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 names are shown. The street case includes a 0.88 km section of Jyllingevej from Ålekistevej in the west to Sallingvej and a 1.13 km section of Sallingvej from Jyllingevej to Godthåbsvej in the east, see map below. The case study area is split into three character sections. Map of case study area. (North is up.) Character section 1 is Jyllingevej and includes the junction at Ålekistevej. This section is a mix of 4 floors housing blocks from 1920-1960 and detached houses typically of 1.5 to 3 floors from 1900-1940. Section 1 has two traffic lanes in each direction. The street network is fine-grained. Character section 1 (JS#1). Character section 2 (JS#2). Character section 3 (JS#3). Section 2 is 0.86 km and includes the junctions at Slotherrensvej/Bellahøjvej/Sallingvej/Jyllingevej and Rebildvej. 3-4 floors housing blocks from 1920-1960 dominate the section. There is one traffic lane in each direction and the street network is fine-grained in which Sallingvej is a diagonal. Page 47
Section 3 is 0.27 km and includes the junction at Godthåbsvej. 3-4 floors housing blocks from 1920-1960 dominate the southeast side of the street, whereas older and beautiful terraced houses or so-called zigzag houses dominate the northwest side. There are three traffic lanes in each direction and a fine-grained street network. The case study area represent the statistical area for most performance indicators, whereas only conditions on Jyllingevej-Sallingvej has been registered regarding built form, traffic control etc. 4.1.2 Location Vanløse is a district with many industrial companies that represent about 30 per cent of the jobs in the area. Two thirds of the housing were built 1920-1940. Only few students, unemployed and immigrants live in the district, and relatively many residents have a job with high salaries. Income is about 12 per cent higher than average for Copenhagen. Appendix 2 shows the location of Jyllingevej-Sallingvej and the other five street cases in the arterial street/road network in the Municipality of Copenhagen. Jyllingevej starts in east at Sallingvej and ends about 5 km to the west at the Frederikssund Motorway. Sallingvej starts at Godthåbsvej in the east and ends at Jyllingevej. Character section 3 is part of Ring road 2. Godthåbsvej, Jernbane Allé and to some degree the southern parts of Ålekistevej are shopping streets. Lots of through-going traffic use Jyllingevej, Slotsherrenvej, Sallingvej and Rebildvej. Jyllingevej-Sallingvej is one of the major radial streets coming into the city from the west, and it is about to become even more trafficked due to a planned prolonging of the Frederikssund Motorway. Train services are located 200-700 metres from the street case. A new part of the metro opens May 2003 and goes from Vanløse st. to the city centre, airport etc. The ring line will be prolonged from C.F. Richs Vej St. about six km with five new stations in 2004-2005. Therefore train services will be considerably upgraded. Bus and rail network. Page 48
Bus line 12 (4) and 13 (4) runs all the way on Jyllingevej-Sallingvej with 174 trips on weekdays. Bus line 8 (5) and 29 (4) also runs on part of section 1 from Ålekistevej to Jernbane Allé with extra 152 trips on weekdays. Bus line 8 also runs on character section 3 together with line 21 (6) with extra 189 trips on weekdays. Besides the mentioned bus lines there are additional bus lines at Ålekistevej (line 22 (3) ), Jyllingevej (line 142 (2) ) and Godthåbsvej (line 2A (9) ). The small number in brackets shows the number of trips in rush hours on weekdays in one direction. 4.1.3 Built form Buildings Character section 1 2 3 Side of street (BS = Both Sides) N S BS N S BS N S BS Average height of roofline (m) 10.5 13.0 11.8 13.0 13.0 13.0 10.5 13.0 12.2 Ratio of frontage to space between frontages 2 3 3 3 4 3 1 19 2 Number of inactive buildings 7 7 14 0 0 0 4 4 8 Percentage of building line that are inactive 1 42 39 41 25 19 22 74 23 49 Open doorways per 100 m building line opening onto the public realm 4.5 2.0 3.3 2.7 2.6 2.7 1.9 6.5 4.1 Closed doorways per 100 m building line (often to private staircases) 2.1 4.4 3.2 4.1 5.0 4.5 0.5 6.0 3.2 Percentage of building line that are heavily illuminated at ground floor 2 50 27 39 20 21 21 31 45 38 Historical buildings 0 0 0 0 0 0 1 0 1 1 Building line is section length minus side streets. Inactive include both space between frontages and inactive buildings. 2 Owners often illuminate buildings in the windows or on walls. Map shows doorways, inactive and illuminated buildings along character section 1. Character section 1: The building height varies between 1 to 5 floors or about 5 to 18 metres. There is not a general consistency of building height. The section is a mix of 4 floors housing blocks from 1920-1960 and detached houses typically of 1.5 to 3 floors from 1900-1940. The shadows on the aerial photos on page 52 give you an impression of heights of individual buildings. Cross sections including building floors and heights are also shown on page 52. The spacing of buildings is rather Page 49
big due to gardens and driveways at detached houses. 250 metres on the north side and 180 metres on the south side are without buildings. The rest is side streets and buildings, i.e. giving a ratio of frontage to space between frontages of no more than 2-3. A large number of relatively small buildings are inactive. The sunny northwest side of the street appears a bit more active than the southeast side due to more open doorways and more illumination, but there are many closed doorways to homes on the southeast side. Maintenance of buildings is good. The street section has a medium level of transparency due to small shops, restaurants and pubs, but the inactive detached housing and the ground floor flats reduce transparency. Ground floor flats in section 1 (JS#4). Detached houses in section 1(JS#5). Character section 2: The building height varies between 1 to 4 floors or about 4 to 15 metres. Most buildings are residential blocks of 3-4 floors from 1930-1960 on both sides of the street. Spacing of buildings is smaller than on section 1 and the ratio of frontage to space between frontages of is 3-4. There is a church on the north side in the west end of the section and a sports arena on south side in the middle of the section. Map shows doorways, inactive and illuminated buildings in character section 2. No buildings are inactive. On the other hand is activity relatively low due to few open doorways and illuminated buildings. The two sides have the same level of activity. Some doorways are placed in backyards. There are no historical buildings. The maintenance of buildings appears good except the low university classrooms. Architecture is uniform with few details. The level of transparency is medium with high transparency at the sports arena and close to Rebildvej. Page 50
The church in section 2 (JS#6). The built-in sports arena with 2 floors (JS#7). Character section 3: The building height varies Map shows doorways etc. in section 3. between 1 to 6 floors or about 4 to 20 metres. The southeast side is dominated by buildings blocks of 3-4 floors and the 2.5 floors historical high zigzag terraced houses dominates the northwest side. The spacing of buildings is big on the northwest side, but very low on the southeast side. The ratio of frontage to space between frontages is respectively 1 and 19. Many buildings are inactive. The southeast side is more active than the northwest side, where the zigzag housing appears inactive from Sallingvej. Maintenance of buildings is good, and architecture is mixed. The street section has a medium level of transparency due to small shops, restaurants and pubs, but inactive housing. The zigzag houses in section 3 (JS#8). 3-4 floors blocks on the southeast side (JS#9). Page 51
Fig. Aerial photos and cross sections. Red lines mark places of cross sections. Space between buildings Character section 1 2 3 Average distance between opposing building lines (metres) 30.0 28.0 36.5 Average width of side space (metres) 15.5 13.0 13.0 Average width between side space including eventual median (metres) 12.0 13.0 23.5 Type of median and eventual average width (metres) None None Kerbed 2.5 Trees and other greenery Sporadic Influence Sporadic Surface material: Carriageways Median Parking areas Cycle tracks Footways None Concrete flagstone None Concrete flagstone Grass None Concrete flagstone Guard railing and bollards 1 None None None Number of people spaces 1 3 0 Number of longitudinal lines of street lighting 2 2 1.2 2 Ratio of street width to building height 2.6 2.2 3.1 1 No guard railing and bollards may include very sporadic use of these measures, please see the text. 2 The length between streetlights is typically 30 metres on all arterial streets in Copenhagen. Page 52
The street width between the edges of the footways, i.e. the formal public space, is relatively constant on the three character sections. However, section 3 s public space is about 10 metres wider than the other sections. This wider space is predominantly used to a kerbed median and verges with grass, and more traffic lanes, which can be seen by comparing cross sections on page 51. The function of the median is predominantly to separate the opposing traffic directions. The median is not used to any greater extent as an aid to pedestrians probably due to high traffic volumes and short distances between signalised pedestrian crossings. Side spaces are used for footways, cycle tracks, parking lanes and bus bays on the three sections, however no parking in section 3. Footways are relatively constant in width with few obstructions / street furniture. dominates both side spaces and carriageways. Only the grass median and concrete flagstones on footways does not give the ordinary grey impression. The footways are traditional Danish with granite kerb, yellow/grey big concrete flagstones (63 x 80 cm) and longitudinal lines of cobblestones or asphalt between kerb, flagstones and buildings. The trees in section 2 to some degree divide the parking lanes into parking bays and hence serve as organisers of the parking, i.e. they have a bollard function. Otherwise there are no bollards and guard railing in the street. People spaces exist at the junctions with Jernbanegade (section 1), Bellahøjvej (section 2), Vanløse Allé (section 2) and Rebildvej (section 1). The one at Vanløse Allé is more or less greenery in relation to old air-raid shelters, and mostly used as dog toilet and for short stay sitting. The other ones have general functions as meeting point, playground and mini-parks, and these are used by a wide diversity of people. However, the one at Rebildvej does not seem to be used very much. People space at respectively Jernbanegade, Bellahøjvej and Rebildvej (JS#10, JS#11, JS#12). Except for the middle 650 metres of section 2, which only have one line of street lighting, the rest of the street sections have two lines of street lightning. All street lighting is hanging along the middle of the carriageways approx. 30 metres between each light by the use of wires attached to building walls or poles. In general the spatial impression of Jyllingevej-Sallingvej is a wide street. The low buildings in the far west of Jyllingevej give you the impression of a major road coming from the countryside into the suburb. Section 2 with its diagonal characteristic creates rather big junction areas and a certain feeling of openness to an otherwise relatively traditional street. Section 3 is really a wide street. The placement and amount of greenery can generally be seen on aerial and other photos. Page 53
The proportion of side space to carriageway space is reasonable good (the ratio is close to 1) on section 1 and 2, but only medium (0.6) on section 3. The greenery on section 3 does not improve this impression of poor design quality. The street is flat all the way. The two signalised junctions at Bellahøjvej and Rebildvej are not orthogonal and therefore change direction of the traffic. At Bellahøjvej this results in many rightand left-turning vehicles. At Rebildvej it is almost like a dual-way merge of two traffic flows from Rebildvej and section 2 into section 3. However, there is a bend of approx. 45 degrees on section 2 close to Rebildvej. 4.1.4 Traffic regulation Character section 1 2 3 One-way or two-way motor traffic Two-way Two-way Two-way Speed limit (km/h) 50 50 50 Traffic calmed street (metres) 0 0 0 Number of marked through-going traffic lanes 4 2 6 Average width of traffic lanes (metres) 3 6 3 Average visual reduction of carriageway due to surface materials (metres) 0 0.8 0 Division of carriageway space None None None Division of side space: - Parking areas/greenery (not on entire sections) 4.0 3.2 0.0 (metres) - Cycle tracks - Footways 3.7 6.0 3.8 6.0 5.6 6.0 Pedestrian crossings 4 6 2 Signalised junctions 2 3 1 Other junctions 11 6 6 Number of on-street parking spaces 110 96 0 Parking restrictions None / time None Prohibited restrictions Bicycle facility 2 one-way 2 one-way tracks tracks Stationary cycle stands / moveable cycle stands (bicycle spaces) 20 / 10 70 / 10 0 / 0 Number of bus stops / in bracket: number of bus stops with shelter 4 (2) 4 (1) 1 (0) 2 one-way tracks The two-way motorised traffic is allowed to drive 50 km/h on four narrow traffic lanes in section 1, two wide lanes in section 2, and six narrow lanes in section 3. The carriageways are not divided into different modes of traffic and no traffic calming. There is no visual reduction of carriageways due to marking or surface materials, except at parking bays in section 2, where cobblestones in unused bays can be viewed as a visual reduction. Several side streets have one-way traffic, which may be seen on the maps. There is car park lanes / bays on both sides of the street in section 1 and 2, whereas on-street car parking is prohibited in section 3. About 3 metres wide footways exist on both side of the street in all sections. The one-way cycle tracks are rather narrow (about 1.7-1.9 metres) in section 1 and 2, but wide (about 2.6-2.9 metres) in section 3. There only exist pedestrian crossings at signalised junctions. Page 54