Extended environmental zone
The introduction of the “Extended environmental zone” for heavy vehicle supports cleaner transports. Traffic wardens are intended to be used for enforcement. This requires a change in national law, so this measure includes activities for influencing the national government. The tasks of the project included the designating a larger zone, stricter regulations for heavy vehicles, information campaign about a larger environmental zone and stricter regulations for heavy vehicles, implementing a law to improve the surveillance as well as the enforcement of the new environmental zone. The results were that lorry owners and operators had clearly accelerated their retirement of vehicles and the compliance rate increased by approximately 5%. For NOx emissions the reduction was 33 tons per year (17%). Areas outside of the zones have also enjoyed some of these benefits.
Integration of cycling with public transport
Attractive high security bike parking facilities at public transport terminals will be demonstrated through 3d-models and spread through a handbook. Bicycle detectors at traffic lights and status improving measures at bike lanes are making cycling quicker and safer in Malmö. The result was that the rate of cyclists stopped at traffic lights decreased from 64% to 47% due to the bike detectors. The average time cyclists waited for green was reduced by 2 to 7 seconds. Another result is the construction of several multifunction parking facilities.
Bus priority system
New hardware has been added to the traffic signals in over 40 intersections to communicate with the buses. The computer on the bus that manages the destination sign calls the traffic lights, asking for priority. Before CIVITAS SMILE, buses spent 11 % of their time waiting at traffic lights, this measure has improved speed and punctuality. The introduction of bus priority systems at 42 traffic lights is one of the most important actions to increase bus accessibility. By 2004 all city buses and some regional buses are equipped with GPS and computers that can communicate with traffic lights. The results in a nutshell are the average bus speed during day time increased from 15.4 to 16.1 km/h in the direction towards city centre and from 15.9 to 16.5 km/h in the direction from city centre. The best result was reached in the afternoon peak where the average bus speed increased from 14.1 to 15.5 km/h, an improvement of nearly 10 %. There was also a positive effect on keeping the time table where the accuracy rate increased from 25 to 29 % in direction from city centre and from 23 to 25 % towards the city centre. The bus priority system also had a positive effect on the car traffic decreasing the delays at the traffic lights by 14 %.