final ssup group report-23-4-2015.pdf

1A world-class and socially-integrated district for Stockholm

Experience LAGOM

Sharing Facilities

PublicTransport

Ecological Structure

Housing

Mix of Uses

Sufficiencyapp

Urban Informatics

Ecological services

BlockForm

Active Transport

SMARTMOBILITY

URBAN FORM

ENVIRONMENT

ECONOMY

SM UF

ICTEC

ENV

INFORMATION &COMMUNICATION

TECHNOLOGY

Close LoopSystem

Innovation

BENVGTC7 Sustainable Urban Developement PROJECTGROUP 9- SSUP Group Report

30th April 2015

Karen GILYonatan LEBENDIGER

Nicole NEWEJuliana OSSA

Yufei QINWord count: 7143

2Contents

301. INTRODUCTION- Pg. 4

1.1 Background-Pg. 4

1.2 Report scope and structure -Pg. 4

1.3 SWOT Analysis -Pg. 6

02. CURRENT DEVELOPMENT PROPOSAL AND STRATEGY - Pg. 8

2.1 Development proposal -Pg. 8

2.2 Development strategy -Pg. 8

2.3 Evaluation and Justification-Pg. 9

03. VISION- Pg. 10

04. OBJECTIVES- Pg. 12

05. PHASING- Pg. 14

06. STRATEGY- Pg. 16

6.1 Environment -Pg. 20

6.2 Mobility- Pg. 26

6.3 Urban Form- Pg. 36

6.4 Economy-Pg. 50

07. GOVERNANCE- Pg. 58

08. REFERENCES - Pg. 60

41. Introduction

The Stockholm Royal Seaport (SRS) site currently constitutes one of the largest city planning projects in Europe (DAC, 2014). It is situated to the northeast of Stockholm city centre, as shown on Figure 1-1. It faces the waterfront to the east, Royal National Parks to the north and south, and pri-marily residential dwellings to the west.

Within Stockholm City Councils (SCC) Environmental Programme 2008-2011, the SRS site has been identified as prime location for the develop-ment of a climate smart district (SCC, 2007). The aim of this development project is three-folded - to strengthen Stockholms position as a leading climate friendly capital city, to promote Swedish environmental technology and to expand Stockholms housing stock (SCC, 2007).

The development proposals for the SRS site comprise the creation of 10,000 new homes, 30,000 new jobs within a 600,000 sqm commercial area, as well as urban parks, art gallery and cruise ship harbour (SCC, 2007; DAC, 2014). An analysis of the current development strategy for the site, present-ed in Chapter 2 of this report, has highlighted a lack of consideration of so-cial aspects, including social integration, cohesion and sustainability.

This Strategic Sustainable Urban Plan (SSUP) builds on the existing strat-egy currently in place for the SRS site. It sets out a number of additional as well as revised development policies, focusing on social integration, cohe-sion and sustainability, which complement the current development strat-egy of the SRS site.

The additional policies presented in this SSUP relate to six aspects, which have been identified as areas that have the greatest potential to contribute to the achievement of a socially sustainable development.

This SSUP first presents the current development proposals for the SRS site and sets out the strategic development context currently in place. This is followed by an analysis of the current proposals and strategy. Secondly, this SSUP outlines the revised Vision and Objectives for the SRS site, which build on the existing goals. This is followed by an outline of the revised phasing strategy for the site. Then this SSUP, present the additional and re-vised strategies for the SRS site relating to the environment, mobility, urban form, economy, finance and governance.

Background Report Scope and Structure

5Figure 1.1 Site Location

6SWOT Analysis

INTEGRATED LRT NETWORK

SUPPORT STATION ACCESS

CAR FREE ZONES

PROHIBITIVE TRAFFIC PLAN

POLICIESSHORT RUN MID RUN

PTPRIVATE MOBILITY

BICYCLE SUPER HIGHWAYS

WATERFRONT PROMENADE

ACTIVE M

OBILITY

GREEN ALLEYWAY NETWORK

HEATED CYCLE PATHS

ONEWAY LOCAL STREETS

SM

VARIED BACKBONE AVENUES

WORKPLACE SHUTTLES

BICYCLE SHARE SYS

SHARING SYSTEMS

COMMUNAL CAR SHARE SYS

CARPOOL SYS

LONG RUN1. SUPPORT WALKING AND CYCLING

2. HIGHLY ACCESSIBLE TRANSIT SYSTEM

4. CREATE CAR FREE AREAS BY A RIGIID TRAFFIC PLAN

3. REDUCE THE NEED FOR VEHICULAR TRAVEL

CHALLANGESSM

ACCESS TO WATERFRONT

VARIETY OF USERS: DWELLERS, VISITORS, DAY-WORKERS

URBAN FORM: EXTENSIVE GRID PATTERN

STRENGTHSSBARRIERS BETWEEN OLD AND NEW DUE TO TOPOGRAPHY

FREIGHT INDUSTRY DIVIDES AND RETRUCTS ACCESS TO WATERFRONT

E20 HIGHWAY CUTS THROUGH THE DEVELOPMENT AREA

WEAKNESSESW

EXTENDING THE CITY CENTRE AND ENLARGING THE HOUSING STOCK

BRIDGING ABOVE PHYSICAL ON SITE OBSTACLES

WATERFRONT DEVELOPMENT ON EXISTING PIER

CONNECTION BETWEEN EXISTING AND NEW DEVELOPMENTS

OPPORTUNITIESOPOLLUTION FROM E20 HIGHWAY AND FREIGHT INDUSTRY

FORMATION OF A SEGREGATED HIGH-END COMMUNITY

THREATST



CAR FREE ZONES



PTPRIVATE MOBILITY



ACTIVE M

OBILITY


HEATED CYCLE PATHS


SM


WORKPLACE SHUTTLES

BICYCLE SHARE SYS

SHARING SYSTEMS


CARPOOL SYS





CHALLANGESSM







WEAKNESSESW







THREATST



CAR FREE ZONES



PTPRIVATE MOBILITY



ACTIVE M

OBILITY


HEATED CYCLE PATHS


SM


WORKPLACE SHUTTLES

BICYCLE SHARE SYS

SHARING SYSTEMS


CARPOOL SYS





CHALLANGESSM







WEAKNESSESW







THREATST



CAR FREE ZONES



PTPRIVATE MOBILITY



ACTIVE M

OBILITY


HEATED CYCLE PATHS


SM


WORKPLACE SHUTTLES

BICYCLE SHARE SYS

SHARING SYSTEMS


CARPOOL SYS





CHALLANGESSM







WEAKNESSESW







THREATST

1. Introduction

70 500

Figure 1.2 SWOT Analysis

Strengths

Weaknesses

Opportunities

Threats

8The overarching strategic vision for the SRS site is to develop A world class environmental urban district, comprising 10,000 new homes, 30,000 new jobs within a 600,000 sqm commercial area, as well as urban parks, art gal-lery and cruise ship harbour (SCC, 2007; DAC, 2014).

The development, which will be implemented through a public-private partnership, will comprise a smart grid that is linked to a biofuel combined heat and power (CHP) system, which will be capable of recovering waste and heat and use on-site renewable micro-generation of electricity (LSE, 2013, 131).

Three environmental umbrella targets underpin the vision of the develop-ment project (1) adaptation to future climate change; (2) by 2020, below 1.5 tonnes per capita CO2 emissions; and (3) by 2030, fossil fuel free (LSE, 2013).The strategic approach for the SRS site is outline in a number of key planning documents, including:

Vision 2030 A World Class Stockholm; Stockholm City Plan; The Stockholm Environmental Programme 2012-2015; Stockholm Action Plan for Climate and Energy 2012-2015; and Stockholm Urban Mobility Strategy.

In summary, the development strategy for the SRS site focuses on five main areas - Energy, Transport, Climate Adaption, Eco-city Solutions and Lifestyle for which specific operational targets have been developed (LSE, 2013). These are outlined in Figure 1-3.

Development Proposals Development Strategy

2. Current Development Proposals and Strategy

9Figure 1.3 Specific Targets by Focus Area. Source: LSE (2013), 131 Figure 1-4: Innovate Projects. Source: LSE (2013), 132

An analysis of the current development strategy of the SRS site has identified the presence of a strong economic and environmental strategy based on green technological innovation.

Nonetheless, the analysis has also shown that the current strategy lacks a sufficient strategic approach relating to social integration, cohesion and sus-tainability. Thus, in order to ensure that the SRS site will be developed in a truly sustainable way, which strikes a balance not only between the econom-ic and environmental sphere but also the social dimension, the development strategy needs to take greater consideration of social aspects.

Hence, this SSUP outlines additional policies for inclusion in the current strat-egy, which aim to achieve greater social integration, generation of social co-hesion and sustainability within the new eco-district.

Evaluation and JustificationFour key innovative climate friendly projects are proposed to be implement-ed on the SRS site to support the realisation of the specific targets for each focus area. Figure 1-4 outlines the main partners of each project and shows the connection between the focus areas and the projects.

A key feature of the current development strategy is the emphasis on work-ing partnerships to facilitate networking and knowledge sharing (LSE, 2013). All involved stakeholders, including SCC, private companies, research insti-tutions and universities, have been involved in the development of the proj-ects (LSE, 2013).

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The SRS will represent the Swedish ideology of perfect balance, making sustainable lifestyle the convenient alternative, promoting the local economy, environmental protection and social cohesion.

A world-class and socially-integrated district for Stockholm

Lagom [colloquial Swedish: the perfect balance]

Experience LAGOM

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Housing

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Urban Informatics

Ecological services

BlockForm

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SMARTMOBILITY

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03. Vision

Figure 1.5 Vision

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OVERARCHING VISION

The Stockholm Royal Seaport will act as a world-class and social-integrated extention of Stockholms City centre. Lagom is a Swedish word that makes reference to the perfect balance. Therefore, LAGOM Experience will strike a balance between; economic, social and environmental aspects, achieving economic vibrancy, social cohesion and environmental sustainability promot-ing a sustainable lifestyle. The local community will benefit from sustainable planning in terms of green technology, research, leisure, local business, envi-ronment, tourism and residence in the future. LAGOM Experience in SRS will be a transferable experience for sustainable urbanism in the world.

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SRS already boasts two T13 metro stations and the E20 mo-torway, connecting SRS with the city centre and wider area. LAGOM SRS will provide an excellent mass transport system, comprising metro and LTR. It will also comprise extensive pe-destrian and cycle routes, encouraging the uptake of non-mo-torised travel.

Apart from encouraging public and active transport, the SRS site will limit private motorisation through a limited access strategy and low car parking standards.

The aim is to minimise motorised travel and thus reducing ad-verse climate impacts, by minimising CO2 emissions, hence improving air quality levels and creating a pleasant environ-ment for everyone.

Sustainable Travel in a well-con-nected district

SRS has already plans in place to implement advanced green technology such as smart grid, smart waste system, CHP and smart ICT to reduce water, energy and waste consumption to raise resource-saving consciousness.

The Lagom district will build on these projects, however great-er emphasis will be placed on influencing individual behaviour. Site users will be encouraged to recycle, reuse and be smart about their resource consumption.

This strategy will enable to creation of a truly eco-conscious community in an environmentally friendly urban environment, where residents will benefit from healthy living conditions.

Moreover, the integration of the two adjacent parks, the river and more green spaces will enhance biodiversity and promote the co-existence and co-influence of human and nature.

Sustainable Environment in a truly eco-friendly district

03. Vision

Experience LAGOM

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The Lagom district is surrounded by various green spaces in-cluding national parks adjacent immediately to the north and south providing abundant green spaces to the Lagom com-munity.

The implementation of extensive pedestrian and cycle links, connecting green spaces, will encourage sustainable travel behaviour amongst the local community, including walking and cycling between green parks. This green network will be a significant strategy for sustainable living.

LAGOM SRS will also encourage healthy living and the well-be-ing of its community and visitors by offering cultural and sport-ing facilities along the waterfront as well as a network of attrac-tive public realm for people to socialize, relax and recreate.

Sustainable Living in a harmonious district

Lagom SRS will become not only a green technology and fi-nancial service hub, but also a centre for eco-tourism and the vertical urban farming industry. As such it will offer low to me-dium skilled employment opportunities to the local community in a variety of sectors.

This variety of sectors on site will offer the local community abundant trainings and job opportunities integrating all skill levels.

The urban agriculture industry will not only provide a variety of jobs but also healthy, fresh food products from which the whole community will benefit.

The establishment of the eco-tourism sector on site will enable the local economy to take advantage of tourism revenues but will reduce adverse impacts related to tourism.

By encouraging more social corporate responsibility in all small to large scale businesses on site, Lagom SRS will be a truly socially sustainable district which benefits from a strong sustainable economy.

Sustainable Economy in a socially-integrated district

Experience LAGOM

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PublicTransport


Housing

Mix of Uses

Sufficiencyapp

Urban Informatics

Ecological services

BlockForm

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SMARTMOBILITY

URBAN FORM

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TECHNOLOGY

Close LoopSystem

Innovation

Experience LAGOM

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Innovation

Experience LAGOM

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ENVIRONMENT

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SM UF

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TECHNOLOGY

Close LoopSystem

Innovation

Experience LAGOM

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04. Objectives

OVERARCHING VISIONA world-class and socially-integrated district for Stockholm

Tech. + Research Compromise

OVERALL GOALSIntegration with the city Social engagement Environmental responsibility

STRATEGIES

Urban FormEnvironment Mobility Economy

ACTION PROGRAMMES (POLICIES)Short Term (2015 - 2022) Medium Term (2022 - 2030) Long Term (2030 - 2034) (2035 afterwards)

WaterfrontValparaiso Local Market

Green walkwaysLight Rail Train extension

CyclewaysEnergy Co-Provision

Heated cyclewaysPhytoremediation

Energy Co-ProvisionCo-Working Spaces

Energy Co-ProvisionVertical Farming

Encouraged change of land use - energy industry

ICT

Experience LAGOM

Sharing Facilities

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Housing

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ENVIRONMENT

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TECHNOLOGY

Close LoopSystem

Innovation

Experience LAGOM

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URBAN FORM

ENVIRONMENT

ECONOMY

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TECHNOLOGY

Close LoopSystem

Innovation

Experience LAGOM

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Urban Informatics

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BlockForm

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SMARTMOBILITY

URBAN FORM

ENVIRONMENT

ECONOMY

SM UF

ICTEC

ENV


TECHNOLOGY

Close LoopSystem

Innovation

Experience LAGOM

Sharing Facilities

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Housing

Mix of Uses

Sufficiencyapp

Urban Informatics

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BlockForm

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SMARTMOBILITY

URBAN FORM

ENVIRONMENT

ECONOMY

SM UF

ICTEC

ENV


TECHNOLOGY

Close LoopSystem

Innovation

Experience LAGOM

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2. Sustainable Mobility- To support walking and cycling, locally and city wide- To reduce the need for vehicular travel, and act to decrease it- To create a highly accessible mass transit system as a backbone for the development- To promote car free areas for walking and cycling

Experience LAGOM

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TECHNOLOGY

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Innovation

Experience LAGOM

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TECHNOLOGY

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1. Environment- To increase energy literacy - To reduce combustible waste production- To increase energy co-provision in the area, achieving decentralize local energy production in the long term.-To reduce decontamination cost, enhancing soil quality and promoting new bio-economy.

3. Urban Form- To increase density on the site, to enhance residential price variety.- To promote mix of uses, to provide short trip pattern.- To improve north-south connectivity.- To create a gateway for visitors, giving a specific character to the area.

4. Economy- To create a strong economic environment for businesses, which will benefit the whole community. - To create an environment best suited for the green tech businesses, financial institutions, Eco-tourism as well as SME.- To generate employment opportunities for everyone in a diverse range of sectors from low to highly skilled.

Experience LAGOM

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5. ICT-To promote technological innovation that encourages a behavioural change of the users lifestyle towards greater efficiency and sufficiency. -To enable responsible consumption of natural resources, by implementing close loop systems,-To encourage reuse and recycle of materials, in order to improve the well-being of SRS inhabitants and set an example for green living.

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The phasing and founding strategy is going to be implemented strategical-ly, in order that each phase facilitates the conditions to implement the next phase. Also, phases were defined coherent with the government period to reduce the risk of political change intervening in the development. As this project is directed to make an enormous use transformation in the area the phases will be significantly important to achieve a vibrant and en-joyable district in the long term.

The phases will have four main aims;

-Making the place attractive-(PHASE 1)

-Connecting central new development with north consolidated area(PHASE 2)

-Expanding the core area, for new business and residents (PHASE 3)

-Create new community (PHASE 4 and 5)

The area will be consolidated from the centre of the site to the boundaries. To make the place attractive the first phase will be focused on strength the gateway character of the site, as it connects the flow from the cruise to the city with the city centre. Hence, improvement in connectivity, within the area and with the City centre, will be also important in this first part. Then, the north part will be developed connecting the already built area with the centre of the site.

By the beginning of phase 3 it is expected that land valued have increased, and the mix of uses of the first phase successfully achieved to attract peo-ple to the area. Therefore, this will be developed as the prime area of the project, strategically located, connected with the city centre and with the landscape attractiveness of waterfront view.

This firsts phases will help to create a liveable space, with variety of activ-ities, uses and public space to spend leisure time. This are the conditions in which the final phases are going to be developed helping to create a vi-brant community. While a mix of uses is going to be maintained throughout the site, this part will give priority to residential use.

05. Phasing

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2

1

1

6

3

54

DELIVERY PHASESDelivery phases strategically defined in accordance with the project purposes in order to increase the land value and finance the later development of different housing profiles and office spaces.

Phase 1 - 3 years (2015-2018) Light Rail Train extension and developemnt of cycleways. Planning and delivery of the waterfront and public spaces in the east end of the zone. Facilitate the Varta and Frihamnen Pier. Delivery of A Modern Market. Green walkways connecting the western neighbourhoods.

Phase 2 - 8 years (2018-2022) Delivery of the northern developments. Delivery of heated cycleways.

Phase 3 - 12 years (2022-2026) Increased land value and posterior development of the central zone.

Phase 4 - 16 years (2026-2030) Delivery of south central areas and the significant bulk of the residential units Phase 5 - 20 years (2030-2034) End of decontamination site by phytoremediation and delivery of mid-density housing project.

Plus Phase (2034 Afterwards)This phase will not be developed within this SSUP. Nevertheless, the municipality and developers are encouraged to consider it as a key zone to displace industry and change the land use. With the increase of energy co-provision in the area, the whole SRS can be a renewable energy plant, returning excess energy to the grid to be used by other areas of the city currently dependant of the Vrtan CHP plant. Therefore, a retrofitting of the upper area of the plant to be more efficient, enable the waterfront area to allocate prime residential units.

0 500

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06. Strategy

Experience LAGOM

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EcosystemServices

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SUSTAINABLE MOBILITY

URBAN FORM

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TECHNOLOGY

Energyco-provision

Smsll - Medium Enterprise

Decreased Traffic

Diversity ofTenants & Dwellers

Public Spaces

Density and Landuse

Local Business

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Waterfront

Market

Increase density

URBAN FORMSHORT RUN MID RUN LONG RUN

UF URBAN FORM

Research and testing


PTEC

OSYSTEM

SER

VICE

S

Renewable energy researchIncentives for small and medium clenatech companies

ENERGY CO

-PRO

VISION

Energy co-provision plan

Renewable energy subsidies

Incentives for communityinstitution creation

ENV

Low-skilled jobs creation

LONG RUN

Public-private partnership

Soil quality enhancement

Economic benefit for energy excess

Limit for combustible waste per person

ENVIRONMENTIntegrated lrt network

Micro transit enablers

Car free zones

Prohibitive traffic plan


PTPRIVATE MOBILITY

Bicycle super highways

Waterfront promenade

ACTIVE M

OBILITY

Green alleyway network

Heated cycle paths

Oneway local streets

SM

Varied backbone avenues

Workplace shuttles

Bicycle share sys

SHARING SYSTEMS

Communal car share sys

Carpool sys

LONG RUN1. Support walking and cycling

2. Highly accessible transit system

4. Create car free areas by a rigiid traffic plan

3. Reduce the need for vehicular travel

CHALLANGESSM

Access to waterfront

Variety of users: dwellers, visitors, day-workers

Urban form: extensive grid pattern

STRENGTHSSBarriers between old and new due to topography

Freight industry divides and retructs access to waterfront

E20 highway cuts through the development area

WEAKNESSW

Extending the city centre and enlarging the flat stock

Bridging above physical on site obsticles

Waterfront development on existing pier

Connecting between existing and new developments

OPPERTUNITIESOPollution from e20 highway and freight industry

Formation of a segragated high-end community

THREATST

SUSTAINABLE MOBILITY

Building Coworking spaces

Provide training for Business and skills

EC POLICIESSHORT RUN MID RUN LONG RUN

CHALLANGES

Incentivising local enterprises

Environmental performance supervision

Sufficiency app for local consumption

Private-Public contracts for local employment

Vertical farms

Farmers marketS\M

Ente

rpris

eLo

cal E

cono

myCo

wor

king

ECONOMY

Overall scheme & phasing

20Figure 1.6 Stockholm Royal Seaport Source: (Stockholm IT Region, 2012)

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6.1 Environment

6.2 Urban Form

6.3 Mobility

6.4 Economy

Strategies

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6.1 Environment

Energy

ENERGYCO-PROVISION

ENV

ECOSYSTEMSERVICES

Soil qualityimprovement

BiomassProduction

Waste

Bioeconomy

In terms of environment policies, the LAGOM Experience will address five main goals - reduce land decontamination cost, restore ecosystem services, reduce human and environmental risk, increase energy literacy and reduce combustible waste production. Therefore, two main strategic policies are proposed; phy-toremediation and energy co-provision.

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2

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3

4 5

1

0 500

Phase 1

Phase 2

Phase 3

Phase 4

Phase 5

Phase 6

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6.1 EnvironmentPHYTOREMEDIATION

Lease land to community group

+ CommunityAcademic

Institution

Phytostabilization Rhizofiltration Rhizodegradation

PhytodegradationPhytoextractionPhytovolatilization

Biofuel

Phase 521 ha

Heatingand Electricity Waste

CHPBiogas

plant

FertiliserPhytoremediation is the process of cleaning pollutants from soils, groundwater, surface water and air through plants. This can be more cost-effective compared with other decontamination process. However, this remediation process will require more time than conventional methods (UNEP, 2003).

Because of time and site conditions, this decontamination process will be only implemented in the phase 5. Although, the period that phytoremediation pro-cesses take vary depending on individual sites and the species. Based on case studies, it can be estimated that this process may take from 4 to 5 years (Nsan-ganwimana et al, 2014; You are the city, 2011).

With the implementation of this decontamination process through plants, the site will receive three main benefits. First, land will be decontaminated through a nat-ural methodology, hence reducing human and environmental risks. Second, this process will generate jobs for blue collar workforces. Finally, land prices will re-duce, allowing the construction of diversely priced residential units.

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Previous projects have demonstrated cost savings of 50% for the ex-traction of heavy metals and up to 80% for the removal of petroleum hydrocarbons from soil in comparison with traditional methods

(EPA, Office of solid waste and emergency Response, 2001 cited by You are the city, 2011)Phytoremediation policy will be part of the overall strategy to unlock de-velopment value, directed to reduce decontamination costs, and future residential unit prices, in order to achieve diversity of tenant and tenures on the site.

GO

AL

Short TermAs this is an unconventional decontamination process, in the short term a partnership between municipality and academic institutions will be need-ed to research and test the appropriate natural species for the site.

Medium TermIn the medium term, the municipality will establish the process of partic-ipation to bring together community groups interested in developing the decontamination process, creating job offers for blue collar workforces.

Long TermIn the long term, community groups will be in charge of planting, grow-ing, harvesting and disposing of plants. In order to decontaminate the site completely, plants need to be replaced on a regular bases, as each in-dividual plant can only extract a certain amount of toxins form the soil, community groups in charge of the phytoremediation process and energy companies such as Fortum will work in partnership. Then, plants used to clean up the soil will be disposed and used as biofuel in the CHP in Vrtan.

WH

AT

This policy will have three stages; short, medium and long term, involv-ing different players and outcomes.WH

EN

Public-private, community co-operatives and academic partnershipHO

W

Government-Green Electricity Certificate-Emission Trading-Vinnova

Community

WH

OHigh residential units value, because of decontamination cost.

PRO

BLEM

Private sector-Swedish Biofuels: biogas-Fortum: Bioenergy CHPHuman

Figure 1.6. Schematic representation of phytoremediation strategies (Favas et al, 2014)

CHP- Energy Grid

2019

2015

2023

2027

2030

2035

Planting and GrowingHarvest and Dispose

Research and testing

Decontaminationprocess finish

Phase 5Development

Timetable

Phytoremediation Strategies

26

6.1 EnvironmentENERGY CO-PROVISION

Energy co-provision is the second environmental policy, which aims to achieve a transi-tion from the current energy production and consumption to a sustainable one.

Hammarby project demonstrated the importance of the relation between energy con-sumption and users energy consumption awareness. Therefore, it is suggested that new closed-loop systems are complemented with metering systems, which has the po-tential to positively influence users decision-making by presenting information of their consumption patterns (Williams, 2011). Thus, in addition to technological innovation, efficiency, need to be accompanied by sufficiency to avoid the rebound effect.

The expected outcome in the long term is to achieve a transition to a reduction in eco-logical footprints, in terms of energy consumption and combustible waste production.

Energy Co-provision

excess

Energy Grid

$

Consume Limit

Waste and Energy+ -

$

40%

Phase 1

Combustible waste /Electricity

Renewable Energyco-provision

CHP- Energy Grid

Energyexcess

2019

2015

2023

2027

2030

2 3 4 5

60% 80% 100% 120%

2035

27

To achieve energy consumption goal, of 55 kWh/m2/year (LSE, 2013), by increasing energy literacy.GO

AL

Research Therefore, the co-provision policy is going to be implemented to promote re-search in alternative renewable energy technology, for instance solar energy storage systems to take advantage of the long summer days versus winter days and/or local small CHPs giving more independence to the community.

Efficiency and SufficiencyTechnology innovation, will also demand more involvement of users in the production process. Then, users can be persuaded to be active and partici-pate in the energy system.

Energy and Waste limitsEconomic charges will be implemented to those who consume more resourc-es, also incentives such as; discounts in local stores and reduced public trans-port fares, are going to be implemented to promote low energy consumption as well as local market consumption and sustainable transport use. These movements are directed to achieve energy reduction and raise awareness of the impact of peoples lifestyles in other areas, in order to avoid rebound effect in the long term.

WH

AT

LAGOM Experience will implement a percentage of energy co-provision in each phase. This percentage will increase so that new buildings can produce more energy to supply their need and give excess to the grid. W

HEN

Public and private partnershipBy January 2016, the City of Stockholm will own 50% of Fortum Vrme (Nordic Investment Bank, 2014), which will generate enormous benefits, including the ability of the public sector to implement regulations and legislations in order to generate conditions in which a balance between private benefits and public goals can be achieved.

HO

W

Government-VinnovaWH

OFortum, in partnership with the City of Stockholm, are investing approx-imately SEK 1,400 million to build a new biofuel CHP in Vrtan, which will be powered by 60% biofuels and 40% fossil fuels (Nordic Investment Bank, 2014). Can renewable energy be produced in a more sustainable way that also promote a consume reduction?P

ROBL

EM

Community-Residents

Private sector-Fortum: Bioenergy CHPHuman

Figure 1.7. Pavegen (CNBC, 2014)

Renewable energy alternatives, as kinetic energy from footsteps, are a good example of other ways to produce energy locally.

The projection of this alternative is to scale up to produce energy from swaying of buildings and the vibration of sound (Source: CNBC, 2014)

28

6.2 Sustainable MobilityOverall Mobility Strategy

SmActive

Transport

PublicTransport

SharingSystems

Bicycle Share

Cycling Super-highways

Green Alley-ways

Lrt Extension

Multifunctional Backbone Avenue

One Way Local Street Network

Decreased Traffic

Heated Cycle Paths

Micro Accessibility Enablers

Work Place Shuttles

Waterfront Promenade

Carpool system

Communal Car Rental

Lagom considers SRS as an extension of Stockholms Innerstad. Therefore it suggests a mobility strategy that aims to reduce car traffic, support low carbon modes, induce localised travel as well as efficient transit connections to the wider city. The SRS will manifest a sustainable travel concept that will help to de-crease Stockholms ecological footprint since more people could live and work in the main island, thus lowering the need and length of travel.

29

HJOTHAGENMETRO STATION

ROPSTEN METRO STATION

PROPOSEDTRAM LINE

GARDET METRO STATION

*EXISTINGFREIGHT TRAIN

*EXISTINGTRAM LINE

LIDINGOLIGHT RAIL LINE



PROPOSEDTRAM LINE



*EXISTINGTRAM LINE




PROPOSEDTRAM LINE



*EXISTINGTRAM LINE




PROPOSEDTRAM LINE



*EXISTINGTRAM LINE


Station

Catchment Area

uncatered Area

Backbone av.

Secondary st.

Waterfront

Pedestrian

Cycle

0 500

30

6.2 Sustainable Mobility

LRT ExtensionTime line

Micro Transit Enablers

Decreased TrafficGreen Alleyways

Cycle SuperHW

2019

2015

2023

2027

2030

2012

Sustainable mobility in cities should be based on mass transit systems for the majority of the daily inner city trips of more than 1-2Km. An effi-cient system is one that can compete with private means of travel, both in time and cost, by a seamless integration of modes and capacities. Lagom captures mass transit as a substantial element in the delivery of the urban form, since transit oriented urban design can essentially deliv-er higher densities.

T13 metro line stations already cover the northern part of SRS. With close vicinity to focal points such as the freight industry zone as well as to the old gasworks culture centre, the metro system will be used by different users throughout the week. However, in order to cater the whole site, a secondary system must connect other parts to the metro and Innerstad. Due to the linearity of the site, a transit corridor which can act as the backbone street of SRS is a design alternative that best suits the con-textual spatial conditions. Adding an orbital light rail service that binds together SRS with Innerstad will increase the accessibility of SRS. By merging the LRT with the metro service at Ropsten station, both lines will benefit an improved connectivity and should cater most of the projected demand of the site. We believe such alignment could deliver up to 35K passengers\hour at rush hour.

Mass Transit & Micro Enablers

31



PROPOSEDTRAM LINE



*EXISTINGTRAM LINE




PROPOSEDTRAM LINE



*EXISTINGTRAM LINE


Station

Catchment Area

uncatered Area

0 500

32

6.2 Sustainable MobilityPrivate Mobility Plan

In order to reduce the motorised traffic and present a dramatic dif-ference within SRS to the E20, a rigid traffic scheme must be adopted. Therefore, it is suggested to limit the motorised traffic into a one-way street network over 30% of the streets and to set strict maximum parking regulations. Every block will be car accessible (one edge per block), but 70% of the street space will remain car free. Posing such limitations will render the car as an inefficient mode for local trips.

Decreased Car Flow by a rigid one-way traffic plan- Provide vehicular access to every block- Avoid through flows by a rigid one-way traffic plan- Multi functional main corridor by one\two-way and zero traffic

LRT & Pedestrian Alignment

LRT& two-way traffic alignment

LRT & One-Way Traffic Alignment

33



PROPOSEDTRAM LINE



*EXISTINGTRAM LINE


One-way flow

Two-way flow

Backbone av.

Secondary st.

0 500

34

6.2 Sustainable MobilityActive Mobility

Pedestrian and local travel

Local trips and short distance travel can reduce significantly the need to use mo-torised means of transport. Furthermore, staying local also means enhancing the local economy, helping small-medium businesses, achieving lively streets and essentially reducing the carbon footprint of our travel and consumption cycle. In order to manifest the potential of localism, it is suggested to apply an extensive alleyway network in SRS that would be open for zero carbon modes solely. Walk-ing and cycling will be permitted in every street throughout the development, yet most streets will be car-free pedestrian zones.

In the local, 5 minute walk scale, the network will ensure that every person could use a safe, viable route which will not only be the cleanest but also the shortest to local shops, public amenities and shops. In the wider scale, the network will aim to form a green connection to (and between) the two parks (Royal Djurgrden and Lill-Jansskogen) at the north\south ends of SRS. Focusing on the human scale, the alleyways will integrate a varied streetscape design, offering places to play, meet and relax within a space of movement as well as recreation. The pe-destrian network will be a trademark of SRS, as it will connect both the waterfront promenade with the inner development and the backbone street, which also contains car-free segments.

Cycling

As cycling became a dominant in many Scandinavian cities, it is clear that bicy-cles are a more urban and sustainable, cheaper and a more reliable alternative. Therefore Lagoms cycle plan regards cycling as the dominant means for person-al mobility and suggests to integrate cycling in every street side by side pedestri-an, motorised vehicles and light rail. The SRS bicycle routes will be materialised in different forms, in regards to the street type and riding aim (commute\ local \leisure), so that cyclists could choose a route that best suits their travel needs. By conceptualising: 1. Innerstad-SRS priority routes for fast and direct riding; 2. Merging two-way bicycle traffic in local streets for inner trips, the SRS mobility performance would enhance.

Waterfront Promenade

Green Walkway

35



PROPOSEDTRAM LINE



*EXISTINGTRAM LINE




PROPOSEDTRAM LINE



*EXISTINGTRAM LINE


Backbone av.

Secondary st.

Waterfront

Pedestrian

Cycle

Heated Cycle

0 500

36

6.2 Sustainable MobilityHeated Cycle Highways Policy

- Placing bicycles as a viable alternative 365 days.- Increasing the cycle share considerably - Improving peoples mental & physical healthG

OAL

A pioneering protective shell solution along designated routes that will allow an all-weather active commuting. Our analysis shows that the most influen-tial intervention during wintertime would be along the commuting routes SRS-Innerstad as these pass through exposed terrain.W

HAT

The Heated cycle super highways policy aims to obviate the overall weather conditions by a temporal shell structure whereas heat is provided by the dis-trict heating system. In fact, it uses excess heat from buildings when users leave to work, rendering a better utilization of the district heat resource.

HO

W

Such a project calls for a committed administration to take on the research and development of a prototype, through the experiment pilot before a full-scale infrastructure could be deployed. It is therefore recommended that a local research institution will be granted with a preliminary budget for a fea-sibility study and characterization of the design specifications of the heated shelter pathway.

WH

O

Year-round viability is crucial for realising cycling as a reliable means of transport, however the cold climate poses a significant barrier. In aim to overcome the climatic conditions, this policy proposes to invest in a pio-neering protective shell solution along designated routes that will allow an all-weather active commuting.A study on this matter was recently held in the Netherlands1, has found that:

- Low cycling share is during Nov.-Apr.- Unpleasant streets due to higher air pollution in cold temperatures.- Less outdoor activities and higher tendency for depression.a pilot project was implemented in aim to heat up the lanes surface in order to avoid ice and snow pile, however it does not refer to wind\rain hazards.

1 http://www.wageningen.nl/Actueel/Nieuws/Archief_2013/Wageningen_primeur_met_verwarmd_fietspad

PRO

BLEM

37

Cycle share in Quebec, Canada (2010); Source: http://www.citylab.com/

Copenhagen 55%

Amsterdam 40%

Mnster 33%

Bremen 33%

Malm 30%Source: OECD In: http://www. copenhagenize.com/2009/07/worlds-most-bicycle-friendly-cities.html

Modal share in Stockholm (above) Share of cycling in selected Northern European countries (Below)

Using excess heat from district heating

39Map 21. Regional green structure

UF

DENSITYAND LAND USE

PUBLIC SPACES

Waterfront

Market

DIVERSITY OF TENANTAND DWELLERS

Urban FormWATERFRONT LINEAR PARK

39

6.3 Urban Form

40

WHY AN URBAN GREEN AREA?

GREEN WEDGES

1. The Jarva Wedge2. The Rosjo Wedge3. The Angarn Wedge4. The Bogesund Wedge5. The Nacka-Varmdo Wedge6. The Tyresta Wedge7. The Hanveden Wedge 8. The Bornsjo Wedge9. The Ekero Wedge10. The Gorvaln Wedge

(Stockholmsregionen, 2010).


WHY AN URBAN GREEN WATERFRONT?

IMAGE 1. The 10 Green Wedges Stockholms Royal National City Park

The City of Stockholm located in the region which holds the same name, shares the ownership of the Royal National City Park with other the other two municipalities of Solna and Lidingo, the Cen-tral Government, and some private investors (Na-tionalStads Parke.se, 2015). The National Park is home of diverse facilities located within its bound-aries and forests, among them, museums, thea-tres, castles, hotels, and others. The Ekoparken is a venue where to find virgin nature in the middle of a big city (VisitStockholm.com, 2015).

Stockholm Royal Seaport Lagom Experience is privileged located between three parks within the green wedge of Jarva: Norra Djurgarden in the North, Ladugardsgardet in the South, and Gardet in the West.

Ecological values Social values

TABLE 1. Stockholms Region Green Wedges

- Contact with the cultural landscape- Promoting public health- Contributing towards an attractive urban environment- Quiet areas and climate balance- Access to countryside and close to urban areas

- Woodland harmony in untouched green spaces- Open views and landscapes- Cultural history and living environment- Spots for activities and challenges- Facilities and meeting places

THE JARVA WEDGE

6.3 Urban Form

41

N

0 5 10 20 km15

1. Jrva wedgeincluding Liding

2. Rsj wedge3. Angarn wedge

4. Bogesund wedge

5. Nacka-Vrmd wedge

6. Tyresta wedge7. Hanveden wedge

8. Bornsj wedge

9. Eker wedge

10. Grvln wedge

Urban form is one of the seven Stockholms green economy drivers: Stock-holm has been following a compact and transit-oriented development since the 1950s, which is the basis for its resources efficiency (LSE Cities, 2013) the creation of neighbourhoods arranged along public transport lines and contained by green wedges in order to avoid the citys sprawl. Today, these ten urban forests constitute part of the regions most attractive features: ecological and social values, intertwining the 26 municipalities of the region and constituting the common image of Stockholm (Akerlund, 2011) (see Table 1).

The green wedges have been integrated into Stockholms urban plans as areas that protect from future development, but most of all, for their social contribution (Akerlund, 2011; LSE Cities, 2013). Nevertheless, Stockholms efforts to become a green leader have not been successfully accompanied by a policy to change peoples attitude towards consumption and social integration. In the case of Stockholms eco-districts, the first experience of Hammarby, although its impressive ecological credential, has been evalu-ated as a privileged and socially homogeneous community (Smith, 2010, p. 213). As a response to this, the green wedges can strategically act as a reformer of this condition, great opportunity for the development of Stock-holm Royal Seaport which is located within the worlds first national urban park the Royal National City Park, the capitals major green heaven (Na-tional Stads Park, 2015) (see Image 1).

Even when SRS is surrounded not only by overwhelming ecological parks and a stunning sea view, the existing project has not considered vertical and horizontal connectivity from north to south and from east to west. According to Akerlund (2011, p. 8), larger continuous areas are considered very valuable, but in some parts the green continuity is weak and needs to be strengthened, thus, Lagom Experiences aim in relation to urban form is to take advantage of the sites location and see the development not as a gated community but as a link with the overall city of Stockholm and the sea front.

The City of Stockholm adopted in 2010 The Walkable City plan which aims to strengthen the connections with the central city focusing on strategic nodes to extend Stockholms infrastructure, at the time that not well inte-grated areas are linked with the rest of the city, creating a vibrant environ-ment (LSE Cities, 2013, p. 49). Additionally, one of the citys opportunities is the improvement of the existing cycle ways (LSE Cities, 2013, p. 78). In this way, Lagom Experience pretends to improve the urban parks connectivity not only as green spaces but as public spaces that enhance non-motorised modes of travel. Our response: a waterfront linear park.

Green wedge

REGIONAL GREEN STRUCTURE

Weak green linkExtension of the green structureGreen asset core

Large collective recreational, natural and cultural assets

Source: TRF, 2010.

STOCKHOLM ROYAL SEAPORT

41

42


In order to create a link and enhance the environmen-tal but most of all the social values of the city, a water-front linear park will be developed during the first phase of the project, with the purpose to activate the area and attract people from local and international contexts. The presence of commercial venues, local markets, cultural and public facilities will take to this action.

As it will be developed during the first stage when the majority of the development is still inexistent, a pay up front financial resource is needed: being a low risk land with long term but good profit return, the private sector will see on it an opportunity, benefiting not only by its profits but also contributing to the community development and the synergy between the urban parks. As Van Melik et al. (2009, p. 202 ): private sector involvement could improve the coherence between the public space and adjacent private properties, since an area could be developed as an entity rather than in a piecemeal manner.

DESCRIPTION

42

6.3 Urban Form

43

WELCOME!GATE FOR TOURISTS

HA EN BRA RESA!

WEST A DOOR

TO THE CITY

GATE

NORTHNORRA

DJURGARDEN

GATE

SOUTHSODRA

DJURGARDEN

GATE

OPEN THEATRE

OPEN MARKET

LOCAL MARKET

GREENCORRIDOR

GREENCORRIDOR

WALK-LINK

LOCAL VENUES

GREENCORRIDOR

43

44


44

6.3 Urban Form

45

APPRAISEDLAND

PROVISION

REAL ESTATEFUNDING AND

CONSTRUCTION

PENSION FUNDS

W H Y T H E M ?B U S I N E S S M O D E L

To keep its strong local authority.To guarantee an open public space.

Swedish national leader in life insurance, benefiting not only to international capital.Long term asset allocation: today, only the 4% of this type of funds is allocated in infrastructure.

Swedish expertise developing public spaces.Commitment to contribute to a more sustainable world (Skanska.co.uk, 2015).Business plan vision 2015: ambition to be the leading green project developer and contractor.

Short run: 2015 to 2018. As it will be delivered in the short term, by the time it is finished, the land would have increased its value benefiting the private developers and activating the zone.

Planning, implementation and operation of SRS waterfront. Privately-public owned and managed.

Land owned by the City of Stockholm redeveloped with a direct investment by the private sector. Developed, owned and managed by a consortium: far-reaching cooperation between local government and the private sector.

Given the need to activate the development area, a waterfront connecting the northern and southern parks will work not only as a link but as a public space able to attract people from all over Stockholm.

City of StockholmSkankaSPK

Stockholm has a good, mature and cooperative relation with the private sector (LSE Cities, 2013), thus, a public private consortium will be in charge of the funding, construction and management of this public space. Indeed, according to Australias B20 (2014) and Van Melik et al. (2009), today, the most potential and reliable infrastructure investors for brownfields are insurance companies, pension funds and real estate companies. In the business model of the water-front will participate three different institutions: the City of Stockholm, Skanska and SPK.

CASE STUDIES: Granary Square Kings Cross, New Yorks Privately Owned Public Spaces, Rotterdams Beursplein Square.

A= 60,000m

DESCRIPTION

45

46

Urban FormLOCAL MARKET

With the purpose to act as a public focal point that generates a sense of community, during the first phase a local market will be developed under the same business model as the waterfront: a public private consortium. This local market will enhance the interchange of local products and will be flexi-ble enough to house cultural and business events. Around 6000m of local shops, restaurants, organic markets and an open but shadowed open space that can act as a conference salon will be part of Stockholms vibrant and integrated lifestyle, the Lagom Experience.

CASE STUDIES: Spiltafields Market and Old Spiltafields Market.

A= 6,000m

DESCRIPTION

46

6.3 Urban Form

47

GREENLINK

CULTURAL/ARTS

EVENTS

COME HERE!

GATE FOR TOURISTS,DWELLERS,WORKERS,

STOCKHOLMSPEOPLE

OPEN MARKET

LOCAL VENUES

TRAMSTATION

OPEN/CLOSED MARKET

47

48

Urban FormLOCAL MARKET

48

6.3 Urban Form

49

APPRAISEDLAND

PROVISION

REAL ESTATEFUNDING AND

CONSTRUCTION

W H Y T H E M ?B U S I N E S S M O D E L

To keep affordable commercial space prices.To guarantee an open public space.

Swedish expertise developing retail premises.Sustainability as starting point of the Companys vision Global Report Initiative accountability.

Short run: 2015 to 2018. As it will be delivered in the short term, by the time it is finished, the people would be familiarized with the venue and zone.

Planning, implementation and operation of SRS local marketPrivately-public owned and managed.

Land owned by the City of Stockholm redeveloped with a direct investment by the private sector. Developed, owned and managed by a consortium: far-reaching cooperation between local government and the private sector. Retailers renting the spaces.

Activate the development area, to make the zone attractive to tourists, dwellers, workers but most of all to create a node in the area - between the rest of the city and the waterfront.

City of StockholmHufvudstaden

Given the need to activate the area, it will be delivered in 2018, increasing the surroundings land value in the medium and short term and acting as a wel-coming gate to the tourists entering through Stockholms port. The land owned by the City of Stockholm and redeveloped by the private developer Hufvudsta-den will enrich the known far-reaching cooperation between both sectors, at the time that community life is enhanced.

DESCRIPTION

49

50

DENSITY and LAND USE

16% 8% 17% 35%13%

Projects Phase

1 2 3 40

Density(Units\ha)

Residential Units Share

2019

2015

2023

2030

300 150 180 15085

Total Units 2,400 1,200 2,520 5,2502,040

2012

15,195

166

100%

2027

85

1,785

12%

5

Building Hight Distribution

2-4

4-6

6-10

10+

2035

Located east of the extensive parkland (Royal Djurgrden and Lill-Jansskogen) as well as beyond the intersection of two inter urban roads (E20 & 277) which orbit the Innerstad (city centre agglomeration of Vasastan and stermalm), SRS site is captured somewhat as a satellite neighbourhood, although that in terms of geographical distance it is part of Stockholms Innerstad.

In aim to achieve the sustainability objectives a similar house\jobs densities is suggested for SRS as a whole and Innerstad. Once the proposed LRT+Metro transit combo is implemented we believe it could deliver a capacity of up to 35K passengers\hour. In order to achieve an inner city density, 250-300 persons\Ha[1], it is proposed to increase the total dwelling to 15,000 houses (~200 Persons\Ha) and to keep the 30K job density, in order to maintain a reciprocal flow of dwellers and day workers in a convivial urban space.

With the dominancy of mass transit, walking and cycling there will be no need to design streets according to the ample space regulation for cars. Instead, it is recommended that some car-free streets will span between 8-12m in width as long as unobstructed passageway for emergency requirements is kept. Therefore, the size of many building plots can increase up to 30%. By implement-ing this land acquisition the city council it can generate more rev-enues, increase density and fund additional public services that a higher population density would acquire. [1] Area and population density by City district. Stockholms stads utrednings- och statistikkontor AB. 2007-12-31. Retrieved 2009-04-07. - http://www.usk.stockholm.se/arsbok/b039.htm

6.3 Urban Form

51

Residential Plots

Total: 110ha

8 ha

2 ha

8 ha80%20%

8 ha20%80%

14 ha45%55%

35 ha85%15% 21 ha

90%10%

2-4

4-6

6-10

10+

3

2

1

4 5

6

0

0

2-4

4-6

6-10

10+

2-4

4-6

6-10

10+2-4

4-6

6-10

10+

2-4

4-6

6-10

10+

0 500

2-4

4-6

6-10

10+

Phase 1

Phase 2

Phase 3

Phase 4

Phase 5

Phase 6

Residential use

Commercial Use

52

6.4 Economy

VerticalFarm

Small - Medium EnterpriseEC

Local Business

Skill and Business Training

Coworking Space

Local serviceIndustry

Economic Development Strategy

The Lagom district economic strategy aims to address a num-ber of shortfalls with regard to social integration, cohesion and sustainability in the current SRS strategic plan:

- The main industry sectors are expected to attract large interna-tional companies, due to high land and property prices. - The majority of employment opportunities are expected to be for a high skilled workforce. - The freight and cruise industries are expected to generate a number of adverse impacts on the environment as well as local community.

As such, Lagoms economic strategy concentrates on at-tracting small to medium scale enterprises (SME) to the site and creating a variety of low, medium and high skilled employment opportunities. Vis-a-vis an economic environment in which the finance and green technology industry can flourish.

Apart from the obvious local goods and service businesses, such as corner shops, cafes, hairdressers and dry cleaners, the Lagom district economy developing coworking spaces and ver-tical farming.

53

2

1

4 5

6

0

3

The phasing of the development of vertical farms and coworking space businesses is closely linked to the fi-nancing strategy, which will enable SMEs to settle within SRS. In order to enable SMEs to settle in, the following strate-gy need to be implemented:

- Increasing land value by phasing the development in such a way that employment opportunities are created first. This will establish the area and thus attract interest / demand for the site.

- The increase land sale revenue will then be utilised for subsidised rent and land prices for the first SMEs on site.

- Furthermore, as land prices will be reduced in the south-ern part of the site due to a more cost efficient decontam-ination progress uses, further SMEs will be able to settle on site without the need for further subsidies.

Phasing and Financing of Economic Strategy

Phase1

Phase2

Phase3

Phase4

Phase5

$All companies

$$Large-Medium

$$$Large companies

$$Small and Medium

$Small and Medium

Subsidize

Land Value

Low$

Medium$$

High$$$

Small Medium Large

Residential pricevariety

Vertical FarmLocal Production


High land profitin the long term

Companies size

Incentives

Outcomes

Coworking space

Modern MarketLocal Economy

High profileWaterfront

Phase1

Phase2

Phase3

Phase4

Phase5

$All companies

$$Large-Medium

$$$Large companies

$$Small and Medium

$Small and Medium

Subsidize

Land Value

Low$

Medium$$

High$$$

Small Medium Large

Residential pricevariety



High land profitin the long term

Companies size

Incentives

Outcomes

Coworking space

Modern MarketLocal Economy

High profileWaterfront

Funding Strategy

54

6.4 Economy

Introducing VFs in the SRS will not only improve the environment by reducing transport of goods and CO2 emissions, but also improve the health of the local community by providing organic, healthy and fresh food all year round as well as recycling of emissions from nearby in-dustries, hence improving the local air quality. Moreover it will induce low to medium skilled job creation and could eventually increase land value in surrounding area (Golden, 2013).

GO

AL

A total of three areas within SRS have been identified along the wa-terfront in order to take maximal advantage of natural sunlight for VF, reducing energy consumption.Plantagon International AB, a Swedish company, is currently imple-menting its first VF in Linkoing, south of Stockholm. Funded by the Swedish governments cleantech initiative, this VF will use excess heat and CO2 emissions from nearby industries, and will be integrated with the nearby bio-gas facility (World Architect News, 2012). Green Sense Farms operates a 30,000 Sqft indoor tower in Chicago. This VF produces three to four million pounds of fresh products per annum (Bhanoo, 2014).

WH

AT

The VF will be implemented at the later phases of the development in order to take advantage of subsidised land prices and for learning les-sons from Plantagons fist VF in Linkping.W

HEN

The VF will be linked to the local bio-gas facility. While the VF provide the bio-gas facility with plant residuals, the bio-gas facility provides the VF with nutrients, CO2 and heat, creating a close loop (Plantagon, 2015). H

OW

A public-private partnership, between the city and the developer. Whereas the city will be able to incentivise VF developers with reduced land prices. The future occupier will be obliged to distribute products locally, in order to reduce goods transport.

WH

O

The urban gardening industry is growing significantly (Bhanoo, 2014). However, urban gardening projects within Sweden are limited. With urban space at a premium in many cities around the world, vertical gardens are perfect for tight spatial conditions (Plantagon, 2015). Ver-tical Farms (VF) are predicted to play a significant part in feeding the worlds fast growing urban population (Marks, 2014).BA

CKG

ROU

ND

Lim Chu Kang, Singapore

Linkping, Sweden Suwan, South Korea

Chicago, USA

Vertical Farming Policy

Developer IdentificationTime line

Planning processConstruction

2019

2015

2023

2027

2030

2012

Occupier identificationOperation

55

Local food production and consumption

VF SectionSource: Plantagon

0 500

56

Economy Coworking policy: Working in a Sustainable Way

The unemployment rate has increased since 2008 (Figure), as plenty of local peo-ple cannot correspond to locally high-skilled labour market. According to the fig-ure, Stockholm is served as the centre of new business creation of Sweden with the ascending amount of entrepreneurship, which makes coworking network fea-sible in SRS. Moreover, Stockholm is characterized by its integration of innovative, green-tech industry and a substantial, effective public sector (LSE Cities, 2013). Therefore, Coworking SRS will be benefited from the professional assistance of well-educated and experienced elites and technological resources.

PRO

BLEM

The coworking is a network of two proposed coworking spaces located in the site A and Site B for independent professionals, freelancer and entrepreneurs to host, work, meet and communicate. By using an App, local people can easily find the information of coworking spaces about capacity, amenities and costs. It inte-grates community with small and medium businesses with emphases on attain-ably-priced workplaces. A wide range of training programmes are offered in each coworking space including leadership, technology, business management and other relevant skills in order to satisfy the local labour market.

WH

AT

2018-2020: planning permission and the involvement of stakeholders2020-2026: construction, operation and involvement of stakeholders providing business and skill trainingW

HEN

The preparation of the coworking project will be started from 2018 including plan-ning permission and the involvement of stakeholders and Stockholm City Council will investigate to aggregate students and unemployed people. The construction and operation will be finished by 2026 (phasing 3). Some private companies that concentrate on business and skill training will be involved in this stage to offer Professional assistance and the municipality will provide financial assistance.

HO

W

Impact Hub, one of the first coworking spaces in StockholmStockholm City Council & local communityPrivate companies offering business assistance and training(Such as BIZsailing, Add Insight, Britny and KTH)

WH

O

- Creating jobs for unemployed and low-skilled people and achieving economic-social equity- Reducing basic water, waste and energy consumption of working places- Increasing local jobs, businesses and entrepreneurships - Reducing the needs of commuting

GO

AL

57

0 500

Coworking Space

Serving Extent

Food Provision

58

Economy Stakeholders benefits

90 Main Yard, London. (Public-private partnership)The 90 Main Yard is located in East London. The

London Thames Gateway Development Corporation (LTGDC) has refurbished a former print factory into a creative and entrepreneurial hub providing affordable and inspiring coworking spaces and collaborative working opportunities.

Spark Lab, France (public-private partnership)

Plenty of large firms have revealed their interests on building coworking spaces such as Spark, a busi-ness incubator and Coworking spaces supported by Microsoft France in 2013 in the core of the Sentier neighborhood.

Stakeholders Local Residents Local community Local authority Private Companies

Benefits

Provide a professional infrastructure andbusiness support

Offer a vision and infrastructure for future

resilient community

Contribute to work-life balance by reducing

commuter timeIncrease workforce

productivity

Create a empowered busi-ness and social workplace

Lower ecological foot-print by reducing time to travel and better building and energy management

Increase workforce productivity with

advanced collaborative tools

Potentially increase financial profits

Foster worker autonomy and flexibility

Facilitate new pattern of work and enhance local economy, social cohesion

and community attractiveness

Encourage innovation by offering funds,

technology and services

Contribute to work-life balance by reducing com-

muter time

Create competitive and sustainable work-life

environment

Lower ecological foot-print and better building and energy management

59

Governance

Lagom Experiences phases are designed accordingly to the local government administration. Indeed, Williams (2013, p. 14) states that part of the un-accomplishment of some pro-jects and correct implementation in Hammarby was because the changes in political control over time and clashes in political priorities at different scales can particularly affect the success of the approach each four-year phase will deliver specific finished actions (see page 15).

Taking advantage of the strong presence and power that Stockholms local government has, the municipality role in this project is key: it will be a catalyst, coordinator and enabler of projects (Williams, 2013). As Lagom Experience will be public and privately funded following the current Sweden approach which enhances the private infrastructure participation, the municipality will act as the coordinator between the different stakeholders.

In the development of Lagom Experience, thus, a system approach will be followed, this is, a local government leader of the multi-institutional collaboration. As this instutions will be interested in different sectors (energy, tourism, public spaces, transport) an additional regulatory body will evaluate everyones needs as an independent body the different con-cerns in the development of SRS an ombudsman, a non-profit council built by experts in the different sectors in charge of the assessment of a Regulatory Detail Plan and a Quality Programme, so the private and public companies can be accountable in its sustainability and community records.

By the side of the citizens, accountability will be possible thanks to the mobile application which will have the purpose to monitor every dwellers behaviour related to energy con-sumption. This system will provide a series of incentives by accomplishing different targets and having different discounts and privileges at local stores, taxes and user-fees.

STEERING COUNCIL OF LAGOM EXPERIENCE SUSTAINABILITY

Energy ComitteeUrban form and land use

Comittee Mobility Comittee Economy Comittee

STAKEHOLDERS

Private sector

Stakeholders Local, regional and national government

Public sector Economy Comittee

USERS

Dwellers and retailers

Community

Economy Comittee

USERS

Dwellers and retailers

Community

50

7 Governance

60

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final ssup group report-23-4-2015.pdf

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