1.2 History of Railway City

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they didn’t know existed before coming to work there. When asked about their first experience in the City, they remembered how confused they were trying to find it. They naturally moved the conversation towards the tunnel and how they found it interesting and even slightly romantic at times. Each of the interview lasted for around 30 minutes and focused on grand- and mini-tours regarding the subjects’ transportation means, atmosphere, safety and visibility through the City. Regarding the procedure followed, we did not disclose what line of study we are in until the last part of the interviews, in order to not limit the discussion to the topic of lighting. Eventually, the two conversations switched more towards lighting problems and opportunities within the City. In addition, apart from interviews conducted inside on The Railway City with the two user groups, people passing by on Enghavevej have also been interviewed, in order to gather insight into whether people are aware of the City beyond the tunnel. The interviewer was standing on the pedestrian walk, across from the tunnel entrance and approached pedestrians and asked four questions (‘Where do you think this tunnel leads to?’, ‘How do you feel about this entrance?’, ‘Have you even noticed the Jernbanebyen sign at the top of the biking ramp?’, ‘Where are you walking to and from?’). A total of 7 people has been sharing their thoughts on this and it was concluded that the tunnel goes “unnoticed”, it is perceived as “sketchy” and “poorly signaled”. Only 2 out of the 7 people interviewed have been through the tunnel before, although living the area. SUMMARY: Unobtrusive observations on the movement of people, as well as the ethnographic research done within The Railway City, showed that there is a strong sense of societal disconnection created by the alienation of the City community from the surrounding neighborhoods, fueled by the confusing wayfinding, lack of visual interest, storytelling and visibility towards the tunnel, respectively the City.

©StyrelsenforDataforsyningogEffektivisering OrtofotofraCOWI COWIhardenfuldeophavsrettilSommerortofotos(DDO®land).Deterkuntilladtattagek ellerhvisdininstutuionharkøbtbrugsrettighederhosCOWI.Øvrigkommercielanvendelseerikketilladtogvilkunneretsforfølges.

1.6 Sound analysis Typical sound events in the area originates from passing cars and trains (fig. 1.13). As the surrounding roads are heavily trafficked, the noise from cars is static, and trains pass in intervals making the noise cyclic. Worth noting is that train horns can reach >100 dB (railroads.dot.gov) The noise from Vasbygade and parts of Ingerslevsgade reach levels in excess of 75 dB and noise from trains should not exceed 69 dB (Miljøstyrelsen, 2007). When sound levels increase 10 dB it is equivalent to a 10-fold increase in sound intensity. This will feel like a doubling in loudness (IEEE Standard 100, 2000). Based on our own observations, the noise inside the underpass can be intense when a train is passing by – this is further enhanced by the echo chamber effect. Train noise is in general not as bothersome as road noise, due to the nonconstant noise (Miljøstyrelsen, 2007). In addition to traffic noise, there is a lot of different sounds and noise from all the workshop and the Metro Facilitation Center. Signaturforklaring Størrejernbaner,1,5m ©StyrelsenforDataforsyningogEffektivisering over75dB OrtofotofraCOWI 65-70dB COWIhardenfuldeophavsrettilSommerortofotos(DDO®land).Deterkuntilladtattagekopierellerudprinteortofotos(DDO®land)tilditegetprivatebrugindenforhusstanden, ellerhvisdininstutuionharkøbtbrugsrettighederhosCOWI.Øvrigkommercielanvendelseerikketilladtogvilkunneretsforfølges. 55-60dB

Signaturforklaring©StyrelsenforDataforsyningogEffektivisering Vejeiby,1,5m over75dB 70-75dB 65-70dB 60-65dB 55-60dB COWIhardenfuldeophavsrettilSommerortofotos(DDO®land).Deterkuntilladtattagekopierellerudprinteortofotos(DDO®land)tilditegetprivatebrugindenforhusstanden, ellerhvisdininstutuionharkøbtbrugsrettighederhosCOWI.Øvrigkommercielanvendelseerikketilladtogvilkunneretsforfølges.

Signaturforklaring Størrejernbaner,1,5m over75dB 70-75dB 65-70dB 60-65dB 55-60dB

©StyrelsenforDataforsyningogEffektivisering OrtofotofraCOWI COWIhardenfuldeophavsrettilSommerortofotos(DDO®land).Deterkuntilladtattagekopierellerudprinteortofotos(DDO®land)tilditegetprivatebrugindenforhusstanden, ellerhvisdininstutuionharkøbtbrugsrettighederhosCOWI.Øvrigkommercielanvendelseerikketilladtogvilkunneretsforfølges.

larger roads larger railways larger railways & roads Signaturforklaring Vejeiby,1,5m over75dB 70-75dB 65-70dB >75 dB 60-65dB 55-60dB 70-75 dB over75dB 70-75dB 65-70dB 65-70 dB 60-65dB 55-60dB 60-65 dB 55-60 dB Fig. 1.13: Noise map from 2017. Mapping of noise load originating from the largest railways and roads, measured at 1,5 meters. Average noise load marked with colour codes. (source: Miljøstyrelsen) SUMMARY: The area is subject to significant am ount of traffick noise, both st atic an d cy clic. The are a is sec luded from the rest of the city and the soundscape will differ from most neighbourhoods in the city due to the large transportational infrastructure, both as an outer barrier and as a part of the interior of the area.

1.7 Sub-conclusion

On the district analysis of The Railway City we have identified three key themes, that seem to permeate the essence of the area, and are brought up independently of the observer.

1)the historical heritage and identity regarding the railways

2)the hidden location squeezed between the infrastructural network and suboptimal wayfinding

3)the exceptional soundscape of the area

2Analysis: focus area It was a reoccurring theme in the context analysis, how the area is detached from the surroundings, and had a lack of clear wayfinding. As an integral node for connecting The Railway City to the rest of the city, we saw that that our vision concerning the linking of communities finds itself within the railway underpass: the tunnel and its entrances.