AVS. Arkitektúr verktækni skipulag - 01.03.2003, Qupperneq 64

Dr. Bjarni Reynarsson, Project Manager at the Department of Development ín the Reykjavík Town Hall
hæft að uppfylla allar kröfur um
bílastæði þar með hraðvaxandi
byggð. Þetta þekkjum við frá stærri
borgarsvæðum í nágranna-
löndunum. það er því fróðlegt að
bera þessar niðurstöður um ferða-
venjur í dönskum borgum saman
við þær niðurstöður sem væntan-
legar eru úr könnun á ferðavenjum
á höfuðborgarsvæðinu sem nú er
unnið að. ■
Heimild: Peter Hartoft-Nielsen, 2001. „Hvad
betyder nye boligers og arbejdspladsers
lokalisering i bystrukturen for persontrans-
porterí'.Byplan, 6. tölublað 2001 53. ár-
gangur, bls. 234 - 243.
Meðal akstursvegalengd í bíl og fjarlægð frá miðborg: Danskar borgir
Average driven distance and distance from oentre: Danish cities
Meðalstórar borgir
Fjarlægð frá miðborg í km.
Distance from ontre in km.
Danish
travelling habits
One of the “hottest” issues con-
cerning the planning of Reykjavík
and the Capital Area regards the
possible extent pollution, traffic,
and its resulting costs can be
reduced by increasing population
densities and grouping services in
large centres.
This has been one of the main
themes of discussion among
Western planners for several years.
In Denmark, traffic and city planning
specialists have tried to answer this
and related questions. In the 6th
issue of Byplan, the
magazine of Danish city planners,
the results of a comprehensive
study of this field in Denmark are
introduced.
In an article by Peter Hartoft-
Nielsen, a specialist with the envi-
ronmental institute ‘‘Skov og land-
skap,” the findings from one of
these studies are discussed. In his
article, Hartoft-Nielsen describes
the influence that different locations
of new housing and industrial areas
have on traffic.
The 1998 study investigates which
newly-built locations had a greater
influence on the travel habits of res-
idents. The results are from a sur-
vey taken of approximately 5,500
residents from 51 housing areas
(less than ten years old) in the
Copenhagen area; the Árhus dis-
trict and four average-sized
towns, Kolding, Vejle, Herning and
Holstebro, each area with roughly
150- to 250,000 inhabitants. These
new areas were either in or near to
central areas or transportation
nodes (the Copenhagen area) or on
the outskirts of built-up areas.
The main conclusions are as fol-
lows:
• Daily trips increase linearly with
increased distance from the city or
town centre. This proportional
increase is greater in small towns
than in larger conurbations. On
average, people in new areas on
the outskirts of town travel twice
the distance that people living near
to the central city cover. Those liv-
ing near to the centre travel on
average 20 km/day, whilst
suburban dwellers travel 40 km.
• Among private car journeys,
the difference in the distance trav-
elled between urbanites and subur-
banites is 2- to 4 fold. In the
Copenhagen and Árhus area, the
average daily driving distance of
those living in or near to the centre
is approximately 7 km, and 10 km
in the smaller towns. In keeping
with increase in travel distance with
distance from the central area in
smaller towns the 20 km average
travel distance is reached in dis-
tricts, 5 km away from the central
area in smaller towns, in 12 km

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