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Section 1 with its kerbed grass median and 4 traffic lanes appear very different to the very green section with very wide side spaces and only 8.4 meter carriageway.

Footways are relatively constant in width with very few obstructions / street furniture. Asphalt dominates carriageways, whereas grass, concrete flagstones and sand/gravel dominate the side spaces.

There is some guard railing just outside the school in section 1 to reduce the number of children running, walking or cycling on the carriageways, see photo VA#.

1 Section 1 with its kerbed grass median and 4 traffic lanes appear very different to the very green section with very wide side spaces and only 8.4 meter carriageway. The median in section 1 works as an aid to pedestrians. Side spaces are used as footways, cycle tracks, parking areas and bus bays on both sections. Footways are relatively constant in width with very few obstructions / street furniture. Asphalt dominates carriageways, whereas grass, concrete flagstones and sand/gravel dominate the side spaces. The footways are traditional Danish with granite kerb, yellow/grey big concrete flagstones (6 x 8 cm) and longitudinal lines of cobblestones between kerb, flagstones and buildings. There is some guard railing just outside the school in section 1 to reduce the number of children running, walking or cycling on the carriageways, see photo VA#. Some guard railing and bollards in section 1 works as parking organisers at two places. Organising parking in section 1 (VA#11). An avenue impression in section 1 (VA#1). People spaces are dominating the street. Mogens Fog Plads and Toftegårds Plads are mostly used by alcoholics as whereabouts due to the short distances to toilets and supermarkets. There is a mobile hot-dog stand at Toftegårds Plads. The people space in the eastern part of section 1 is not used to a greater extend. The playground at Trekronergade has various users. There are two lines of street lighting on the street except just outside the school, where only one line exist. Street lighting is hanging along the middle of the carriageways approx. metres between each light by the use of wires attached to building walls or poles. Bollards in section 1 (VA#1). In general the spatial impression of section 1 is that the street appears to be extremely wide like a square from Saxtorphsvej to Ramsingvej. The trees narrow this impression to a poorly organised avenue from Ramsingvej to Toftegårds Plads. Section appears as a wide street, however, the trees Page 75

2 diminish this wide impression. The placement and amount of greenery can generally be seen on aerial and other photos. The proportion of side space to carriageway space is very good (higher than ) on section 1, but only medium (.6) on section. However, the wide green median improves the impression of division of total street space on section. The street is ascending very little all the way from Saxtorphsvej to Sjælør Boulevard. There are two bends at Trekronergade to Kjeldsgårdsvej that forms a S-curve Traffic regulation Character section 1 One-way or two-way motor traffic Two-way Two-way Speed limit (km/h) 5 5 Traffic calmed street (metres) Number of marked through-going traffic lanes 4 Average width of traffic lanes (metres) 4..9 Average visual reduction of carriageway due to surface materials (metres) Division of carriageway space None None Division of side space: - Parking areas/greenery (not on entire sections) (metres) - Cycle tracks - Footways Pedestrian crossings 4 6 Signalised junctions Other junctions 9 4 Number of on-street parking spaces 1 6 Parking restrictions None / time-restricted Time-restricted Bicycle facility one-way tracks one-way tracks Stationary cycle stands / moveable cycle stands (bicycle spaces) 85 / 1 7 / Number of bus stops / in bracket: number of bus stops with shelter 7 (7) 4 (1) The two-way motorised traffic is allowed to drive 5 km/h on two wide traffic lanes in section 1 and four wide lanes in section. The carriageways are not divided into different modes of traffic and there is no visual reduction of carriageways due to marking or other surface materials and no traffic calming. Several side streets have one-way traffic, which may be viewed on the maps showing traffic control. Map of traffic control in section 1. Page 76

About metres wide footways and metres wide one-way cycle tracks are continuous measures on both sides of the street.

1, but. metres in section. Parking is possible many places on both sections.

Car and bicycle parking spaces are located on the maps along with the bus stops.

3 About metres wide footways and metres wide one-way cycle tracks are continuous measures on both sides of the street. However, there is actually two footways on the north side of section 1, and the cycle tracks are only 1.85 metres in section 1, but. metres in section. Parking is possible many places on both sections. 7 spaces have 1-hour time restriction in section 1, whereas parking is illegal o clock in section. Car and bicycle parking spaces are located on the maps along with the bus stops. Section 1 has three pedestrian crossings in relation to the two signalised junctions and one non-signalised pedestrian crossing with zebra stripes. Section has 5 pedestrian crossings in relation to three signalised junctions and one crossing without marking, but where concrete flagstones replace grass on the median. Map of traffic control in section. Junction with continuous footway at Eschrichtsvej in section 1 (VA#14). Junction without continuous footway at Panumsvej in section 1 (VA#15). Page 77

The cycle tracks and footways are not continued across (i.e. the pedestrians and cyclists have to move down on the carriageway) at all signalised junctions and at most other junctions.

The median in section prevents left-turns at Valgårdsvej and Valbygårdsvej and at all driveways.

4 The cycle tracks and footways are not continued across (i.e. the pedestrians and cyclists have to move down on the carriageway) at all signalised junctions and at most other junctions. Footways are continued across the following side streets: Eschrichtsvej, Valgårdsvej, Kjeldsgårdsvej and Valbygårdsvej. At all driveways the cycle tracks and footways are continued across. The median in section prevents left-turns at Valgårdsvej and Valbygårdsvej and at all driveways. There are no turning-lanes in relation to non-signalised junctions except one left-turn lane at Kjeldsgårdsvej. Cycle parking on Toftegårds Plads (VA#16). Car parking lot in section (VA#17). All signalised junctions have traffic lane markings both inside and outside the junction. Zebra stripes are marked across almost all arms (see map of traffic control). Blue bicycle crossings exist inside the signalised junctions in section. None of the signalised junctions has bus priority or pregreen for pedestrians or cyclists. Some arms have one right- and/or left-turn lane. From Gammel Køge Landevej there is two right-turn lanes and corresponding two left-turn lanes from Vigerslev Allé these movements have a special phase. This junction also audio-signals for visual imparied Patterns of Use Traffic Character section 1 AADT: Cars, vans, motor cycles, 45 km/h mopeds >.5 tons 14,5 19,89 (Year 1) Vans, trucks <.5 tons Buses Bicycles, km/h mopeds 9 61,66 1,4 1, 4,51 Peak hour: (Year 1) Average number of persons per (Measured in 1 for cars, and for buses) Cars, vans, motor cycles, 45 km/h mopeds >.5 tons Vans, trucks <.5 tons Buses Bicycles, km/h mopeds car, van, truck (average) car, van, truck (morning peak hour) bus 1, , Passenger cars dominate traffic movements on both sections. There is more traffic on section compared to section 1 for all modes of transport. Peak hour traffic volumes are low compared to AADT, but the level of heavy goods vehicles is relatively high. A general finding in a survey on Page 78

5 arterial streets in Greater Copenhagen was that the average number of persons per car, van and truck was 1.49, but only 1.19 in morning peak hour. On the busiest part of section 1 there are 4 buses in peak hour flow and a total of 455 on a 4-hour weekday according to time schedules. In section the corresponding numbers are 58 and 817. The average number of persons per bus is respectively 18.9 and 18. for section 1 and, corresponding to a total of 8,61 and 14,958 bus passengers per weekday. These figures stem from January to April. Figures of motorised traffic in on weekdays are shown on the map below. Activities Character section 1 Pedestrians moving along the street busiest point 5 minutes in rush hours 1 54 Pedestrians crossing the street busiest point 5 minutes in rush hours 9 Ground floor land use: Number of businesses (Only Jagtvej in Number of industries November ) Number of retailers Number of public services Number of homes Floor space: Total floor space (Case study area) Ground floor space (Square metres by Upper floor space 1 st January ) Residential floor space Work place floor space Other floor space ,469 85, ,55 115,151 1,69 49, ,98 61,899 7,9 144,55 1,55 4,48 Prime pedestrian destinations seem to be bus stops in section 1 and. The supermarket (no. 1) and the school (no. 11) are also major destinations in section 1, whereas the many small shops in section and a big supermarket on Gammel Køge Landevej seem to attract many pedestrians. The busiest points have been the counts outside house no. 6 for pedestrians moving along section 1 and the junction at Mogens Fog Plads for pedestrians crossing section 1. There were most pedestrians moving along section outside house no. 4 and Toftegårds Plads was the busiest regarding pedestrians crossing section. Results of the conducted 5-minutes pedestrians counts can be viewed graphically on the map next page, where also colour coding of hourly pedestrian activity along the street is shown. Page 79

Pedestrian densities and counts in section 1 and. Pedestrians moving along and crossing the street was counted on the 9 th October.

Danish pedestrian counts indicate that a summer day has about twice the amount of pedestrians than a winter day and that a weekday has about twice the amount of pedestrians in weekends, i.

If the pedestrian activity varies in the same manner as the other traffic during the day, we may state that approx.

6 Pedestrian densities and counts in section 1 and. Pedestrians moving along and crossing the street was counted on the 9 th October. This was an ordinary winter Wednesday with 5 degree Celsius, cloudy and a little rain. Danish pedestrian counts indicate that a summer day has about twice the amount of pedestrians than a winter day and that a weekday has about twice the amount of pedestrians in weekends, i.e. an average annual day has about % more pedestrians than shown in the figures and table. If the pedestrian activity varies in the same manner as the other traffic during the day, we may state that approx. 7, people move past the busiest point in section 1 on an average day, whereas this figure is about 57, for section. Some people use Vigerslev Allé as a market place. However, this market place offers a relatively limited variation, where takeaways, hairdressers, pubs, greengrocers and tanning salons are dominating. Vigerslev Allé seems to be a dying shopping street, where flats already have replaced many shops especially in section 1. Many school children cycle (VA#18). Pedestrians at bus stop (VA#19). Page 8

Map of ground floor land use in section 1. Map of ground floor land use in section. 5.1.6 Performance Indicators The geographical representation of the case study area was given on the first page of this street case study.

There are more jobs than working residents in the case study area. The high unemployment rate is 8.4 per cent, and the working frequency is only 51.5 per cent.

7 Map of ground floor land use in section 1. Map of ground floor land use in section Performance Indicators The geographical representation of the case study area was given on the first page of this street case study. The table below shows the collected figures for the case study area. The car ownership, which does not include two-wheelers, is relatively low. There are more jobs than working residents in the case study area. The high unemployment rate is 8.4 per cent, and the working frequency is only 51.5 per cent. However, income is not far from the Copenhagen average of about 5, Euros per adult per year. The average number of residents per home is There are not major differences between section 1 and regarding social-economics. However, residents in section earn a bit more than in section 1, which probably is due to larger flats. The average sized home in section 1 is 75 m, whereas it is 79 m in section. Page 81

8 Case study area figures, character section Number of motor vehicles per 1, residents (1 st January ) Residential population: -17 years of age (1 st January ) years of age 65 years of age and older Total population 4,19 1,86 6,78 1,84 578,78,86 58,5 Working population, number of jobs (1 st January 1) 4,1 1,78,46 Number of year-old unemployed residents (1 st January 1) Number of year-old working residents (1 st January 1),18 1,88 1,74 Number of year-old residents on special sick leave (1 st January 1) Number of year-old residents (1 st January 1) 4,1 1,887,44 Number of year-old residents outside workforce (1 st January 1) Average income for residents 15 years of age and older ( in year ) 4,846,875 5,67 Number of residents 15 years of age and older liable to pay tax (year ) 5,191,87,84 Number of homes (1 st January ),475 1,655 1,8 Several figures have also been collected exclusively for the street, Vigerslev Allé. These figures are given in the next table. Street figures, only Jagtvej, character section Residential population: -17 years of age (1 st January ) years of age 65 years of age and older Total population Traffic deaths & injuries: Killed pedestrians (1999-1) Killed cyclists and km/h moped riders Killed motorists Total road deaths Seriously injured pedestrians Slightly injured pedestrians Seriously injured cyclists and km/h moped riders Slightly injured cyclists and km/h moped riders Seriously injured motorists Slightly injured motorists Total seriously injured Total slightly injured Total killed and injured Total number of accidents including property-damageonly accidents Average point speed of motorised vehicles in km/h (Year 1999-) V85 of motorised vehicles in km/h (Year 1999-) Reported crime: Number of sex and violence crimes 15 (-) Number of vehicle thefts 1 Number of arson, burglary, other thefts, robbery, vandalism and forgery 4 Total number of penal and criminal offences 499 Taxable estate value per owner-occupied flat ( in ) 11, 87, 149, Average noise levels in db(a), L (Aeq,4h) (year ) About an eighth of the case study area population lives along Vigerslev Allé. Relatively many of the elderly live along Vigerslev Allé, which probably is due to rest home in section 1. There live.5 people per metre of street along Vigerslev Allé, which is not far from the Copenhagen average. Two-thirds of the killed and injured are non-motorised street users. Most accidents occur at junctions. The speed figures are based on respectively 1 and 18 measurements from the police s Page 8

9 Automatic Traffic Control in the years Three 4-hours measurements show average speed and V85 close to the figures in the above table. It has only been possible to get reported crime figures for the entire section of Vigerslev Allé, i.e. data have not been split into character sections. The taxable estate value per owner-occupied flat, which typically is not far from purchase prices, is only based on 4 buildings with 4 flats with an average size of 69 m. However, owner-occupied flats in section 1 are only 41 m, which is far from the average size. A flat m seems to cost about 1,9 Euros. The Municipality of Copenhagen has estimated average 4-hour noise figures at the nearest facades along the street based on a speed of motorised traffic of 5 km/h. These figures are in the table Street Classification and Management The streets of Copenhagen are classified into four categories: Regional roads ensure the connection between Copenhagen and the rest of The Øresund Region. These roads guarantee, that all necessary car traffic gets through without problems, on roads that are designed to it. Motorways are included in this category. Primary roads ensure the connection between the different districts of Copenhagen. These roads carry the main part of bus- and bicycle traffic. Distributor streets guarantee the connection between the main roads (regional and primary) to the local streets. These streets serve bus- and bicycle traffic, but through-going traffic is mainly kept away from these streets. Local streets constitute the majority of the streets. The aim is to minimise the car traffic and the speed for the sake of the environment in the residential areas. Vigerslev Allé is classified as a primary road. Appendix shows a map of the street classification of streets in the municipality of Copenhagen, where the ARTISTS street cases is marked. 5. Long-Term Change 5..1 Built Form A 5 floors housing block with flats (no. 96) was built during the 198s in section 1. Three buildings were demolished in the early 198s, where there now is the southern part of Toftegårds Plads in section. 5.. Traffic regulation The speed limit was changed from 6 km/h to 5 km/h in 1985 on both sections due to a lowering of the general speed limit in urban areas. Page 8

10 Section 1: The junction at Mogens Fog Plads was enlarged and signalised in mid-197s. The signalised junction at Toftegårds Plads was enlarged in 198 and at the same time was the driveway to the supermarket Prima and Aarestrupvej changed. The pedestrian crossing and zebra stripes at Peder Hjortsvej were applied during the 198s. The footway was continued across Eschrichtsvej in 199. The junction at Ramsingvej was signalised sometime in late 199s or early s and at the same time was a pedestrian underpass closed. Section : The junction at Sjælør Boulevard was signalised in A major change occurred in the early 198s, where the bus terminal on the northern part of Toftegårds Plads was relocated to the southern part of the square, and the northern part was redone as a pedestrianised square. At the same time was the signalised junction at Gammel Køge Landevej enlarged and the junction at Trekronergade was signalised. The footway was continued across Valgårdsvej in Blue cycle crossings were marked at the signalised junctions at Gammel Køge Landevej and Sjælør Boulevard during the 199s. The use of Toftegårds Plads as a bus terminal was terminated in. 5.. Patterns of Use The only old patterns of use figures collected are for vehicular traffic, and these are shown in the table below. Character section 1 AADT: Cars, vans, motor cycles, 45 km/h mopeds >.5 tons 11,7 18,8 (198) Vans, trucks <.5 tons Buses Bicycles, km/h mopeds 1,19 51,,1 59,7 Peak hour: Cars, vans, motor cycles, 45 km/h mopeds >.5 tons 1, 1,8 (198) Vans, trucks <.5 tons Buses Bicycles, km/h mopeds Average number of persons per car, van, truck (average in 1981) The number of cars, vans, trucks and buses was lower in 198 than in 1 as shown in part 5.1.5, but the occupancy rate for cars was higher in 1981, i.e. the motorised traffic carries fewer people today along Vigerslev Allé but in more cars. The level of cyclists has increased since 198. Four shops have been turned into flats during the 198-9s on section Performance Indicators The only performance indicators collected is traffic accident data from These data are shown in the following table. There has been a significant drop in the number of accidents and injuries, and this especially applies to pedestrians. However, the improvements in safety is only of the same magnitude as in Copenhagen in general. Page 84

11 Street figures, only Vigerslev Allé, character section Traffic deaths & injuries: Killed pedestrians ( ) Killed cyclists and km/h moped riders Killed motorists Total road deaths Seriously injured pedestrians Slightly injured pedestrians Seriously injured cyclists and km/h moped riders Slightly injured cyclists and km/h moped riders Seriously injured motorists Slightly injured motorists Total seriously injured Total slightly injured Total killed and injured Total number of accidents including property-damageonly accidents Reference Area 5..1 Area and Data Description The chosen reference area for all street cases in Denmark is the entire Municipality of Copenhagen. All street cases are located in such a way that the average figures for the municipality make sense to use as reference for the general development. Most of the data is for the Municipality of Copenhagen, however, a few data is for areas with other boundaries. The following data are not for the Municipality of Copenhagen: Train passenger index of flow (million trips per year): This is for the Greater Copenhagen Area, which was shown in chapter 1. Bus passenger index of flow (million trips per year): This is for the Greater Copenhagen Area, which was shown in chapter 1. Bicycle and moped index of flow: Based on 45 counts of bicycle and mopeds each year at the boarder of the municipality and the lakes surrounding the city centre. Pedestrian index of flow: Based on 4 counts of pedestrians within the city centre. Since three of the street cases have been reconstructed in the late 199s it has been chosen to get data for three periods; , and All data are from these periods and correspond to the data for the street cases. Some remarks must be made about the data: Viability: The statistic for the number of retail, office and other workplaces was changed in 199. This has resulted in the higher number of workplaces being counted than previously, e.g. another estimation showed that the number of retailers dropped 7% from 1969 to. Therefore it is not advisable to use this statistic for studies on long-term effects. Instead there should be used a relative comparison between Danish street cases. Page 85

12 Traffic death and injuries: There have been changes of the organisation of traffic accident reporting within the Copenhagen Police Department in the late 199s. A general mistake in Denmark changed some of the serious injuries into slightly injuries. These changes are general in the Municipality of Copenhagen, and therefore this accident statistic is okay to use as reference. Purchase price per owner-occupied flat: This is the reel purchase price for an 81 m flat. The purchase price is often 5-15% higher than the taxable value of owner-occupied flats in. A general phenomenon is that the price per m becomes lower and lower as the flat becomes larger and larger, however, this is not a linear phenomenon. 1 Euro = 7,4 DKK. All other data are for the municipality of Copenhagen and self-explaining, i.e. very easy to understand. 5.. Performance Indicators People movement and vehicle ownership Reference area; time period Newest data (1999-) Before reconstruction ( ) Old data ( ) Motor vehicle flow (million km per Weekday);, 1997, Train passenger index of flow (million trips per year); 1, Bus passenger index of flow (million trips per year); 1, Bicycle and moped index of flow (45 counts); 1, 1997, 198 9,45 5,4 17, Pedestrian index of flow (4 counts);, ,869 84,8 Number of cars; 1 st January 11,598 Number of vans; 1 st January 9,151 Number of heavy vehicles; 1 st January 4,9 Total number of cars, vans and heavy vehicles; 1 st January, ,651 11,85 The motor vehicle flow has been relatively constant over the past three decades (see figure on the next page). This development is very different compared to the rest of Denmark in general, but not different compared to central districts of other larger cities in Denmark. The motor vehicle flow is clearly related to economic development and oil crises. The vehicle ownership has increased much more (6 per cent per year) than motor vehicle flow (.5 per cent per year) in the late 199s. The high growth in vehicle ownership has caused considerable parking problems in several districts. The level of cycling (mopeds make up less than 5 per cent of this statistic) seems to have increased considerable in Copenhagen. However, the counts behind the inserted statistic show that cycling has increased very much in the central parts of the Municipality of Copenhagen and very little on the outskirts of the municipality. Page 86

13 CAR TRAFFIC INDEX OF COPENHAGEN 5 4,8 MILLION KM PER WEEKDAY 4,6 4,4 4, 4,8,6,4, YEAR Vitality In the Municipality of Copenhagen there is about 8 km of publicly owned streets and 5 km of privately owned streets. The table below shows population figures. Combining the figures means that there lives on average.7 people per metre of street. Reference area; time period Newest data (1999-) Before reconstruction ( ) Old data ( ) Residential population: -17 years of age 81,86 7,1 7,499 (1 st January, 1997, 1981) years of age 65 years of age and older Total population 55,616 6,79 5,51 5,16 76,1 48,658 4,8 116,4 49,771 Working population, number of jobs; 1 st January 1, 1998,7 1,9 There have been major changes in demography in the Municipality of Copenhagen. The number of elderly people has decreased about 45 per cent between 1978 and 1, whereas the number of children and adults had a low point around In total there was a dramatic drop in the total population until 1979, a smaller drop till 199, but a population growth since 1991, see figure on the next page. The number of jobs has increased in the late 199s. Page 87

14 POPULATION IN MUNICIPALITY OF COPENHAGEN POPULATION PER 1 JULY YEAR -17 years of age years of age 65 years of age and older Total population Viability Reference area; time period Newest data (1999-) Before reconstruction ( ) Old data ( ) Number of shops / retail workplaces;, 1997, ,481 6,41,879 Number of office workplaces;, 1997, ,477 1,888 8,94 Total number of workplaces;, 1997, ,9 7,65 18,85 Floor space: Total floor space 45,467,116 44,694,61 (Square metres by Ground floor space 1,49,1 1,78,549 1 st January, 1997) Upper floor space Residential floor space Work place floor space Other floor space,977,16 1,595,91 16,14,491 7,767,4,16,64 1,9,69 15,489,518 7,896,6 Number of homes; 1 st January, ,74 69,4 The statistic for the number of retail, office and other workplaces was changed in 199. This has resulted in the higher number of workplaces being counted than previously, e.g. another estimation showed that the number of retailers dropped 7% from 1969 to. Therefore it is not advisable to use this statistic for studies on long-term effects. Instead there should be used a relative comparison between Danish street cases. However, the statistic can be used to determine short-term effects. Here it seems that the number of workplaces in general has increased during the late 199s, but the number of shops has increased less than other businesses. Total floor space in the Municipality of Copenhagen has grown about 8, m predominantly work place floor space. The development has increased the average height of buildings, i.e. new buildings have almost been 6 floors, whereas existing buildings are only about.6 floors. Page 88

15 The number of homes nor the residential floor space has not increased very much. The population growth has therefore increased the number of people per home and per m housing. Safety Reference area; time period Traffic accidents: Killed pedestrians Killed cyclists and km/h moped riders Killed motorists Total road deaths Seriously injured pedestrians Slightly injured pedestrians Seriously injured cyclists and km/h moped riders Slightly injured cyclists and km/h moped riders Seriously injured motorists Slightly injured motorists Total seriously injured Total slightly injured Total killed and injured Total number of accidents including property-damageonly accidents Newest data (1999-1) ,5 1,88,67 7,5 Before reconstruction ( ) ,78 466,1 9,59 Old data ( ) ,9 1,68 4,18 1,798 The numbers of killed, injured and accidents have declined in general during the past two decades in the Municipality of Copenhagen. Especially the number of killed and seriously injured pedestrian has declined to a third today in comparison to the beginning of the 198s. Security Reference area; time period Reported crime: Number of sex and violence crimes Number of vehicle thefts Number of arson, burglary, other thefts, robbery, vandalism and forgery Total number of penal and criminal offences Newest data (-) 89 55, ,74 18,57 Before reconstruction ( ) Old data ( ) Affluence and deprivation Reference area; time period Newest data (1999-) Before reconstruction ( ) Old data ( ) Number of year-old unemployed residents; 1 st January 1, ,644 7,78 Number of year-old working residents; 1 st January 1, ,7 9,84 Number of year-old residents; 1 st January 1, ,546 47,784 Number of year-old residents outside workforce; 1 January 1, ,85 9,16 Average income for residents 15 years of age and older in ;, ,76,5 Number of residents 15 years of age and older liable to pay tax;, ,14 411,451 Purchase price per owner-occupied flat in ; 1 st January, , 64, Unemployment decreases, the number of working residents increases, income increases and the number of people per home increases, which in total together with a lowered interest rate have resulted in very high increases in the price per home in the late 199s. Page 89

16 Health Reference area; time period Newest data Before reconstruction Old data (1999-) ( ) ( ) Number of year-old residents on special sick leave; 1 January 1,146 Noise Reference area; time period Newest data (1999-) Before reconstruction ( ) Old data ( ) Share of homes with more than 55 db(a) outdoor noise level; 67% Share of homes with more than 65 db(a) outdoor noise level;, % 5% 5.4 Recent Statements Here are mentioned elements from the written press in March to July and the traffic plans from the Municipality of Copenhagen. No articles in this period. The bus planning authority (HUR) mention Valby including the signalised junctions at Mogens Fog Plads, Toftegårds Plads, Trekronergade and Sjælør Boulevard as a possible place to increase bus travel speed through bus lanes and bus priority and adaptive signal-control. Price 5 million DKK. Source: Better travel speed for buses pays off, HUR,. In the Municipal Plan 1 it is stated that southern part of Toftegårds Plads will be improved and made more beautiful and perhaps change it into recreational purposes. 5.5 Case Summary Vigerslev Allé is classified as a primary road, which ensures the connection between different districts and carries the main part of bus and bicycle traffic. There are footways, cycle tracks and car parking on both sides of the street. Character section 1 appears to be extremely wide like a square from Saxtorphsvej to Ramsingvej, after which the spatial impression become more narrow like a poorly organised avenue due to the trees. Section appears as a wide street. Five floors buildings with few shops in section 1 but many in section dominate the street. With more than 5 per cent of all people movement passenger cars dominate traffic. Performance indicators show that this area is not far from Copenhagen in general, however, unemployment is high. Toftegårds Plads changed dramatically in the beginning of the 198s, but otherwise the changes in Vigerslev Allé have not been significant. Trends in road safety and traffic for Vigerslev Allé have followed the figures for Copenhagen in general, however, bicycle traffic has increased more in Copenhagen than on Vigerslev Allé. Page 9

Chapter 4: Jyllinge-Sallingvej

Chapter 4: Jyllinge-Sallingvej 4.1 Case Context and Existing Situation 4.1.1 Case Study Area and Character Sections Placement and direction of photos see Appendix 1, where also house numbers and street