces.
Lund CITy Cen-Tre
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COLLabOraTIOn ParTners• The Trade Association/citysamverkan • cultural and club/association activities • Property owners• Businesses
The f
ocus area’s level of maturity
21
Lund Municipality has approx 13,000 companies and other businesses offering approx 67,000 job opportunities. How these businesses handle private and freight transport has a significant bearing on the Municipality’s potential to achieve a sustainable transport system. The di-rection taken by these businesses in their choice of mode of transport for commut-ing and business travel, their use of land and their position on parking issues has an impact on accessibility and also con-tributes to the City’s development.
With 9,000 employees distri buted among approx 400 workplaces, the municipal organisation in Lund is responsible for much of the transporta-tion. Reviewing these with the aim of making more efficient and optimising the
Focus area 3
business transport
Municipality’s internal transports is of great importance.
If we are to achieve results in terms of the City’s business transports, it is urgent that we identify and develop forms of collaboration that are of mutual benefit to Lund Municipality and other organisations.
Lund Municipality is actively seeking to support these businesses on these issues. Uniting around common measures regarding freight and private transportation benefits both the business-es themselves and the Municipality. One condition is that the actors are involved in the process.
LundaMaTs aims not only to reduce the number of transports but also to stimu late greater use of new technology and renewable fuels.
Impact on the sustainable transport system The work done in this focus area will create more favourable conditions for more sustainable transports. This is expected to lead to fewer car journeys, more journeys on foot, by bicycle or public transport, less environmental impact, a more attractive area in which to work and improved health while retaining accessibility. More indirect effects that can be expected are a feeling of security and traffic safety.
examples of possible mea-sures
Coordinated goods distributionThe Municipality is a major procurer of goods for transportation. Targeted pro-curement, consolidation services and the coordination of deliveries will help make transportation more efficient and reduce its impact on the environment.
City logisticsThere are many businesses in Lund City Centre requiring goods transportation, e.g. to and from shops. Just-in-time and the number of carriers on the market result in more vehicles with lower fill rates. City logistics mean that the num-ber of freight transports is reduced and made more efficient in order to benefit both city life and the city environment.
route optimisation in municipal busi-nesses Every day a number of measures are being taken by Lund Municipality that involve transportation. In many cases the
transports could be made more efficient by the choice of mode of transport, scheduling and route optimising. The work being done by the Municipality is intended to be able to support other actors in an effective and trustworthy way.
Company collaborationA mobility plan is a strategic tool useful for achieving sustainable transport solutions. It identifies avoidable costs and obstacles in relation to the opportunities given to employees to choose walking, cycling or public transport. Mobility plans also indicate the development potential of a business and are useful as an incorpo-rated feature of its quality assurance and environmental management.
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COMMuTer TraveL18% of the number of journeys made whose destination lies within Lund Municipality
TransPOrT MOde sharecar: 49 %Public transport: 23%cycling: 21%Walking: 7 %
LengTh OF jOurney Within Lund Municipality: 5 kmTo Lund Municipality: 46 km
bIggesT eMPLOyer Public services:Skåne county councilLund MunicipalityLund University
Private employers, Swedish ownership:AxisAlfa Laval Gambro
Private employers, foreign ownership:Sony Mobile Tetra PakST-Ericsson
busIness Trans-POrT
COLLabOraTIOn ParTners• companies/institutions with many
employees • Goods-intensive businesses/centrally
located businesses • Lund Municipality’s own activities• Regional collaboration partners• commuters to/from Lund living in
other municipalities • car pool companies• Property managers
The f
ocus area’s level of maturity
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Focus area 4
regional commuting
This focus area is developing forms of cooperation and fora at regional level to address issues on social planning, commuting, traffic and transport, setting joint targets, planning and carrying out measures both big and small. In the case of the most important routes which are used by most travellers, a concerted effort is required to switch over to more sustainable modes of transport.
How travel and traffic will develop in Lund Municipality will be very much affected by the way the state, region and neighbouring municipalities plan the development of their own land use and transport systems. A large share of regional travel is made by car, and all the municipalities in Lund’s vicinity are planning for growth, which will entail a
Impact on the sustainable transport system Investment in more sustainable regional travel is expected to relieve the burden on the environment and make destina-tions more attractive. Increased use of public transport and journeys by bicycle also has a positive impact on health and traffic safety.
examples of possible mea-sures developing forums and collabora-tions Depending on the scope and type of the issues/activities, appropriate forums and forms of collaboration are to be used. These can be either existing forums such as the Malmö-Lund Region or new ones.
Sometimes a regional perspective is not enough. Tax regulations, legislation etc which have a significant bearing on the conditions for a sustainable transport system are determined at national level. Here, too, collaborations and networks are required to have an impact.
regional public transport systemsThe regional public transport system needs to be given more prominence. In-creased knowledge, user-friendliness and accessibility mean that public transport services are widely available on well-
greater demand for travel. The Malmö-Lund stretch is the most important connecting route in Skåne. Planning is underway along this route, including expansion to four railway tracks, and an express bicycle lane. Measures are being taken to provide favourable conditions for more sustainable travel.
One particular challenge is to create favourable conditions for sustainable travel to ESS/Brunshög since it is located close to a motorway. Substantial invest-ment is being made and should continue.
Urban areas also need to manage the flow of their regional commuters. This is primarily a case of offering effective public transport solutions with the whole journey in mind, but other ideas such as bicycle hire are also useful instru-ments. In the case of Lund, the tram line
established routes. Investments are being made in bus and train connections, hubs, stations, bus stops, and commuter and bicycle parking facilities.
regional cycling system The regional cycling system is being highlighted in the form of expansion and marketing of regional cycleways and express cycleways.
Carpooling and Park and rideStimulating the use of carpooling services and setting up more carpooling and park and ride parking at strategic sites throughout the region.
Public transport in the City of LundIn the case of the City of Lund, the Lund C – ESS tram line is the most important measure but the city bus network also needs to be reviewed and to be given improved accessibility.
TransPOrT share MOdecommuting in:cycling: 1%Bus: 19%Train: 16%car: 63%
commuting out:cycling: 1%Bus: 16%Train: 32%car: 50%
COMMuTIng In35,000 people per day
COMMuTIng sTarTIng POInTsMalmö: 31%Kävlinge: 10%Eslöv: 8%Staffanstorp: 8%Lomma: 6%Helsingborg: 5%Höör: 4%Landskrona: 4%Sjöbo: 3%Hörby: 3%
COMMuTIng OuT18,000 people per day
COMMuTIng desTInaTIOns Malmö: 52%Hässleholm: 10%Helsingborg: 7%Staffanstorp: 4%Eslöv: 4%Lomma: 3%Burlöv: 2%Landskrona: 2%Kävlinge: 2%
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COMMuTIng In and OuT OF Lund
COLLabOraTIOn ParTners• Trafikverket (the Swedish Transport
Administration), responsible for building, operating and maintaining public roads and railways
• Region Skåne, the principal body for public transport
• HM Skåne, Regional Mobility Office
The f
ocus area’s level of maturity between Lund C and ESS and a smoothly
functioning city bus service is key. This focus area is needed for achiev-
ing the joint target of more sustainable commuter travel at regional level.
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Focus area 5
a growing Lund
Lund is growing. Over the coming years the population is expected to increase by approx 1,800 people per year. If the number of workplaces are in line with historical trends, they will increase by just over 1,000 per year. Investment in MaxIV and ESS will enable Lund to grow even faster.
If the transport system continues along the same lines as today, its prob-lems will increase even if every individ-ual does not travel more than he or she does today. This will mean increased congestion in the transport system, higher CO2 emissions and more noise, and a less attractive city environment for spending time and moving about in. Realising our future vision and achieving our targets will be dependent on more sustainable travel behaviour, on the part of those living and working in Lund today as well.
Adhering to the Master Plan will
Impact on the sustainable transport system The measures taken in this focus area reduce the need to travel at the same time that the conditions for active modes of transport such as public transport, walking and cycling are improved. This will mean less environmental impact, a greater feeling of security and improved health, and greater traffic safety for pedestrians and cyclists.
examples of possible measures The direction in which Lund can grow in a sustainable way is described in our Master Plan for 2010 and also in more de-tail in our Manual for Less Car-Dependent Planning. The following may be particu-larly appropriate measures to develop:
expansion strategyA defined direction for land development in the Municipality is to be deve loped. Densification and a mix of functions are important.
develop dialogue with property devel-opers on innovative mobility solutions The collaboration with property deve lopers is working well today but could be deve-loped and allow for further innovation. Examples and experiences from other Eu-ropean countries could provide inspiration.
developing urban district centresDeveloping existing and future urban district centres will play a key role in providing better access to consumer goods and services in residential areas.attractive street environments for
mean new development and the densifi-cation of built-up areas providing favour-able conditions for using a bicycle and public transport. A clear focus on less car-dependent locations such as those near urban district centres is important.
New construction is being planned so that walking, cycling and public transports represent the majority of the journeys made, while the car is used as a supplement.
Achieving this will require constant development and innovation so that using sustainable modes of transport will be made more attractive. Sustainable travel is only possible in a city that is at-tractive, and an attractive city presupposes sustainable travel. A successful result presupposes that land development and traffic planning are part of a coordinated process: urban planning. Collaboration between these disciplines in a spirit of innovation is crucial to success.
visitors, pedestrians and cyclistsThis applies to both new land develop-ment and densification. “Boulevardi-sation” in existing car-dominated street environments, and could also create conditions for urban development.
Let public transport provide structure and create the conditions for services at important passenger stops
This is an obvious strategy for tram line planning, but the principle could also be applied to key bus routes.
Less car-dependent areas and smarter parking solutionsBicycle and public transport access may be so good in dense urban environments that the demand for car travel is reduced. This means that land for car parking could be used more effectively and free up space for other important purposes.
allocation of money for development funds and influential measures Land development involves allocating part of the budget (say 1%) to a deve-lopment and MM fund for activities and investments that reinforce and develop existing or planned initiatives.
a grOWIng Lund
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a grOWIng POPuLa-TIOn number of new homes in the Master Plan 2010:Lund: 20,000Stångby: 4,000Dalby: 3,450 Veberöd: 3,000Södra Sandby: 2,500Björnstorp: 1,050Genarp: 650Torna Hällestad: 250
COLLabOraTIOn ParTners• Property owners• Property developers• Parking companies• Traffic companies• Interest groups
The f
ocus area’s level of maturity
Revinge village: 200Unspecified: 1,600Total: 37,100
The TyPes OF hOMes TOdayHouse: 32%Block of flats: 68%
urban deveLOPMenT PrOjeCTsLund nE/BrunnshögKunskapsstråket
Ideon/PålsjöSockerbruksområdetnorrängaSödra RåbylundDalby Station areaIdala in Veberöd
OFFICes and busI-nesses new business parks: 249 haOffice space: 865,000 m2
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Focus area 6
Innovative Lund
Realising LundaMaTs’ targets requires a high level of commitment and the best possible use of resources. Certain focus areas have established and effective tools. Other tools need renewing and modernising on an ongoing basis. That is why established tools need to be supple-mented with innovative ideas and new tools and ways of working.
The complexity characterising the transport system and its impact on society pose particular challenges and highlight a clear need for collaboration between different municipal administra-tions, research disciplines and public and regional actors.
The impact of innovation and new toolsThe new ideas, solutions and tools cre-ated in this focus area are, quite simply, expected to support, make efficient and further enhance the quality of the meas-ures taken by LundaMaTs.
At the same time the innovative and dynamic force of employees, collabo-ration partners and private citizens is being stimulated, and this is expected to result in greater commitment and work satisfaction and to ensure more genuine democracy regarding transport issues.
examples of possible measures/tools The LundaMaTs Innovation ProcessIn order to make the most of spontaneous ideas raised and to actively develop inno-vative measures, an innnovation process is being produced as part of LundaMaTs. Usually an innovation process consists of finding, creating and developing ideas, making them applicable and then applying them to improve quality and efficiency.
regional collaborationCollaboration at regional level is the key to success for transport planning in Lund. A successful collaboration does, however, need commitment and resourc-es and also skills and tools.
The LundaMaTs ideas forumsIdeas forums bring to mind a think tank, the difference being that the composition of its members do not form a fixed group but is dependent on which topic is being addressed. LundaMaTs ideas forums
This focus area takes a systematic ap-proach in developing productive methods for making the most of the innovative spirit existing in each organisation and among members of the public.
New tools are being produced for inspiring, supporting, changing and involving employees, collaboration partners and the public.
The work in this focus area provides the organisation and other focus areas with new ideas, solutions, skills and tools.
“We need a new way of thinking to solve the problems caused by the old way of thinking.“
Albert Einstein
create a platform for innovative ideas and brainstorming. An ideas bank which is constantly being topped up.
network of excellenceThe exchange of experience is an effective way of honing one’s skills and learning from the successes and mistakes of others. Being part of a European net-work of other prominent towns and cities in this field would enable Lund to go a step further.
Future representationChildren and young people are our future. To achieve a sustainable society, they must be involved in the process and the needs of future generations must be included. It is for their sake that the work being done on our transport system is taking priority. Children and young people have a great potential to change both themselves and the world around them. By making the most of this fact, we too can change.
Mobility management is a tool for making efficient use of the transport system, encourag-ing the use of sustainable modes of transport, influencing attitudes and behaviours and also promoting more effective land use.
In 1998 one of the first Mo-bility Offices in Sweden was established in Lund. Its task was to influence the individual’s choice of mode of transport and to encourage sustain-able travel. Different concepts were developed to encourage
MObILITy ManageMenT – a WInnIng InnOvaTIOn
people to try out other trans-port modes than the car.The idea behind the Mobility Office was born at the time LundaMaTs was produced.
This investment and devel-opment continued in the form of private effort, participation in international conferences and European collaborations.
Mobility Management was already included in the wheel when LundaMaTs was imple-mented.
Today Mobility Manage-ment is a well established
body in Lund Municipality and is such a self-evident feature that it is not named explic-itly in the wheel representing LundaMaTs III.
One achievement of this approach has been to ensure that the expansion of compa-nies and workplaces has taken place without major new road investments.
26
COLLabOraTIOn ParTners• Universities and colleges • K2• Inkubatorn• Urban Innovation Lab
The f
ocus area’s level of maturity
Public tra
nsport in th
e
City of L
und
Walking and cycling
in the villages
Local collaboration
Village centre
development
Pop-up measures for
living village communities
Walking and
cycling to school
Parking
The next generation’s
bicycle parking
Bicycle service
Development of pedestrian and
commercial areas
Bicycle streets
Furnishing
public spacesDevelopment fund for
Mobility management
Dialogue with
developers on
innovative mobility
solutions
Attractive street environments
for visitors, pedestrians and cyclists
Less car-dependent areas and smarter parking solutions
Development plan
Next generation
representation
The LundaMaTs
Innovation Process
Regional collaboration
The LundaMaTs
ideas forums
Netw
ork of
excellence
Dev
elop
ing
foru
ms
and
colla
bora
tions
Reg
iona
l pub
lic
trans
port
syst
emRe
gion
al c
yclin
g sy
stem
Carpoo
ling a
nd
Park an
d Ride
Com
pany
co
llabo
ratio
n
Coordinated
goods distr
ibution
City lo
gistic
s
Rout
e op
timisa
tion
with
in m
unici
pal
busin
esse
s
Sustainable transport system
Management system
Managemen
t sys
tem
Traffic safety Accessibility Safety Environment
Hea
lth
Equa
lity
A vi
bran
t
Villa
ge
Regional Developing c
ity c
entr
e
dev
elopment
commuting Lund
Business Innovative
transport Lund
keep in mind1. The individual in focus2. Traffic should play an active role
in helping to create an attractive and vibrant city.
3. It should be sustainable for every-one living today and tomorrow.
4. Traffic planning should promote health and physical movement.
5. choices and priorities are es-sential; the results require good choices – every time.
6. Our work should take a collabo-rative approach and have a strong democratic base.
guidelines for LundaMaTsThe transport system is to develop in a more sustainable direction. The work to achieve this, regardless of whether it takes place within the LundaMaTs focus areas or the Municipality’s line organisation, is to be focused on the individual and to result in more sustainable deve lopment. It should support the necessary change in travel habits and freight handling and is to be based on participation and democracy. These results will be achieved by making the right choices and priorities – every time.
7. Dare to give it a go! Try simple temporary changes if the out-come is uncertain.
8. Walking, cycling and public trans-port are means of travel given priority over the private car.
9. Reduce the demand for mo-torised transport by smart plan-ning.
10. The entire Municipality should be included: the main city, the vil-lages and the countryside.
