3. Av. Fernão Magalhães · Avenida de Fernão Magalhães - Unchanged Portuguese Street Page 10 Figure 9 New Building (Av. F. Magalhães, 2002, 1st Character Section, West) The presence

Avenida de Fernão Magalhães - Unchanged Portuguese Street

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3. Av. Fernão Magalhães 3.1 Case Context and Existing Situation 3.1.1 Case Study Area and Character Sections

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Figure 1 Av. Fernão Magalhães Study Area and Character Sections

The Case Study Area for this street - Av. Fernão Magalhães – is defined by the street

itself, considering the adjacent areas, and approximate 10 m inwards each junction

street.


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The street has been divided into three character sections. The first section

(northernmost) is limited by Estrada da Circunvalação (collector road) and Rua

Rodrigues de Semide, which crosses the case street.

The second character section extends from Rua Rodrigues de Semide to a street

perpendicular to Av. Fernão Magalhães named Rua de Sta. Justa.

The third section is defined between to other junctions: Rua de Sta. Justa on the

northernmost end and, on the edge of the case street, Via de Cintura Interna (VCI).

The selection of each character section was based on the analysis of the different street

layouts and the diverse built form.

The three selected sections present different characteristics among themselves, though

maintaining a considerable homogeneity.

Between Estrada da Circunvalação and Rua Rodrigues Semide, the main features of the

street are the green median strip, of large dimensions and sporadically occupied with

outdoor advertisement elements, and a small number of sizeable buildings of several

storeys. The dominant aspect is the two petrol stations, facing each other on both sides

of the street, near the junction with Rua de Rodrigues Semide.

Between Rua Rodrigues de Semide and the intersection with Rua de Sta. Justa, the

dominant element is the car-parking lane in each side of the street. The main aspect of

this section is the fact that there are almost no doors opening onto the public realm,

being the only exception a quite large building with actives frontages and several doors

opening to the street. A large wall, of about 2 to 3 metres high, on the East side of the

street is an eye-catching feature. On the West side, the absence of doors opening to the

public realm is due to the fact that the existing buildings (of approximately 6 to 7

storeys) are facing an adjacent parallel street, thus backwards to the case street. Another

relevant aspect is the surface material of the side space: whereas in the other sections

the material used is concrete, in this section is topsoil.


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The southernmost character section, between VCI and Rua de Sta. Justa, presents a

different building line, consisting of 2 or 3 storey residences (or semi-detached houses).

The street layout is very homogeneous throughout this section and the street profile is

practically constant, except on some of the junctions where a median strip has been

introduced.


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Figure 2 Av. Fernão Magalhães Study Area and Character Sections (Aerial Photo - 2000)


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3.1.2 Location

The case study street Av. Fernão Magalhães is located at the Northeast area of the city

of Porto. This street is the road link between the adjacent municipalities of Porto's

Metropolitan Area (AMP) of Maia, Valongo and Gondomar.

Figure 3 Location of the street in Porto network road


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In what follows are presented city maps where is highlighted the location of this street

as well as its integration within the city's public transport (buses) network.

Figure 4 Bus Network


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Figure 5 Streets within the case study locality Figure 6 Arterial Street Network

Motorway Dual carriageway with motorway characteristics separate roadway

important national road important regional road important municipal road avenue street street with restriction pedestrain street alley path


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3.1.3 Built Form

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Figure 7 Street Width and Building Height Within Each Character Section


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Buildings

The northernmost section, between Estrada da Circunvalação and Rua Rodrigues de

Semide, the built form consists mainly of large buildings, about 6 storeys high, mainly

for residential purposes, though the ground floor of the buildings near to the Estrada da

Circunvalação is used for different activities, mainly shops and various businesses.

The petrol stations take up a very large area of the side space, with a few small 1-storey

buildings, for logistic purposes and customer services, and the remaining area used for

its main function, that is, for petrol supply.

Figure 8 Buildings in the First Character Section, (Av. F. Magalhães, 2002,1st Character Section,

North)

The existing buildings have been built most likely in the XX century and appear to be

fairly well maintained. The next figure, showing the final construction phase of one of

the buildings, emphasizes their recent history and good state of conservation. All

buildings are quite large and represent characteristic concrete structures of the XX

century.


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Figure 9 New Building (Av. F. Magalhães, 2002, 1st Character Section, West)

The presence of walls and the inexistence of doors opening to the public realm impose

a match between the length of inactive frontages and the entire length of the street, in

this section.

There are no landmark buildings in this character section, that is, those that might be

considered historically relevant or important.

In the middle section, between Rua Rodrigues Semide and Rua de Sta. Justa, on the

West side of the street, all buildings are large and quite sizeable, of approximately 6

storeys and present good maintenance, though facing another street, parallel to the case

study street.

Figure 10 Buildings on East Side

Detached houses (Av. F. Magalhães, 2002, 2nd Character Section, North)

Figure 11 Buildings on West Side Detached houses (Av. F. Magalhães, 2002, 2nd Character Section, South)


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On the East side of the street, there is only one visible building facing the street,

whereas all the other buildings are out of sight, behind a large wall and thick

vegetation, conferring a complete lack of transparency between the private and the

public spaces. This wall encloses the only existing landmark, previously known as the

"Sanatório" (Sanatorium), and presently occupied by a private university, the

Universidade Lusíada.

Figure 12 East Landmark enclosed by Greenery

(Av. F. Magalhães, 2002, 2nd Character Section, South)

Figure 13 Building on Southeast of the Second Section Detached houses (Av. F. Magalhães, 2002, 2nd Character Section, South)

In the southernmost section, the dominant built form is the semi-detached houses, of 2

to 3 storeys. These dwellings are generally privately owned, hence presenting very

good maintenance conditions; each of them display distinctive facades, usually

complemented by a small garden, courtyard or a single tree, located in the private space

between the building and the street. In both sides of the street, the buildings are

surrounded by walls, which cut the transparency between the public and the private

realms, resulting on inactive frontages. It should be noted however that these walls are

much more "transparent" than the large wall, in section two. The space between

buildings was taken equal as zero, since the buildings frontage was considered to be the

nearest frontage delimiting the private space, that is, the wall surrounding each

property. On both sides, the doors of the buildings open towards the street, though


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remain closed most times and for that reason have been considered as "inactive". This

justifies the high value of "inactive building line" obtained for this street.

Figure 14 Detached houses (Av. F. Magalhães, 2002, 3rd Character Section, South)

Space Between Buildings

In the first (northernmost) section, the street space division presents, in general terms,

the following configuration:

- footways on both sides of the street;

- in each traffic way, two marked traffic lanes;

- in the northern end of the street, near the Estrada da Circunvalação,

there is a large median strip (constituted by a kerbed island,

containing a few trees and other greenery; in this case, the median

strip is intended to separate opposing traffic flows, in the proximity of

the junction with the Estrada da Circunvalação; moreover, it also

helps the pedestrians cross the street, at the non-signalised crossing in

front of the bus stops (in each side);


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Figure 15 Median Strip Pedestrian Crossing (First Character Section of the Av. F. Magalhães (2002, 2nd Character Section, South)

Figure 16 Median Strip of the First Character Section of the Av. F. Magalhães (2002, 2nd Character Section, South)

- throughout this section, the presence of green is sporadic, even though

it somehow influences the street in the median strip zone;

- the side space is solely constituted by the footways, in almost the

entire length of the street, except in front to the buildings where there

is an adjacent public space and the service area at the petrol stations;

Figure 17 Side Space of the East side of the First Character Section of the Av. F. Magalhães (2002, 1st Character Section, North)

Figure 18 Footway at the West side of the First Character Section of the Av. F. Magalhães (2002, 1st Character Section, South)

Figure 19 Footway at the East side of the First Character Section of the Av. F. Magalhães (2002, 1st Character Section, South)

- the street lighting can be subjectively considered fair, while not

providing much safety to the pedestrians walking at night; in some


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cases, due to the lack of pedestrian movement associated with limited

lighting, the street becomes slightly intimidating; in the junction with

Rua de Rodrigues Semide, the lighting is inadequate;

- in general terms, the street is wide and large, thus avoiding the effects

of enclosure or canyon and the ratio "street width to building height"

is of 3 approximately;

- no space for people to congregate in this section.

The division of the street space for the second character section has the following

configuration, as an overview:

- footways on both sides of the street, with trees placed on the edge of

the footway, near the car parking lane;

- in each traffic way, two marked traffic lanes;

- in each traffic way, one car parking lane;

- no median strip;

- the side space is almost entirely constituted by the footways, except

on the West side, where there is a space filled with vegetation,

between the rear of the buildings and the footway;

Figure 20 Side space of the East side of the Second Character Section of the Av. F. Magalhães

(2002, 2nd Character Section, South)


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- along this section, the presence of green is considered to influence or

even, at times, shape the street; besides the trees at the footway, there

is also vegetation inside the private properties, which added together

influence the street; this is most significant in the East side, where the

greenery is more notorious and prominent than the one at the footway;

Figure 21 Greenery in the Second Character Section of the Av. F. Magalhães (2002, 2nd Character

Section, South)

- the lighting can be subjectively considered poor, providing scarce

safety to the pedestrians at night; in some cases, due to the lack of

pedestrian movement associated with limited lighting, the street

becomes slightly intimidating; in the junction with Rua de Rodrigues

Semide, the lighting is inadequate;

- in general terms, the street is large and ample, thus avoiding the

effects of enclosure or canyon and the ratio "street width to building

height" is of 3 approximately; due to the fact that almost all frontages

are inactive, the street exhibits some enclosure, providing some side

visual barriers, except on the North-South street axis.


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Figure 22 East side space of the Second Character Section of the Av. F. Magalhães (2002, 2nd

Character Section, South)

- no space for people to congregate, that is, no squares nor parks, only a

few cafés and restaurants on the ground floor of the East side building,

where people can usually meet;

Figure 23 Building at Southeast side of the Second Character Section of the Av. F. Magalhães

(2002, 2nd Character Section, South)


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- the footways are separated from the carriageway by a kerb, and

although large, these footways are not paved and its surface material

is simply topsoil.

Figure 24 Footway at the East side of the Second Character Section of the Av. F. Magalhães (2002,

2nd Character Section, South)

The street space for the third section is divided according to the following

configuration:

Figure 25 Carriageway of the Third Character Section of Av. F. Magalhães (2002, 3rd Character

Section, South)


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- footways on both sides of the street, with trees placed on the edge of

the footway, near the car lane;

- in each traffic way, two marked traffic lanes and no car parking lanes;

although illegal, cars parked on the footways are frequently

encountered;

Figure 26 Illegal Parking on Third Character Section of Av. F. Magalhães (2002, 3rd Character

Section, South)

- on the southernmost end of the street, near VCI, there is a

considerably long median strip, consisting of an island delimited by a

granite kerb and concrete surface, equipped with lighting posts; in

this case, the median strip is mainly intended to separate opposing

traffic flows and also to help pedestrians cross the Avenida;

Figure 27 Median Strip on Third Character

Section of Av. F. Magalhães (2002, 3rd Section, North)

Figure 28 Median Strip on Third Character Section of Av. F. Magalhães (2002, 3rd Section, South)


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- the side space is constituted, in its entire length, by the footways

(public side space) and by a private space, usually a garden, between

the walls and the buildings' facades;

Figure 29 Northeast Side Space of Third Character Section of Av. F. Magalhães (2002, 3rd


Figure 30 Southeast Side Space of Third Character Section of Av. F. Magalhães (2002, 3rd


- the lighting can be subjectively considered poor, providing scarce

safety to the pedestrians at night; in some cases, due to the lack of


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pedestrian movement associated with limited lighting, the street

becomes slightly intimidating;

- in general terms, the street is large and wide, and therefore the effects

of enclosure and canyon do not occur; the ratio "street width to

building height" is approximately 5, the highest in the whole street;

- on the East side of the street, there's a square where people can walk

and congregate, however after several visits to the area, it was found

that this site was never used for those purposes;

Figure 31 Square in East side of Av. Fernão Magalhães (2002, 3rd Character Section, East)

- the footways have a granite kerb, which create a boundary from the

carriageway and the surface material is concrete.

Figure 32 East Footway (2002, 3rd Character Section, North)


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Character section

Street Width (m)

Side Space Width (m)

Width Between Side Space (m)

Median Strip Width (m)

1. 29 2.5 24 11.52. 25 3.75 17.5 03. 25 5 15 2

3.1.4 Traffic Regulation

Figure 33 Traffic directions


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In the entire Avenue, there are two traffic flow ways. Each has two through-going

traffic lanes, with an average width of 3.75 metres. No traffic calming measures have

been implemented. There is no segregation among different transport modes in the

street: no bus/taxis nor other exclusive lanes; all vehicles share the same space - the

street.

In terms of side space, the same condition applies on the first and third sections, that is,

in these two sections there is no division or segregation among different transport

modes and both footways are for pedestrian usage. The width of the footways is

sufficiently large for the volume of pedestrian users, guaranteeing a A-level of service

in peak period, according to HCM.

The speed limit is 50 Km/h, as it is for all the streets of the city, except for those where

specific road signs rule otherwise.

As for the second (middle) section, there is certain space segregation, with a car

parking lane and a pedestrian footway. Nevertheless, the car parking lane can be

visually considered as part of road rather than the side space.

The city of Porto has no tradition on bicycle usage as means of transport, especially

within arterial streets. Consequently, no special cycling facilities are provided in this

type of streets and so it happens in the Av. Fernão Magalhães.


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Figure 34 Signalised Junctions

The first section has three pedestrian crossings, two of which are signalised and one

other that isn't. The latter is located in front of the bus stops on both sides of the street

and the pedestrians must use the median strip for the crossing.

Figure 35 Zebra Crossing at the North edge

of the Av. Fernão Magalhães (2002, 1st Section, East)

Figure 36 Pedestrian Crossing in median strip (2002, 1st Section, West)

The pedestrian crossings on the second section are located at its edges. Near the

junction with Rua Rodrigues de Semide (at north) there is a non-signalised zebra


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marked crossing, whereas in the other edges, near Rua de Sta. Justa, .the crossing is

signalised and zebra marked.

Figure 37 Zebra Crossing (Junction of Rua Rodrigues Semide, 1st Character Section, 2002, South)

On the third southernmost section, the two crossings are properly signalised and median

strips help the pedestrians cross the street. In this character section are located four

junctions, two of which (nearest to the southern edge) are signalised, since the volume

of crossing traffic is quite significant; on the contrary, the other two, on the northern

edge, are T junctions and the volume of traffic entering the street is very small, almost

irrelevant.

Figure 38 Signalised Zebra crossing at 3rd Character Section (2002, direction of East)


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3.1.5 Patterns of Use

Traffic

First section

Vehicle Type Annual Average Daily Traffic

Peak Hour Vehicle Flow

Cars/vans < 3.5T 15808 1541 Vans/trucks >3.5T 308 30 Buses 513 50 Trams 0 0 Bicycles 0 0 Motorcycles/mopeds 218 21

All 16847 1642

Second section




All 16847 1642

Third section



Cars/vans < 3.5T 19859 1936


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Vans/trucks >3.5T 1615 158 Buses 692 68 Trams 0 0 Bicycles 13 1 Motorcycles/mopeds 282 28

All 22461 2191

Traffic across the streets Between first and second section



Cars/vans < 3.5T 974 97

All 974 97

Third Section




All 6462 648

Vehicle occupancy


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Average number of persons per Vehicle Type

Average Vehicle Occupancy Rate

Average number of persons per car/van/truck 1,4

Average number of persons per bus 50


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Activities Pedestrians

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Figure 39 Pedestrians and Street Activities


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Character section 1

Character section 2

Character section 3

Pedestrians along the street (Busiest point - number for 5 minutes in peak period) 30 16 17Pedestrians across the street in the character section (number for 5 minutes in peak period) 8 55 4Level of Service A A A

Throughout the street, the pedestrian movement is not intense and from the observed

volume of pedestrians, the street can be classified in terms of level of service as A,

according to the HCM definition, for all character sections.

In the first section, most pedestrians use the street in order to catch the bus. The small

activity in the service and business sectors is incapable of attracting and generating

much pedestrian demand. It is therefore concluded that only a very small number of

people circulate along the street.

However, in the northern edge of this section (and of the street), there is a significant

number of pedestrian crossings, since at the junction with the Estrada da Circunvalação,

are located many businesses, shops and services which involve a high number of

people, who use the Avenida only as a cross-way.

Since there are only a few buildings in this section and most of them face different

streets, other than the case study street, it is expected a small number of pedestrians

using it.

In the second section, it was observed a small volume of pedestrians walking on the

street, which is also rather expected, especially due to the rough circulation conditions

(the footways are not paved).

Some pedestrian activity was encountered near the building in the West side of the

street, by the junction with the Rua de Sta. Justa, however most of them come from the

West side of that street and are in its majority students, moving from and towards

Universidade Lusíada, situated nearby.


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On the southern end of this section, in the junction between the Av. Fernão Magalhães

and Rua de Sta. Justa, a substantial number of pedestrians crossing and moving

East/West was observed.

In the third section, the volume of pedestrians is considerably smaller, due to the

dimensions of the footways. Even without establishing the relation space/pedestrian,

the presence of pedestrians in this section is negligible. Only in the West side, a few

pedestrians were encountered, whilst going to a small local café.

The places where pedestrians most gather are the bus stops, though their number rarely

goes beyond 10 people waiting for the bus.

Furthermore, a significant number of pedestrian crossings were detected, solely using

the signalised marked crossings, as any other crossing point is found to be quite

dangerous and unsafe.

Ground floor and upper floor land uses

Estimated Upper floor space

1st section 2nd section 3rd section Business floor space in m2 0 0 0 Industrial floor space in m2 0 0 0 Retail floor space in m2 0 0 0 Public service floor space in m2 0 0 0 Residential floor space in m2 22908 25881 9027,8

Upper Floor Land Use

Business

IndustrialRetail

Public service

Residential


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Estimated Ground floor space

1st section 2nd section 3rd section Business floor space in m2 0 1960 370,5 Industrial floor space in m2 0 0 0 Retail floor space in m2 1960 0 0 Public service floor space in m2 0 271 0 Residential floor space in m2 1621 753 7349,7

Figure 40 Ground Floor Land Uses

Whilst at the ground floor there is a certain variety of uses and activities, the upper

floors are totally used for residential purposes.

Ground Floor Land Use - 1st Section

Business

IndustrialRetail

Public service

Residential

Ground Floor Land Use - 2nd Section

Business

IndustrialRetail

Public service

Residential

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3

2

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Ground Floor Land Use - 2nd Section

Business

IndustrialRetail

Public service

Residential


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3.1.6 Performance Indicators

In terms of performance indicators, there is a limited amount of available information,

since the relevant data should refer to a particular street, which is a very small element.

Consequently, the values presented in the spreadsheets in terms of rent prices are not

very reliable as these were obtained through estate agencies and, for that reason, will

not be subject of discussion here.

The most relevant indicators in this theme are those related with Traffic Deaths and

Traffic Injuries as well as vehicle speed, since these are found to be the most reliable

data available. For the vehicle speed data, it was necessary to undertake measurements

recently, especially for this project. Some comments are presented in the data

spreadsheets.

Performance indicator Character section 1

Character section 2

Character section 3

Killed pedestrians 0 0 0Killed two-wheelers 0 0 0Killed in motorised vehicles (three or more wheels) 0 0 3Total number of road deaths 0 0 3Seriously injured pedestrians (excluding killed) 1 0 2Slightly injured pedestrians 3 2 5Seriously injured two-wheelers (excluding killed) 0 0 0Slightly injured two-wheelers 0 0 2Seriously injured in motorised vehicles (excluding killed) 0 0 0Slightly injured in motorised vehicles 0 2 9Total number of serious road injuries (excluding killed) 1 0 2Total number of slight road injuries 3 4 16Total number of killed and injured 4 4 25Total number of accidents 3 7 40

Performance indicator Character section 1

Character section 2

Character section 3

Average speed of motorised vehicles in km/h 45 54 48V85 of motorised vehicles in km/h 52 62 55


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Very high speeds were observed and measured, especially considering that this is an

urban road. In the second section, both the average and the V85 speeds have exceeded

the legally imposed limit of 50 km/h.

All speed measurements were taken using a handle radar gun.

3.1.7 Street Classification and Management

In what concerns the street classification, it should be mentioned that this street has

always played the same important role as Main Distributor Road, since the early days

up to now. For that reason, it can be stated that there has been no change in the road

hierarchy.

This street is part of the city of Porto and thus its management is run by the

Municipality of Porto.

3.2 Long-Term Change

Not many conclusions can be drawn in this point due to the notorious lack of

information referred to the street. The data obtained was based on conversations with

people involved and familiar with the Av. Fernão Magalhães and also in the 1980's

plans, from which most of the values presented in the tables were taken.

3.2.1 Built Form

In the first northernmost section and especially near Estrada da Circunvalação, has

occurred a significant evolution in terms of the existing buildings as well as changes in

cross-section of the street. In fact, in the West side there were no sizeable buildings and


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in the East side there was only one large building, next to the Estrada da Circunvalação,

whereas now a new building has been built, adjacent and similar to the previous one.

In the East side of the street, no footways existed in the 1980's.

3.2.2 Traffic Regulation

Based on the observation and analysis of the street plans, it was concluded that very

little has changed since 1980 till 2002. However the lack of data in terms of layout and

type of junctions doesn’t allow for any further conclusions to be drawn.

An important change, affecting all the streets, is the speed limit value, which was

60 km/h in 1980 and is currently set as 50 km/h.

3.2.3 Patterns of Use

There is no available data for 1980, in terms of patterns of use.

3.2.4 Performance indicators

There is no available data for 1980, in terms of performance indicators.


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3.3 Reference Area

The "parishes" in which the street is integrated have been chosen as the Reference

Area. For the case of Av. Fernão Magalhães in particular, the "parishes" of Paranhos e

Campanhã were selected. Due to the lack, or sometimes inexistence, of data for this

Reference Area, it was necessary to choose other areas, preferably smaller than the city

of Porto itself, in order to get as much representative data as possible. However, this

proved to be even more difficult to acquire.

3.3.1 Area and Data Description

Reference area: Paranhos/ Campanhã

Paranhos

Campanhã

Ramalde

Bonfim

Aldoar

Cedofeita

Lordelo do Ouro

Nevogilde

Sé

MassarelosFoz do Douro Stº Ildefonso

VitóriaMiragaia

S. Nicolau

N

0 500 1000 Meters

Figure 41 Location in Porto Municipality of the Parish of Paranhos and Campanhã


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3.3.2 Performance Indicators

For the reference area, most data values were not available or were only a few, because

of the type and nature of the required indicators. This is even clearer for the 1980

situation.

It should be pointed out that the Reference Area of Paranhos/ Campanhã was used for

all data values, except those related with Accidents, where the city of Porto was taken

as reference. The data presented was adequately studied and analysed for the period of

1996 to 1998, thus enabling reliable comparisons and the definition of the evolution

trends.

Performance indicator Newest data Around 1980 Residential population (total) 87443 101495 Homes: Number of homes 40002 30420

Performance indicator Newest data Number of two-wheelers 1924 Number of private cars, pick-ups, vans 30255 Number of heavy vehicles like lorries, buses etc. n/a Total number of vehicles 32179 0-14 years of age 11639 15-24 years of age 12948 24-64 years of age 46538 65 years and older 16318 Total population 87443 Retail: Average rent price per square metre per year 12,5 Retail: Vacant floor space n/a Retail: Number of shops / retail workplaces n/a Office: Average rent price per square metre per year 10 Office: Vacant floor space n/a Office: Number of office workplaces n/a All businesses: Average rent price per square metre per year 8


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All businesses: Vacant floor space n/a Killed pedestrians 32 Killed two-wheelers 16 Killed in motorised vehicles (three or more wheels) 39 Total number of road deaths 87 Seriously injured pedestrians (excluding killed) 117 Slightly injured pedestrians 1921 Seriously injured two-wheelers (excluding killed) 72 Slightly injured two-wheelers 1202 Seriously injured in motorised vehicles (excluding killed) 193 Slightly injured in motorised vehicles 3289 Total number of serious road injuries (excluding killed) 382 Total number of slight road injuries 6412 Total number of killed and injured 8484 Total number of accidents 18528 Number of unemployed residents 4511 Number of working residents 36541 Homes: Average price for rent of a flat for one year (€/ m^2) in year 2000 6,81 Homes: Purchase price per owner-occupied flat n/a Homes: Vacant rental flats n/a Homes: Number of homes 40002 Homes: Number of people who changed address n/a SO2 (max hour) n/a SO2 (max 24 hours) n/a SO2 (yearly averarge) n/a NO2 (max hour) 248 NO2 (yearly average) 42,3 NOx (yearly average) n/a PM10 (max 24 hours) 578 PM10 (yearly average) 64,5 Pb (yearly average) n/a CO (max hour) 8366 CO (yearly average) 686,4 Ozone (max hour) 130 Ozone (yearly average) 29,1


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3.4 Recent Statements

Considering the small amount of time available for carrying out this task, this item was

scarcely studied. However, there are very few statement records for any of the case

study streets, since all of them are located outside the "noble" part of the city of Porto,

which is downtown.

3.5 Case Summary

• For the past two decades, this street has maintained its position in the road

hierarchy of the city, taking on its key position as a main distributor road. This

street is the most recent of all the Portuguese case study streets and has grown

over the years in the direction South to North, since the old part of town is

located in the South, that is, the South is the inner city.

• This street is wide in all its length, which is notorious since it has 4 traffic lanes

and very wide footways. There is an extremely high percentage of inactive

frontages and a small number of doors.

• The main use of the buildings is for housing.

• The built form is very homogeneous along the section, with the second section

exclusively occupied by blocks of flats and the third is constituted by detached

houses. In the second section, however, the main façade of the blocks of flats is

facing a parallel street.

• The number of pedestrians along and crossing the street is very small. Only a

few points of concentration of pedestrians, especially in the junction of the

avenue with the Rua de Sta Justa.

• The few business activities are located at the edges of the sections and are not

very significant.

• Strong presence of greenery, especially with large trees, even shaping the street

in the third section.


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• The junctions of the avenue with the streets of high volumes of traffic are

signalised and these are located mainly in the South part of the street.

• The street has a very large median strip for separating opposing traffic flows in

the first section and two smaller median strips in the third section to help

pedestrians cross the street.

• Very high speeds were observed and the street has a significant number of

accidents, the highest being in the third section.

• No conclusions can be drawn in terms of the evolution of the patterns of use and

performance indicators due to the lack of data. However, in relation to the built

form, there has been a significant evolution in the street, with the construction

of new buildings, especially in the North side of the street, which is in

accordance with the development of the city from the centre to the periphery.


Page 40

Appendix: Source of the figures

FEUP

Figure 1 Av. Fernão Magalhães Study Area and Character Sections........................1

Figure 2 Av. Fernão Magalhães Study Area and Character Sections (Aerial Photo -

2000) 4

Figure 3 Location of the street in Porto network road ..............................................5

Figure 7 Street Width and Building Height Within Each Character Section.............8

Figure 8 Buildings in the First Character Section ....................................................9

Figure 9 New Building..........................................................................................10

Figure 10 Buildings on East Side Detached houses .................................................10

Figure 11 Buildings on West Side Detached houses ................................................10

Figure 12 East Landmark enclosed by Greenery......................................................11

Figure 13 Building on Southeast of the Second Section Detached houses................11

Figure 14 Detached houses......................................................................................12

Figure 15 Median Strip Pedestrian Crossing............................................................13

Figure 16 Median Strip of the First Character Section of the Av. F. Magalhães .......13

Figure 17 Side Space of the East side of the First Character Section of the Av. F.

Magalhães ..........................................................................................................13

Figure 18 Footway at the West side of the First Character Section of the Av. F.

Magalhães ..........................................................................................................13

Figure 19 Footway at the East side of the First Character Section of the Av. F.

Magalhães ..........................................................................................................13

Figure 20 Side space of the East side of the Second Character Section of the Av. F.

Magalhães ..........................................................................................................14

Figure 21 Greenery in the Second Character Section of the Av. F. Magalhães.........15

Figure 22 East side space of the Second Character Section of the Av. F. Magalhães16

Figure 23 Building at Southeast side of the Second Character Section of the Av. F.

Magalhães ..........................................................................................................16

Figure 24 Footway at the East side of the Second Character Section of the Av. F.

Magalhães ..........................................................................................................17


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Figure 25 Carriageway of the Third Character Section of Av. F. Magalhães............17

Figure 26 Illegal Parking on Third Character Section of Av. F. Magalhães..............18

Figure 27 Median Strip on Third Character Section of Av. F. Magalhães ................18

Figure 28 Median Strip on Third Character Section of Av. F. Magalhães ................18

Figure 29 Northeast Side Space of Third Character Section of Av. F. Magalhães ....19

Figure 30 Southeast Side Space of Third Character Section of Av. F. Magalhães ....19

Figure 31 Square in East side of Av. Fernão Magalhães..........................................20

Figure 32 East Footway (2002, 3rd Character Section, North) ..................................20

Figure 33 Traffic directions.....................................................................................21

Figure 34 Signalised Junctions ................................................................................23

Figure 35 Zebra Crossing at the North edge of the Av. Fernão Magalhães...............23

Figure 36 Pedestrian Crossing in median strip.........................................................23

Figure 37 Zebra Crossing........................................................................................24

Figure 39 Pedestrians and Street Activities..............................................................28

Figure 40 Ground Floor Land Uses .........................................................................31

Figure 41 Location in Porto Municipality of the Parish of Paranhos and Campanhã 35

The base plans and aerial photos were provided by Porto City Council.

www.stcp.pt STCP – Sociedade de Transportes Colectivos do Porto

Figure 4 Bus Network .............................................................................................6

www.viamichelin.com

Figure 5 Streets within the case study locality.........................................................7

Figure 6 Arterial Street Network.............................................................................7

Documents

3. Av. Fernão Magalhães · Avenida de Fernão Magalhães - Unchanged Portuguese Street Page 10 Figure 9 New Building (Av. F. Magalhães, 2002, 1st Character Section, West) The presence