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Map of traffic control in section 1.

Map of traffic control in section 2.

Map of traffic control in section 3

The six signalised junctions are very different, however, all six signalised junctions have zebra stripes in all arms and traffic lane markings both outside and inside the junction area. The signalised junctions have right- and left-turn lanes in most directions except at Åbakkevej, where there are no turn-lanes at all. At Jernbanegade there is a special arrangement so left-turning cyclists from Jyllingegade has a separate signal-phase together with traffic from Jernbanegade, whereas eastbound cyclists on Jyllingegade only has to give-way to pedestrians and not to a signal. in all directions, two entry and exit through-

going lanes. At Bellahøjvej there is a separate left-right-turn phase for traffic Jyllingevej-Sallingvej with two lanes in each direction. At Rebildvej there is a 5-armed signalised junction with separate turn-phase between section 3 and Rebildvej.

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The footways, but not the cycle track, are continued across the carriageway at all non-signalised junctions in section 3. This is only the case for the junctions at Ådalsvej and Katrinedalsvej in section 2. On section 1 the situation is very mixed. Both cycle track and footway is continued across carriageway at seven junctions, whereas only the footway is continuous at 3 side streets, and at 2 juntions nothing is continued across. At all driveways the cycle tracks and footways are continued across in all sections. The median in section 3 is continuous and prevents left-turns at all side streets. There are no turning-lanes in relation to non-signalised junctions. The 110 car parking spaces in section 1 has no restrictions, however, additional about 30 spaces can be used outside rush hours, i.e. 7-9 and 15-18. In section 3 it is prohibited to park your car at all times, and also to stop for loading/unloading in rush hours. Car and bicycle parking spaces are located on previous maps along with bus stops.

4.1.5 Patterns of Use Traffic Character section 1 2 3 AADT: Cars, vans, motor cycles, 45 km/h mopeds > 3.5 tons (Year 2001) Vans, trucks < 3.5 tons Buses Bicycles, 30 km/h mopeds

24,960 1,510 380 2,330

27,830 1,430 310 3,270

46,620 1,970 640 4,790

Peak hour: Cars, vans, motor cycles, 45 km/h mopeds > 3.5 tons (Year 2001) Vans, trucks < 3.5 tons Buses Bicycles, 30 km/h mopeds

2,290 150 40 320

2,240 110 20 410

4,490 190 60 800

Average number of persons per car, van, truck (average) (Measured in 2001 for cars, car, van, truck (morning peak hour) and 2002 for buses) bus

1.49 1.19 7.5

1.49 1.19 13.8

1.49 1.19 15.1

Passenger cars dominate traffic movements on all sections. Traffic volumes are considerably larger on section 3 compared to both 1 and 2 regarding all modes of transport. Peak hour traffic volumes are low compared to AADT. A general finding in a survey on 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. According to the time schedules are 326 buses flowing in section 1 for an entire 24-hour weekday, whereas this figure is 174 and 363 on respectively section 2 and 3. More detailed information about buses can be found in part 4.1.2. The average number of persons per bus is listed in the table, corresponding to a total of 2,449, 2,404 and 5,469 bus passengers per weekday in section 1, 2 and 3. These figures stem from January to April 2002. On the next page is shown motorised traffic figures for weekdays from the year 2000 for various streets in the area.

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Weekday motorised traffic figures in 2000.

Activities Character section 1 2 3 Pedestrians moving along the street – busiest point – 5 minutes in rush hours 13 13 23 Pedestrians crossing the street – busiest point – 5 minutes in rush hours 24 7 46 Ground floor land use: Number of businesses (Only Jyllingevej- Number of industries Sallingvej Nov. 2002) Number of retailers Number of public services Number of homes

7 0 38 3 57

8 0 28 1 98

3 0 15 0 11

Floor space: Total floor space (m2) (Case study area) Ground floor space (Square metres by Upper floor space 1st January 2002) Residential floor space Work place floor space Other floor space

177,671 58,637 119,034 100,618 35,952 41,101

116,362 27,957 88,405 80,497 8,497 27,368

61,083 16,203 44,880 39,356 8,426 13,301

Pedestrian densities and counts in section 1, 2 and 3.

Pedestrians moving along and crossing the street was counted on the 30th October 2002. This was a sunny winter Wednesday with 5 degree Celsius. 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 30% more pedestrians than shown in the figures and table.

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Pedestrian flows are low along and across Jyllingevej-Sallingvej. The highest flows can be found in section 3, where flows are of no more than 150-250 pedestrians in peak hour. The busiest points have been the counts outside house no. 48 for pedestrians moving along section 1 and the junction at Ålekistevej for pedestrians crossing section 1. Busiest point in section 2 is outside no. 60, whereas most pedestrians cross at Rebildvej. The junction at Godthåbsvej is busy in terms of crossing pedestrians and just next to the junction outside no. 5 is section 3 busy regarding pedestrians moving along. Results of the 21 conducted 5-minutes pedestrians counts can be viewed on maps below, where also colour coding of hourly pedestrian activity along the street is shown. If the pedestrian activity varies in the same manner as the other traffic during the day, we may state that approx. 46,000 people move past the busiest point in section 1 on an average day, whereas this figure is about 51,000 in section 2 and 85,000 in section 3. The ground floor land use is a varied mix of retail outlets, business, public service and homes in all three sections. However, none of the sections have many shops. Map of ground floor land use in section 1.

Map of ground floor land use in section 2.

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Map of ground floor land use in section 3. Shops are often small in all three sections, here a flower shop in section 2 (JS#13).

Most bus shelters are of a uniform, modern Nice greenery with benches in western part of design in Copenhagen. Not all shelters and section 1, however nobody seems to use it as time schedules are as nice as this one in people space (JS#14). section 2 (JS#15).

4.1.6 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 is very close to the average in the Municipality of Copenhagen, which is 295 cars per 1,000 inhabitants. There exists an imbalance between the number of jobs and working residents, especially in section 2 and 3. The unemployment rate is 6.2 per cent, and the working frequency is 56.2 per cent, i.e. more than half of the residential population has a job. The income is about 28,000 Euros per adult per year. The average number of residents per home is 1.66.

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Case study area figures, character section 1 + 2 + 3 1 2 3 Number of motor vehicles per 1,000 residents (1st January 2002) 292 367 207 289 Residential population: 0-17 years of age (1st January 2002) 18-64 years of age 65 years of age and older Total population

665 3,494 821 4,980

377 1,521 303 2,201

154 1,344 402 1,900

134 629 116 879

Working population, number of jobs (1st January 2001) 1,383 1,001 114 268 Number of 16-66-year-old unemployed residents (1st January 2001) 184 70 76 38 Number of 16-66-year-old working residents (1st January 2001) 2,800 1,275 998 527 Number of 16-66-year-old residents on special sick leave (1st January 2001) 22 6 12 4 Number of 16-66-year-old residents (1st January 2001) 3,552 1,549 1,346 657 Number of 16-66-year-old residents outside workforce (1st January 2001) 660 239 310 111 Average income for residents 15 years of age and older (€ in year 2000) 27,714 29,522 25,692 27,882 Number of residents 15 years of age and older liable to pay tax (year 2000) 4,294 1,836 1,704 754 Number of homes (1st January 2002) 2,997 1,163 1,342 492

Comparison of character sections results in interesting information. Character section 2 has a lower car ownership, higher unemployment rate, lower working frequency, more sick leave and a much lower average number of residents per home than the other sections. This is probably due to smaller homes, which size can be calculated based on figures for residential floor space (part 4.1.5) and number of homes (in table above). The average home is respectively 87 and 80 m2 in section 1 and 3, but only 60 m2 in section 2. Several figures have also been collected exclusively for the street, Jyllingevej-Sallingvej. These figures are given in the next table. Street figures, only Jyllingevej-Sallingvej, character section 1 + 2 + 3 1 2 3 Residential population: 0-17 years of age (1st January 2002) 18-64 years of age 65 years of age and older Total population

179 890 220 1,289

74 349 75 498

63 375 113 551

42 166 32 240

Traffic deaths & injuries: Killed pedestrians (1999-2001) Killed cyclists and 30 km/h moped riders Killed motorists Total road deaths Seriously injured pedestrians Slightly injured pedestrians Seriously injured cyclists and 30 km/h moped riders Slightly injured cyclists and 30 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- damage-only accidents

0 0 0 0 6 1 4 1 4 5 14 7 21 76

0 0 0 0 1 1 2 1 3 3 6 5 11 36

0 0 0 0 2 0 0 0 1 2 3 2 5 20

0 0 0 0 3 0 2 0 0 0 5 0 5 20

Average point speed of motorised vehicles in km/h (Year 1999-2002) n/a 50.0 49.4 n/a V85 of motorised vehicles in km/h (Year 1999-2002) n/a 56.6 55.8 n/a Reported crime: Number of sex and violence crimes (2000-2002) Number of vehicle thefts Number of arson, burglary, other thefts, robbery, vandalism and forgery Total number of penal and criminal offences

5 36 213 581

0 28 106 300

5 8 107 281

Taxable estate value per owner-occupied flat (€ in 2002) 125,000 157,000 108,000 144,000 Average noise levels in dB(A), L (Aeq,24h) (year 2000) 71 70 70 74

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About a fourth of the case study area population lives along Jyllingevej-Sallingvej. The population along Jyllinge-Sallingvej does not differ to the case study area in terms of age groups. There lives on average 0.6 people per metre of street along Jyllingevej-Sallingvej, which is not far from the Copenhagen average. About half of the killed and injured are motorists and moped riders, whereas the other half is non-motorised street users. Most accidents occur at junctions. Speed figures are based on respectively 51 and 38 measurements for section 1 and 2 from the police’s Automatic Traffic Control in 1999-2002. A 24-hours measurement from 1999 showed an average speed of 51 km/h and a V85 of 61 km/h in section 1, but is not included in the above table. It has only been possible to get reported crime figures for the entire section of respectively Jyllingevej and Sallingvej, i.e. data have not been split into character sections on Sallingvej. The taxable estate value per owner-occupied flat, which typically is not far from purchase prices, is only based on 21 buildings with 145 flats with an average size of respectively 96, 63 and 83 m2 on the three character sections. A flat m2 seems to cost about 1,700 Euros. The Municipality of Copenhagen has estimated average 24-hour noise figures at the nearest facades along the street based on a speed of motorised traffic of 50 km/h. These figures are in the table.

4.1.7 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.

Jyllingevej-Sallingvej is classified as a regional road. Appendix 3 shows a map of the street classification of streets in the municipality of Copenhagen, where the street cases are marked.

4.2 Long-Term Change

4.2.1 Built Form One house including two shops at the west end of the south side of section 1 has been demolished some time in the 1980s or 1990s. After this has a petrol station been built with entry and exit along Ålekistevej.

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4.2.2 Traffic regulation The speed limit was changed from 60 km/h to 50 km/h in 1985 on all three sections due to a lowering of the general speed limit in urban areas. Section 1: Has fewer trees today than in 1980. It is not exactly known how many trees have been cut down. Blue cycle crossings have been applied to the junction at Jernbanegade in the 1990s. Continuous footway was made at Tryggevældevej, Højstrupvej and Havdrupvej also in the 1990s. Section 2: The signalised junction at Bellahøjvej was changed radically in the late 1970s, where the junction area was enlarged with more lanes and traffic islands. Both Skibelundvej and Knivholtvej were at the same time closed at Jyllingevej and Sallingvej. Continuous footway and cycle track was made at Ådalsvej and Katrinedalsvej in the 1980s. Section 3: Has as far as we known remained unchanged in the period 1980-2003.

4.2.3 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 2 3 AADT: Cars, vans, motor cycles, 45 km/h mopeds > 3.5 tons (Year 1980) Vans, trucks < 3.5 tons Buses Bicycles, 30 km/h mopeds

20,510 1,240 310 1,850

22,870 1,170 250 2,600

38,310 1,620 530 3,520

Peak hour: Cars, vans, motor cycles, 45 km/h mopeds > 3.5 tons (Year 1980) Vans, trucks < 3.5 tons Buses Bicycles, 30 km/h mopeds

1,960 120 30 250

2,610 140 30 520

3,680 160 50 640

Average number of persons per car, van, truck (average in 1981) 1,84 1,84 1,84 The number of cars, vans, trucks and buses was about 18% lower in 1980 than in 2001 as shown in part 4.1.5, but the occupancy rate for cars was higher in the early 1981, i.e. the motorised traffic carried about the same number of people in early 1980s on Jyllingevej-Sallingvej as today but in fewer cars. The level of cyclists was about 25% lower in the 1980s as compared to the existing. On section 1 has 3 shops been switched into flats and a fourth shop has completely been removed. Nine shops have been switched into flats on section 2, whereas such kinds of changes haven’t occurred on section 3.

4.2.4 Performance Indicators The only performance indicators collected is traffic accident data from 1980-1982. These data are shown in the following table. Given the random element of accidents it is not possible to state anything about changes in the number of killed road users along Jyllingevej-Sallingvej from the period 1980-1982 to 1999-2001. There has been a significant drop in the number of accidents and

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injuries, and this especially applies to section 2. However, the improvements in safety is only of the same magnitude as in Copenhagen in general. Street figures, only Jyllingevej-Sallingvej, character section 1 + 2 + 3 1 2 3 Traffic deaths & injuries: Killed pedestrians (1980-1982) Killed cyclists and 30 km/h moped riders Killed motorists Total road deaths Seriously injured pedestrians Slightly injured pedestrians Seriously injured cyclists and 30 km/h moped riders Slightly injured cyclists and 30 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-damage- only accidents

2 0 0 2 11 2 7 6 8 4 26 12 40 115

0 0 0 0 3 1 2 1 4 3 9 5 14 44

2 0 0 2 4 1 3 4 4 1 11 6 19 49

0 0 0 0 4 0 2 1 0 0 6 1 7 22

4.3 Reference Area

4.3.1 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 1990s it has been chosen to get data for three periods; 1980-1982, 1995-1997 and 1999-2002. 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 1992. This has resulted in the higher number of workplaces being counted than previously, e.g. another estimation showed that the number of retailers dropped 70% from 1969 to 2000.

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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.

• Traffic death and injuries: There have been changes of the organisation of traffic accident reporting within the Copenhagen Police Department in the late 1990s. 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 m2 flat. The purchase price is often 5-15% higher than the taxable value of owner-occupied flats in 2002. A general phenomenon is that the price per m2 becomes lower and lower as the flat becomes larger and larger, however, this is not a linear phenomenon. 1 Euro = 7,43 DKK.

All other data are for the municipality of Copenhagen and self-explaining, i.e. very easy to understand.

4.3.2 Performance Indicators People movement and vehicle ownership Reference area; time period Newest data

(1999-2002) Before reconstruction

(1995-1997) Old data

(1980-1982) Motor vehicle flow (million km per Weekday); 2000, 1997, 1981 4.430 4.118 3.590 Train passenger index of flow (million trips per year); 2001, 1997 58 53 n/a Bus passenger index of flow (million trips per year); 2001, 1997 140 147 n/a Bicycle and moped index of flow (45 counts); 2001, 1997, 1980 229,450 205,430 137,030 Pedestrian index of flow (4 counts); 2000, 1995 81,869 84,800 n/a Number of cars; 1st January 2002 113,598 n/a n/a Number of vans; 1st January 2002 29,151 n/a n/a Number of heavy vehicles; 1st January 2002 4,902 n/a n/a Total number of cars, vans and heavy vehicles; 1st January 2002, 1997 147,651 113,285 n/a

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 (2.5 per cent per year) in the late 1990s. 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.

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CAR TRAFFIC INDEX OF COPENHAGEN

3

3,2

3,4

3,6

3,8

4

4,2

4,4

4,6

4,8

5

1970 1975 1980 1985 1990 1995 2000

YEAR

MIL

LIO

N K

M P

ER W

EEK

DA

Y

Vitality In the Municipality of Copenhagen there is about 380 km of publicly owned streets and 350 km of privately owned streets. The table below shows population figures. Combining the figures means that there lives on average 0.7 people per metre of street. Reference area; time period Newest data

(1999-2002) Before reconstruction

(1995-1997) Old data

(1980-1982) Residential population: 0-17 years of age (1st January 2002, 1997, 1981) 18-64 years of age 65 years of age and older Total population

81,836 355,616 63,079 500,531

72,310 335,216 76,132 483,658

73,499 304,038 116,234 493,771

Working population, number of jobs; 1st January 2001, 1998 333,337 312,930 n/a 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 2001, whereas the number of children and adults had a low point around 1986-1987. In total there was a dramatic drop in the total population until 1979, a smaller drop till 1990, but a population growth since 1991, see figure on the next page. The number of jobs has increased in the late 1990s.

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Viability Reference area; time period Newest data

(1999-2002) Before reconstruction

(1995-1997) Old data

(1980-1982) Number of shops / retail workplaces; 2000, 1997, 1981 6,481 6,412 3,879 Number of office workplaces; 2000, 1997, 1981 15,477 13,888 8,943 Total number of workplaces; 2000, 1997, 1981 29,933 27,625 18,850 Floor space: Total floor space (Square metres by Ground floor space 1st January 2002, 1997) Upper floor space Residential floor space Work place floor space Other floor space

45,467,116 12,490,100 32,977,016 21,595,291 16,104,491 7,767,334

44,694,613 12,378,549 32,316,064 21,309,069 15,489,518 7,896,026

n/a n/a n/a n/a n/a n/a

Number of homes; 1st January 2002, 1998 269,724 269,342 n/a The statistic for the number of retail, office and other workplaces was changed in 1992. This has resulted in the higher number of workplaces being counted than previously, e.g. another estimation showed that the number of retailers dropped 70% from 1969 to 2000. 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 1990s, but the number of shops has increased less than other businesses. Total floor space in the Municipality of Copenhagen has grown about 800,000 m2 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 2.6 floors.

POPULATION IN MUNICIPALITY OF COPENHAGEN

0

100000

200000

300000

400000

500000

600000

700000

1971 1976 1981 1986 1991 1996 2001

YEAR

POPU

LATI

ON

PER

1 JU

LY

0-17 years of age 18-64 years of age 65 years of age and older Total population

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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 m2 housing. Safety Reference area; time period Newest data

(1999-2001) Before reconstruction

(1995-1997) Old data

(1980-1982) Traffic accidents: Killed pedestrians Killed cyclists and 30 km/h moped riders Killed motorists Total road deaths Seriously injured pedestrians Slightly injured pedestrians Seriously injured cyclists and 30 km/h moped riders Slightly injured cyclists and 30 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-damage- only accidents

25 16 26 67 278 201 528 615 446 472 1,252 1,288 2,607 7,050

32 20 20 72 484 69 740 220 559 177 1,783 466 2,321 9,259

75 22 20 117 836 324 857 634 700 670 2,393 1,628 4,138 10,798

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 1980s. Security Reference area; time period Newest data

(2000-2002) Before reconstruction

(1995-1997) Old data

(1980-1982) 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

839 55,767 146,743 218,057

n/a n/a n/a n/a

n/a n/a n/a n/a

Affluence and deprivation Reference area; time period Newest data

(1999-2002) Before reconstruction

(1995-1997) Old data

(1980-1982) Number of 16-66-year-old unemployed residents; 1st January 2001, 1997 24,644 27,728 n/a Number of 16-66-year-old working residents; 1st January 2001, 1997 261,372 229,840 n/a Number of 16-66-year-old residents; 1st January 2001, 1997 365,546 347,784 n/a Number of 16-66-year-old residents outside workforce; 1 January 2001, 1997 91,852 90,216 n/a Average income for residents 15 years of age and older in €; 2000, 1996 25,760 22,005 n/a Number of residents 15 years of age and older liable to pay tax; 2000, 1996 419,014 411,451 n/a Purchase price per owner-occupied flat in €; 1st January 2002, 1997 147,000 64,000 n/a

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 1990s.

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Health Reference area; time period Newest data

(1999-2002) Before reconstruction

(1995-1997) Old data

(1980-1982) Number of 16-66-year-old residents on special sick leave; 1 January 2001 3,146 n/a n/a

Noise Reference area; time period Newest data

(1999-2002) Before reconstruction

(1995-1997) Old data

(1980-1982) Share of homes with more than 55 dB(A) outdoor noise level; 2000 67% n/a n/a Share of homes with more than 65 dB(A) outdoor noise level; 2000, 1996 27% 25% n/a

4.4 Recent Statements Here are mentioned elements from the written press in March to July 2002 and the traffic plans from the Municipality of Copenhagen. An article 23rd March 2002 in the local newspaper VanløseBladet stated that Grøndal local council would focus on speed reducing measures on Jyllingevej-Sallingvej in the planning process initiated by the Municipality of Copenhagen that focus on the corridor of Jyllingevej-Sallingvej-Hillerødgade. An article one month later in the same newspaper stated that many left-turns should be prohibited along Jyllingevej, and marking should be improved at the junction at Jernbane Allé. There was also a suggestion to implement a median along Jyllingevej, but still have four traffic lanes. One month later again it was stated that a median from Sallingvej to Jernbane Allé almost was agreed, but there had to be found alternatives for 18 car parking spaces that would be removed.

4.5 Case Summary Jyllingevej-Sallingvej is classified as a regional road, which ensures the connection between Copenhagen and the rest of the region. There are footways, cycle tracks and car parking in both sides of the street except in section 3 where car parking is prohibited. The spatial impression of section 1 is a wide suburban highway, whereas section 2 appears wide due to large junctions in the diagonal street network, and section 3 is a very wide street. 2-4 floors buildings with mostly housing and a few shops in ground floor dominate the street. Movements are predominantly made using passenger cars, which constitute about 80-85 per cent of all people movements. Performance indicators show that section 2 is performing worse than the two other sections due to smaller flats. Jyllingevej-Sallingvej has remained almost unchanged since the beginning of the 1980s. Trends in traffic and road safety figures for the street are very similar to the Municipality of Copenhagen in general. However, bicycle traffic has increased considerably more in Copenhagen in general than on Jyllingevej-Sallingevej.