STKHLM: Stockholm, Without the CO2

EXECUTIVE SUMMARY STKHLM is a brownfield redevelopment proposal of an old industrial harbour located in the Ostermalm borough on the East side of Stockholm, Sweden. The following report builds on the existing Norra DjurgĂĽrdsstaden (Stockholm Royal Seaport) redevelopment proposal by introducing a revised vision with new interventions, and includes intended implementation procedures such as funding, phasing, and governance mechanisms. The STKHLM proposal focuses on maintaining low carbon emissions in the development through three key interventions focusing on transport, food, and sustainable lifestyles. Part of the revised vision includes a holistic approach to sustainability, focusing on the social, environmental, and economic pillars to promote healthier and happier lifestyles, and a good standard of living.

ABDALLAH NAJIA RUTUJA PATANKAR VALERIA RICCIOLINO CONRAD RICHARDSON MICHAEL KOTOH-MORTTY 3

CONTENT

1

INTRODUCTION

5

2

SETTING THE SCENE

6

2.1 2.2 2.3

11 12

Stockholm in Time, Statistics and Space Overview of the Existing SRS Proposal SWOT Analysis

3

VISION

13

4

STRATEGY

15

4.1

Interventions 4.1.1 4.1.2 4.1.3

4.2

Sustainable Transport Sustainable Food Sustainable Lifestyle

Carbon Reduction

17 31 45 62

5

GOVERNANCE & FUNDING

66

6

PHASING

70

7

CONCLUSION

74

8

REFERENCES

76

9

APPENDICES

78

1 INTRODUCTION

Stockholm Royal Seaport (SRS) is a 236 ha former industrial port located on the East end of Stockholm, which has started undergoing redevelopment creating new residential and commercial spaces (WSP, n.d.). The development is progressive compared to international standards in the way it incorporates a range of innovative technologies as part of an effort to create a sustainable low carbon, energy efficient and socially conducive development (WSP, n.d.). This report studies the existing SRS proposal and the context within which it is being placed, and proposes a revised all-encompassing redevelopment masterplan based on extensive research. Implementation procedures - funding, phasing and governance - are also considered. Finally, project findings are summarized and presented in a concluding segment.

Stockholm, Royal Seaport, Sweden

5

2 SETTING THE SCENE

2.1 Stockholm in Time, Statistics and Space

1952

1966

1967

1970

2004

2007

2010

2030

2050

Radical plan for reconstruction and expansion of the city

European motorways E4 and E20 through Stockholm open

All trams closed to be replaced by buses (only two remained)

Oil Shocks introduced district heating as a stimulus for strategic planning

Olympic Bid prompted Hammarby development

Congestion charge applied to reduce traffic

New tram line from the centre to the National CIty Park opens

Vision 2030 Stockholm aims to be - a World fossil free Class City

Stockholm 1560, Franz Hogenberg

6

2 SETTING THE SCENE

2.1 Stockholm in Time, Statistics and Space

TRANSPORT

<15% of all travel by public transport

39 private cars per 100 people

10-14% traffic reduction from congestion charges (2007)

DEMOGRAPHICS

2.2m

ECONOMY

AGRICULTURE

15th

GOVERNANCE ENVIRONMENT

>35%

top GDP in the world total population

25% population growth (+200.000 by 2030)

increase in meat consumption (1990 - 2005, Sweden)

35% new companies set up in Sweden are in Stockholm

1st

on EU innovation scoreboard

3.1%

of food stuff sold is organically produced (Sweden)

10-25%

55% of GDP goes into government expenditure

70% local spending (strong local governance)

1/3 energy mix: 33% renewables 33% nuclear 33% fossil fuel

3.5t CO2 per person (one of the lowest in Europe) has already surpassed EU 20% GHG reduction target by 2020 with 23% reduction

of food thrown away (Sweden)

7

2 SETTING THE SCENE

2.1 Stockholm in Time, Statistics and Space

SRS, Google Earth

The Stockholm Royal Seaport boasts a strategic location, being close to the city centre, academic institutions, green areas and the sea. The existing vision aims to create a new world-class urban district, which is to become the Baltics’ leading financial centre by 2030. Built on a former industrial site, the SRS presents physical barriers which hinder fluent connectivity. Along with the new developments, the existing policies aim to reuse several industrial buildings, such as the gasworks, to mantain heritage and character of place. Building on the previous experience of Hammarby, the SRS proposal will offer “one of Europe’s most attractive and modern residential environment” (Stockholm Royal Seaport, 2010).

Photos taken on site (see Appendices A)

8

2 SETTING THE SCENE

2.1 Stockholm in Time, Statistics and Space

Stockholm Royal Seaport

Gamla Stan

Hammarby Sjostad

9

2 SETTING THE SCENE

2.2 Overview of the Existing SRS Proposal

“The use of the car is rising faster than population growth, and the share of public transport has decreased since 1980” (Stockholm County Council, 2012)

10

2 SETTING THE SCENE

2.2 Overview of the Existing SRS Proposal EMISSIONS OF GREENHOUSE GASES, STOCKHOLM

GOALS

OUTCOMES

Million tonnes CO2 equiv.

34 KWh

43 KWh

Electricity Consumption per Square Metre

170 KWh

169 KWh

Energy Consumption per Square Metre

A key barrier in achieving the ambitious carbon reduction targets is the high rate of car dependency in the city, as transport accounts for 40% of all emissions - â&#x20AC;&#x153;the use of the car is rising faster than population growth, and the share of public transport has decreased since 1980.â&#x20AC;? (OECD, 2013: 28).

The STKHLM low-carbon vision incorporates policies to lower emissions, pollution and energy consumption, in turn creating a legacy of better mental and physical health, leading to reduced healthcare costs - a feature of urbanism which is increasingly sought after (Jin, 2012).

By emulating this, the STKHLM Strategic Sustainable Urban Plan (SSUP) suggests adding and detailing the existing Stockholm policies in this light by setting interventions and targets around transport, food and sustainable lifestyles in order to achieve a further reduction in carbon emissions. * See Appenix B for existing masterplan

3.2 t

3.5 t

Greenhouse Gas Emission per Stockholm Resident

6%

8.5%

Percentage of Electric Vehicles Stockholm Annual Report, 2013

11

2 SETTING THE SCENE 2.3 SWOT Analysis

S

O 12

• Strong local municipalities

• High degree of social exclusion

• Smart grid

• Office/Housing imbalance

• Function as a port

• Attracting mostly high income individuals

• Proximity to the city centre

• Site contamination

• Proximity to academic institutions

• Limited opportunity for local travel

• Strong economic progression

• High migration rate

• Rebalancing housing and employment

• Car dependency (transport is 40% of emissions)

• Land use and transport integration

• High import of goods

• Improving the social pillar

• Social-economic disparity

• Concept transferability

• Placelessness

• Building on sustainable lifestyle

• High level of unemployment

W

T

3 VISION After careful analysis of different spheres in the city of Stockholm - transportation, demography, economy, food, governance and environment - a holistic understanding of the city’s progress over time was formed. In addition, the existing SRS proposal was studied in order to identify the strengths and weaknesses of the framework.

Based on the analysis carried out, the revised proposal details the strengths, and adds to the weaknesses of the current proposal, while incorporating information of the wider city region. Focusing on three main intervention areas – transportation, food, and lifestyles – the proposal aims to build on Stockholm’s existing progress by minimizing carbon emissions in the mentioned areas, while maintaining an underpinning agenda of improving health, happiness and standard of living.

The vision is supported by a detailed masterplan used throughout the report.

13

3 VISION

SUSTAINABLE TRANSPORT

SUSTAINABLE FOOD

SUSTAINABLE LIFESTYLE

“Reinforcing the city’s existing progress with a regeneration development that tufts together the four sustainability cornerstones, while maintaining a carbon reduction agenda at its core”

14

Scale 1:10000

4 STRATEGY

4.1 Interventions

LAND USE MAP RESIDENTIAL OFFICE MIXED USE COMMERCIAL HOLM1 TRANSPORT HUB SCHOOL HOTEL CAR PARK

Scale 1:10000

15

4 STRATEGY

4.1 Interventions

4.1.1 Sustainable Transport

16

4 STRATEGY

4.1.1 Sustainable Transport EXISTING STOCKHOLM TRANSPORT SYSTEM

Stockholm’s physical structure and travel patterns existing today are a product of the early strategic planning largely influenced by a succession of policy documents first developed in the early 1950s. These policy documents have created a legacy of good connectivity and accessibility characterised by a mix of modal choices (see ‘Modal Split Weekdays’ diagram), which have contributed to the ‘star shaped’ compact urban morphology present today (see ‘Stockholm Star Shape’ visual).

This trend is likely to worsen considering the growth rate of “employment centres outside the city centre” (LSE, 2013: 47). The inner city has been more progressive in its approach to reduce the use of the private car through measures such as the congestion charge which took effect in August 2007 – a pricing strategy to discourage driving in the centre, resulting in a 10—15% decline in motor vehicle CO2 emissions. However, overall efforts remain inadequate for Stockholm to be a truly sustainable city.

The main philosophy guiding the proposed transport strategy is to enable low carbon mobility by making public and active transport more attractive and economical than driving. The STKHLM vision has placed a strong emphasis on integrating transport and land use through a multi-dimensional strategy developed to meet broader social, environment and economic objectives. This is to be achieved using a range of hard and soft interventions, guided towards increasing transport efficiency but more importantly, inducing more sustainable travel behaviour, as CO2 mitigation is preferred over CO2 reduction.

Nevertheless, Stockholm still faces many transport challenges, especially that of car dominance and “relatively low levels of cycling and bus travel” (LSE, 2013: 9). The pre-1950 period was characterised by major road building schemes, which have shaped a dependence on the car, most prominently in the ‘greater metropolitan areas’. As a result, the car based urban form has prevailed to date and the transport sector is still “heavily dependent on fossil fuels responsible for almost 40% of the city’s carbon emissions” (LSE, 2013: 78). *see Appendix C for further details Modal Split Weekdays

Stockholm Star Shape

17

4 STRATEGY

4.1.1 Sustainable Transport

TRANSPORT NODE BOAT BUS BUS 1 BUS 62 BUS 55 BUS 76 METRO LINE NEW TRAM LINE CYCLE SUPERHIGHWAY NEW BUS LINE TRANSPORT STATION TRAM BUS METRO BIKE

18

PRINTED ON TRANSPARENT FILM IN ORIGINAL REPORT

PRINTED ON TRANSPARENT FILM IN ORIGINAL REPORT

PRINTED ON TRANSPARENT FILM IN ORIGINAL REPORT

4 STRATEGY

4.1.1 Transport

Scale 1:10000

22

4 STRATEGY

4.1.1 Sustainable Transport

Sketch: Ropsten Station

23

4 STRATEGY

4.1.1 Sustainable Transport

CURRENT SITUATION

PRECEDENTS The STKHLM vision has been inspired by international best practice examples – and follows 5 key principles:

Ropsten Station, SRS

Ropsten Station, SRS

Modified Image from Norreport Station, Copenaghen

Singh Center, USA

1. Three high-quality strategic and integrated transport nodes design to enable seamless mobility 2. High quality infrastructure to encourage active travel and to filter out the car 3. Policy promoting a shift towards emobility and biofuel technology 4. Compact development with a strong mix of land uses to ensure walkable distances 5. Attractive designs that maximise subjective well-being Ropsten Station will be redeveloped to serve as the principal high-capacity ‘multi-modal’ and ‘multi-functional’ interchange. This will serve as an anchor for the surrounding area, attracting businesses and residents. The multiple modes serving the station will make it highly accessible from both the Royal Seaport and wider Stockholm.

24

4 STRATEGY

4.1.1 Sustainable Transport HOLM1 STATION

PRECEDENTS

Tram Station, Spain

Holm1 Station will serve as a smaller scale interchange connected by tram, bus and bike. This will provide accessibility not only to office workers and residents, but also to Holm1 (see p. 47), the market and the waterfront seating area.

Few changes to the original Tram route are proposed aside from a slight realignment in the South, to enhance connectivity to the Tech City cluster. This route forms a North-South corridor with equal distances between either sides. The tram will be developed in the early stages of the project, which has been justified in the phasing strategy.

Tram Lane, UK

25

Tram Station, Strasbourg

4 STRATEGY

4.1.1 Sustainable Transport TECH CITY STATION

PRECEDENTS

M2 Metro Station, Switzerland

The Tech City multi-modal interchange, with incorporated office space, will serve as the gateway to the tech cluster. It is strategically designed to enable a seamless trip chain from tram to bus.

The Bus routes will be revised. Minor adjustments are proposed to the existing routes (1, 55, 62, 76) and one new line will be proposed to maximize accessibility to the Eastern point of the tech city. Buses will incorporate bike carrying facilities in order to ensure cyclists are not discouraged by the North-South topographical barriers.

Eco Bus, UK

Bike Friendly Bus, Seattle

26

4 STRATEGY

4.1.1 Sustainable Transport

WALKING AND CYCLING WATERFRONT SEATING FILTERED PERMEABILITY WALKABILITY (5mins walk) BIKE STATION

27

Scale 1:10000

4 STRATEGY

4.1.1 Sustainable Transport

Cycling Super Highway, UK

Melbourne City Bikes, Melbourne

Cycle Parking, Proposal

High quality inclusive ‘super cycle highways’ running along the main transport corridors extending into Stockholm’s existing centre and into the Tech City cluster will be proposed. These should be designed with enough width (1.6m) and will be complemented by an abundance of bicycle parking, including some multi-level bike parking around the transport hubs. Furthermore, Stockholm’s already existing bike rental scheme is to be extended to serve the site.

To produce a highly walkable environment, a dense network of shared streets, open spaces and waterfront seating areas will be proposed. To make walking viable year-round, this network will be extended into and through arcades in commercial buildings, furthermore by minimising car use on the site. Such interventions will reduce the need for pedestrians to start and stop in turn, making walking a more attractive and viable experience – as greater distances can be covered in less time.

Shared Space Street, UK

Shared Space Street, UK

Waterfront Seating, Green Bay, USA

28

4 STRATEGY

4.1.1 Sustainable Transport It was felt that realistically the car should still have a place in the Royal Seaport to keep it attractive for Stockholmers who already own cars. However, car users will have to abide very restrictive parking policies to discourage car use.

The main thoroughfare roads are planned away from the office and residential clusters along which exist three peripheral car parks for car owning residents. This serves as a strategy to filter out cars on the site as early as possible. Additionally, car sharing and rental schemes will be made available. *see Appendix D for parking funding strategies

Car Park Building, Abu Dhabi

Car Park Building, Warsaw

Parking Garage, Santa Monica

Proposed Main Street Section

29

4 STRATEGY

4.1.1 Sustainable Transport

Character of Livable Street

A place for people to walk with some leisure

Giving physical comfort

Quality that engages the eyes

Clear definition

Complementarities in building design

Transparency between indoors and outdoors

Good maintenance

Good quality of construction and design

30

4 STRATEGY 4.1.1 Interventions

4.1.2 Sustainable Food

31

4 STRATEGY

4.1.2 Sustainable Food

Food is an important sector due to the nutritional benefits associated with a good and well-balanced diet; however, the growth, import, production, and consumption of food have major environmental implications that result in climate change, and habitat and biodiversity loss (LiveWell for LIFE Report, nd.).

The production and consumption of food in Europe currently accounts for an estimated 20-30% of the total environmental impact for the EU (LiveWell for LIFE Report, nd.). In addition, the food sector has been identified as one of the three main economic sectors considered as barriers in the way of reaching 2020 milestones set out in the European Commission’s ‘Roadmap to a Resource Efficient Europe’ (LiveWell for LIFE Report, nd.).

Sustainable diets have been defined as “those diets with low environmental impacts which contribute to food and nutrition security and to healthy life for present and future generations. Sustainable diets are protective and respectful of biodiversity and ecosystems, culturally acceptable, accessible, economically fair and affordable; nutritionally adequate, safe and healthy; while optimizing natural and human resources” (FAO, 2010: 7).

Staying in line with the project vision of reducing carbon emissions and maintaining a holistic approach to sustainability, the STKHLM Food Council - based in the HOLM1 Central Hub - will be established in order to overlook all food-related activities and transactions within the development. The intention of the council is to provide people with sustainable diets that are nutritional, affordable, desirable, and can be provided at a reduced environmental burden.

Food Waste , G-FEED

Conventional Food Transportation

Food Waste , Safe Food

Food Waste , Safe Food

20 - 30%

OF TOTAL ENVIRONMENTAL IMPACT FOR EU

32

4 STRATEGY

4.1.2 Sustainable Food

STKHLM Food Council aims to reduce carbon emissions through initiatives and policy implementation:

TRANSPORTATION Food delivered to individual homes, eateries, and stores/markets through traditional transportation methods may result in a substantial amount of food miles travelled, and therefore will have a high level of associated carbon emissions. To address this, all deliveries will be made to a central council storage facility in the HOLM1 Central Hub; deliveries will then be dispatched at designated times throughout the day to their final locations through electric vehicles, such as vans and bicycles, in order to reduce the carbon emissions associated with food delivery/transportation.

Food eco-delivery, Foodlogica

DELIVERY SYSTEM

33

Electric delivery track, Autoblog

Hybrid electric bike, Inhabitat

Eco-delivery bike, Transportation Nation

4 STRATEGY

4.1.2 Sustainable Food

PROCUREMENT CONTRACTS The council aims to implement procurement contracts, signed in conjunction with organisations supplying food to the development, in order to manage the quality, price, and types of food, as well as their associated environmental impacts. By implementing such contracts, the council aims to maintain affordable food prices throughout the development, and ensure a certain percentage of the food being sold is sustainable (environmentally and ethically certified) and organic. Organically produced food is important as it reduces the use of chemicals in food production, which has health and environmental implications; in 2010, only 3.1% of foodstuffs that were sold in Sweden were produced organically (The Stockholm Environment Programme, n.d.). The aim of implementing these contracts would be to ensure the availability of good quality food, at an affordable cost and a low environmental impact.

Annual Food Festival, Philadelphia

Farmers Market, Vancouver

FESTIVALS & MARKETS Local food markets and festivals are a good way to encourage food suppliers and consumers to interact, and provide a platform for people to gather, interact, and build a sense of community. The council aims to organize such events in allocated spaces throughout the development to allow local and urban farmers to sell their food and build a repertoire with the consumers. With the aim of promoting local farming in order to preserve farmlands, such events will also provide the opportunity for people to purchase organic foods, providing a healthier alternative to store-bought industrially-grown foods. By promoting urban and locally farmed foods, the intention is to reduce industrial farming in order to preserve farmlands and reduce the environmental impacts associated with the food industry.

34

4 STRATEGY

4.1.2 Sustainable Food

ALLOTMENT ALLOCATION PROGRAMS Allotment farming is a good way to encourage people to produce their own fruits and vegetables, providing a healthier alternative to industrially-grown produce, and reducing the number of food miles travelled and the associated emissions. Also, allotments can serve as a good platform for people to meet and interact, creating a social communal space and an educational platform to teach children about the importance and value of farming their own food. The STKHLM development features 8.6 ha of allotment space, which will be managed by the food council. People interested in allotment farming can apply through the food council, who will then distribute spaces according to availability and spatial requirements. The council will also carry out routine checks after allotments have been allocated, to ensure that they are being used to their potential, and are not being left unattended.

Sketch: Edible Gardens

35

Urban Farming allottments, UK

Urban Farming allottments, USA

Share Garden Proposal, France

4 STRATEGY

4.1.2 Sustainable Food

Shared Garden Proposal, France

36

4 STRATEGY

4.1.2 Sustainable Food

37

PRINTED ON TRANSPARENT FILM IN ORIGINAL REPORT

4 STRATEGY

4.1.2 Sustainable Food

Scale 1:10000

39

4 STRATEGY

4.1.2 Sustainable Food

40

PRINTED ON TRANSPARENT FILM IN ORIGINAL REPORT

4 STRATEGY

4.1.2 Sustainable Food

Scale 1:10000

42

4 STRATEGY

4.1.2 Sustainable Food

EAT S.M.A.R.T. The City of Malmo has incorporated the EAT S.M.A.R.T approach as part of the Policy for Sustainable Food and Development in order to encourage sustainable diets – something that STKHLM Food Council plans to implement as well. This approach is important as it promotes balanced diets, providing people with the necessary nutritional value at an affordable cost and a reduced environmental impact (Policy for Sustainable Food and Development, n.d.). For example, the ‘S’ stands for ‘Smaller amounts of meat’, while the ‘R’ stands for ‘Right sort of meat and vegetables’ (Policy for Sustainable Food and Development, n.d.). As meat production results in a high amount of carbon emissions, reducing meat intake can have environmental benefits; however, meats contain certain nutrients that are beneficial to humans (Policy for Sustainable Food and Development, nd.). Therefore, in order to have a balanced nutritional diet, specific vegetables need to be introduced into diets as well to make up for the reduced meat intake (Policy for Sustainable Food and Development, n.d.).

The intention of the EAT S.M.A.R.T approach is to balance out diets so their nutritional value is not compromised, while their environmental impact is reduced.

S

43

Smaller amount of meat

M

Minimise intake of junk food/empy calories

A

An increase in organic

R

Right sort of meat and vegetables

T

Transport efficient

Policy for Sustainable Food and Development, The City of Malmo

4 STRATEGY

4.1.2 Sustainable Food

WASTE REDUCTION Between 20-25% of all food is thrown away in Sweden, which has implications on climate, land, water, and biodiversity (Policy for Sustainable Food and Development, n.d.; FAO, 2013). The annual quantity of food that is produced globally but not eaten is responsible for 3.3 billion tonnes of added greenhouse gas emissions (FAO, 2013). In light of this, the STKHLM Food Council aims to reduce food-related waste as much as possible, and send the inevitable waste to be used in the production of biogas (for when the Vartan CHP plant converts). In order to do so, the council intends to implement policies to encourage food consumers to be more conscious about waste production; for example, introducing an additional fee (e.g. 5%) in restaurants for consumers that over order can encourage patrons to think twice before ordering large amounts of food. The council also intends to implement educational/awareness programs to encourage people to be less wasteful.

Hammarby Waste Management

Photos taken on site

44

4 STRATEGY 4.1.1 Interventions

4.1.3 Sustainable Lifestyle

45

4 STRATEGY

4.1.3 Sustainable Lifestyle

As part of maintaining a holistic approach to sustainability, an underpinning agenda of ‘sustainable lifestyles’ is to be incorporated as part of the revised proposal. The aim of this is to promote a healthy and happy standard of living for the community, by bringing together the social, environmental, and economic pillars of sustainability. The following section details some of the interventions that will be implemented as part of this concept.

THE NUMBER OF TIMES THE GLOBAL EXPENDITURE ON GOODS AND SERVICES HAS INCREASED

NUMBER OF TIMES FOOD CONSUMPTION AND PRODUCTION INCREASED IN 40 YEARS

PROPORTION OF THE EARTH’S ECOSYSTEMS DEGRADED IN PAST 50 YEARS

THE 2050 COST (in Euros) OF LOSS OF BIODIVERSITY

OF GLOBAL GDP LOST IF CLIMATE CHANGE IS NOT TACKLED

Statistics: Task Force on Sustainable Lifestyle,

46

4 STRATEGY

4.1.3 Sustainable Lifestyle

HOLM1 The proposed redevelopment will feature a multi-functional central hub – HOLM1 – that will serve as a space dedicated to realizing the project’s vision, promoting the concept of sustainable lifestyles. The hub will feature the STKHLM Food Council, recreational facilities, flexible space - used interchangeably as a market, festival space, learning/educational center and conference hall. The facility will be easily accessible, with the intention of bringing together communities from within and outside the development. The central hub, to be constructed in the early stages of the redevelopment, will also serve as a space for community consultation, giving voice to stakeholders helping them shape a more desirable vision and will also play a key role in the cooperative housing strategy (see pp. 59). HOLM1will be cross-subsidised using the revenue stream generated by parking policies.

Community Centre, The Netherlands

47

4 STRATEGY

4.1.3 Sustainable Lifestyle

OFFICE FARM

PRECEDENTS

The Pasona ‘Office Farm’ in Tokyo serves as a good precedent of how such interventions can be successful. Although office farms can be carbon intensive in order to compensate for the lack of natural lighting, this concept contributes significantly to the well-being of office employees – especially considering the amount of time that is spent in offices daily (Asia Society, 2013). In addition, growing produce in offices can reduce food miles substantially, by implementing a ‘farm-to-office-table’ concept, where produce grown in the office farm is served in office cafeterias, providing a fresher, healthier, and less environmentally detrimental alternative to store-bought produce.

Office Farm, Tokyo

48

4 STRATEGY

4.1.3 Sustainable Lifestyle

A sustainable lifestyle is possible through nudging people to understand the benefits they will reap after following certain trends of living. In order to live a healthy lifestyle, it is essential to connect with nature optimally, through growing food, as it also has psychological benefits like reducing stress and improving attention.

Through investing into urban farming people will be aware of the importance of naturally grown food which will also help to improve their health, social, economic and ecological well-being. A developed sustainable lifestyle will have positive effects on the peopleâ&#x20AC;&#x2122;s happiness quotient and promote social integration.

Food system education, Planting crops

Environmental education, Project Learning Tree

49

4 STRATEGY

4.1.3 Sustainable Lifestyle

WASTE IN TONNES, SWEDEN

WASTE MANAGEMENT Based on the succesful example of Curitiba, waste will be seen as a resource by residents and local authorities. As stated by the WWF (2012), participation in recycling waste among citizens in Curitiba quickly “reached 70% in the 1990s”.

Similar strategies and policies will be adopted in the STKHLM proposal, which will actively involve people into cleverly recycling and managing their own waste through a simple yet effective reward scheme.

Exchanging waste for food supplies, feeding dogs , money back and travel tickets will make residents more responsible and aware of current unsustainable practices and environmental concerns. In addition, such integrated thinking will offer a comprehensive improvement of people’s lifestyles and wellbeing.

Exchange Waste for Bus Tickets, Melbourne

Exchange Waste for Money Back

Exchange Waste for Feeding Dogs, Turkey

Exchange waste for school supplies, Curitiba

50

4 STRATEGY

4.1.3 Sustainable Lifestyle

TRAVEL A core component to achieve a sustainable lifestyle is through shaping the environment to encourage active travel and a daily-basis by creating interesting, liveable and human scale streets. This serves to delivering low carbon mobility whilst enhancing and mental and physical health. In the long term, this serves to improve social cohesion and create more meaningful places.

A key component to achieve this strategy is through the application of car reduction principles. The proposed shared streets will enable short walkability distances and keep vehicle speeds slow (5km/h) giving pedestrians more priority offering greater feelings of safety. This will in turn minimise levels of subconscious stress enhancing the overall urban experience and attractiveness.

As lifestyle defines people, all the interventions in the STKHLM proposal will revolve around such concept. In this regard, both transport and food strategies are developed so that people could get maximum benefit to develop a better lifestyle.

51

4 STRATEGY

4.1.3 Sustainable Lifestyle

Exhibition Road, UK

52

4 STRATEGY

4.1.3 Sustainable Lifestyle HOUSEHOLD ENERGY CONSUMPTION, SWEDEN GWH

CAR PARKING Residents who wish to own a car have the option of purchasing a parking space for $18,000, with an additional monthly fee of $250. These Car Parks are strategically located and the adjacent to stations so to get people out of their cars and into public transport.

NUDGING MECHANISM • E-Vehicle driver will have a reduced fee of $12,000; • Car Shares schemes (can split the cost of the space – however each users of the car will have to pay the monthly fee); • A rental scheme for infrequent users.

ENERGY

Heating control app

Energy consumption display, BEDZED

Sishane Park, Turkey

Energy production and consumption contributes significantly to carbon emissions. The revised STKHLM proposal aims to reduce energy consumption even further by nudging people towards more sustainable behaviors. By using technology (HOLM1 Smartphone App) and awareness programs, the intention is to educate people on the environmental and economic benefits of energy saving. In addition to CHP plant, a comprehensive solar scheme is proposed to generate onsite energy. *see Appendix E for housing standards and specifications

53

Morelli Park, Italy

4 STRATEGY

4.1.3 Sustainable Lifestyle CONNECTED & SUSTAINABLE Technology is expected to become part of dailylife, enhancing “citizens lifestyle choices” (Hower, 2014: online) and nudging them towards more sustainable behavior. The “HOLM1” app will serve as a one-stop-shop, giving residents and tourists the opportunity to stay up-to-date with the latest events, activities and promotions. Furthermore, the app will help people to earn and save money through different initiatives (e.g. waste and energy management, food production and fuel reduction), encouraging them see the benefits of adopting sustainable and healthy living.

HOLM1

Smart Home, Quards

Sustainable Apps, Behavior Change

54

4 STRATEGY

4.1.3 Sustainable Lifestyle

55

PRINTED ON TRANSPARENT FILM IN ORIGINAL REPORT

4 STRATEGY

4.1.3 Sustainable Lifestyle

Scale 1:10000

57

4 STRATEGY

4.1.3 Sustainable Lifestyle

58

Waterfront regeneration of a maritime-industrial area, KCAP Architects

4 STRATEGY

4.1.3 Sustainable Lifestyle

HOUSING STRATEGY The STKHLM vision proposes 40% cooperative housing and 60% traditional development led housing. This housing production mix combines elements from Hammarby Sjostad and Freiburg ‘Germany’s Environmental Capital’, this is a deliberate formula intended to create a more social, environmental and economical housing balance.

The Cooperative housing strategy is inspired by the already existing Swedish Cooperative Model (STIL), which makes up 18% of Sweden’s housing stock with 750,000 multi-family housing units (ICA Housing, n.d.). In this arrangement the members-homeowners will finance around 60% of the development cost, and the remaining will be financed through a loan taken by the co-operative.

This model is logistically and financially complex, for this reason Holm1 will provide a space to bring together and inform future residents on the housing option available to them, at the same time as connecting them with architects, developers and solar industries.

This model enables the production of high-quality housing at a more affordable price. Furthermore housing built by residents for residents will help achieve more locally desired outcomes with stronger feelings of ownership all whilst promoting greater architectural distinctiveness. In the long term this will allow for better control over the housing market and reduce energy consumption through appliance sharing. *see Appendix E for housing standards and specifications

Waterfront regeneration of a maritime-industrial area, KCAP Architects

59

4 STRATEGY

4.1.3 Sustainable Lifestyle

1 2

3

4

5

60

Scale 1:10000

6

4 STRATEGY

4.1.3 Sustainable Lifestyle HOUSING - OFFICE BALANCE ZONE ONE

ZONE TWO

ZONE THREE

ZONE FOUR

ZONE FIVE

ZONE SIX

61

4 STRATEGY

4.2 Carbon Reduction

62

4 STRATEGY

4.2 Carbon Reduction The carbon count framework is based on the assumptions used to deduce the carbon emission figures from Earth Day New York (www.countdownyourcarbon.org).The assumptive bases of these carbon counts are: •

0.73 kg of CO2 is released into the atmosphere for every kilowatt-hour (kWh) of energy consumed

•

The average price of natural gas is $1.21 per therm; average price of electricity is $0.106 per kWh

•

20 pounds of CO2e for every gallon of gasoline consumed.

Aside of this, the other assumptions employed in applying this to the STKHLM plan include population increase as provided by Stockholm City Council (Stockholms Stad, 2012), the use of clean energy on the development, reduced energy consumption resulting from lifestyle interventions, freight delivery route optimisation and a projected increase in public transport ridership by providing the infrastructure that goes to cater for these needs. The boundaries of the low-carbon framework are based on the three key themes of the STKHLM plan being Transport, Food and sustainable lifestyles. Some of the limitations in accounting for carbon savings include the fact that the development is still in progress and these are only estimates.

Currently 35% of food waste produced in Stockholm is processed for biogas (Stockholms Stad, 2012). This is a source of energy that could be further enhanced through the office farm initiative. Coffee beans collected from restaurants could be processed into bio-fuels and this could help facilitate the interim transition from bio-fuels to electric vehicles. Coffee beans are normally sent to landfill sites for incineration resulting in GHG emissions. The generated bio-fuels are carbon neutral. The STKHLM plan aims to increase the food waste conversion to biogas to 45% by 2030. The tables below show how much carbon saving could achieved by facilitating locally produced office farm food and switching from food choices that are higher sources of emissions.

FREIGHT TRANSPORT EMISSIONS: Kg CO2e/t.Km

CARBON INTENSITY OF FOOD SUPPLY: Kg CO2e/Kg

63

4 STRATEGY

4.2 Carbon Reduction The current CO2e target per Stockholmer is 3.0t and the energy demand target per new building is 55 kWh/m2. The aim is to raise this target through the proposed interventions, to 1.5t CO2e per resident by 2030 and reduce the energy demand per new building to 50 kWh/m2 by 2030. This target is achievable as Stockholm has demonstrated such track record in the past.

One of the challenges to keeping new buildings within the energy demand target is that some of the already completed buildings in Hjorthagen do not meet this energy efficiency target and would have to undergo a retrofit to bring them into conformity. Between 1990 - 2005, the CO2e per person reduced from 5.4t to 4.0t and from 4.0t to 3.0t between 2005-2015 (Stockholms stad, 2012). The following tables demonstrate how much carbon saving could be achieved by employing certain actions in terms of transport, food and lifestyle including the use of energy efficient channels.

Adapted from www.countdownyourcarbon.org

64

4 STRATEGY

4.2 Carbon Reduction The proposed construction of the biofuel Värtan Combine Heat & Power (CHP) plant will be able to support about 25% of Stockholm’s heating needs and 10% of its electricity requirements, while reducing CO2e by 800,000 tonnes a year. Renewable energy sources such as an onsite Combined Cooling Heat and Power Plant (CCHP) could provide energy in retail outlets or parts of the tech cluster. Westfield Stratford is a precedent for this kind of development (Westfield Group, 2011). Energy paving slabs (pavegen) could also be used in such outfits as power is generated through customers/workers stepping on the slabs at the premise entrance to generate kinetic energy for a site’s LED lights (Westfield Group, 2011).

The policy interventions proposed by the STKHLM plan looks to employ the various actors to effectively engage the community in creating awareness about lifestyles that could have less impact on the environment. *see Appendix F for further details

Westfield Shopping Centre, UK

65

5 GOVERNANCE & FUNDING

66

5 GOVERNANCE & FUNDING The intention of the funding plan is to analyse the redevelopment proposal and ensure its financial viability by considering different costs and funding mechanisms both in the short and long-term. Some project interventions are expected to require large capital costs to start up, but are also expected to release high returns in development value that can be used to cross-subsidise other interventions within the development. On the other hand, certain interventions require small capital start up costs and are expected to keep themselves afloat in the long-term by living on operational revenues.

For the interventions stated in the STKHLM plan to be implemented effectively, governance plays a key role. Stockholm Royal Seaport will be the main agency to oversee most of the administrative and commercial functions through additional support from the Ostermalm City District Council (location of Stockholm Royal Seaport-SRS) and the Stockholm City Council. This will also enable the functionaries/departmental bodies within these institutions to play active roles by embedding the proposed interventions within their existing planning and administrative frameworks. Furthermore, it will create administrative liaison for planning to effectively factor how SRS connects demographically, financially and ecologically with the surrounding parts of SRS including Lidingo.

The following section discusses the nature of some of the STKHLM proposal’s main interventions, how they are expected to be funded, operated, expected return values and governance.

ROPSTEN STATION REDEVELOPMENT The largest of the proposed interventions is the redevelopment of Ropsten Station into a high-capacity multi-functional development which includes office spaces, housing, educational, and recreational facilities (e.g. the skate park). The transport intervention are to be implemented first and will be overseen by Stockholm City Council Department of Transport & Environment, SRS and Storstockholms localtrafik (SL). Once in operation the transport network will facilitate high-quality connectivity throughout SRS enabling a smooth roll-out of subsequent development phases. The high capital cost of the redevelopment project is expected to be borne by the City of Stockholm and SL budget (who receive revenue from Stockholm’s congestion charge and fuel tax). The upfront costs of the contaminated industrial site remediation will be borne by Stockholm City Council. The long lease of office and corporate spaces is expected to unlock the development value and produce substantial returns to cross-subsidise some of the initial costs and other interventions within the development. As the redevelopment is mixed-use, it can be expected that the capital costs come from Public Private Partnerships (PPP) through which SRS would have oversight control.

TRAM LINE EXTENSION & STATIONS The construction of the tram network and the cycling paths will be carried out simultaneously in order to minimise any inconvenience caused to locals and to reduce the carbon footprint of construction.

In addition to the Ropsten Station redevelopment, two new tram stations are also incorporated as part of the revised proposal – one in the central area, opposite the HOLM1 Central Hub and another (Tech City Station) near Loudden (south area), featured as the main connection point to the development’s Tech City. Planning policy could facilitate private developer contribution towards the construction, operation, and maintenance of the tram station in Loudden, as it is part of the development’s Tech City. The funding mechanism could also be a Design Build Operate & Maintain (DBOM).

67

5 GOVERNANCE & FUNDING FOOD COUNCIL This intervention will require a relatively small capital cost in order to establish a headquarters and build food storage facilities in the HOLM1 Central Hub; however, continuous operational costs would be required in order to sustain the council in the long-term. As the council promotes healthy living, the plan is to involve the Stockholm County Council, as it in charge of the public healthcare system, in order to encourage funds and partnerships. The council also intends to involve organizations such as FAO, UNEP, and the Swedish Institute of Food and Biotechnology (SIK) in order to establish partnerships, generate funding, and come up with new and innovative ways to promote sustainable diets. Finally, part of the operational costs of the council is expected to be cross-subsidised using funds generated from the monthly parking fees - estimated at $12 million annually. *see Appendix D for parking fees specification

68

5 GOVERNANCE & FUNDING COMMUNITY SPACE Community spaces will be incorporated into the development to provide a strong character to the place. Ostermalm City District Council is expected to fund public amenities as part of their budget and HOLM1 will be cross-subsidised by the car park sales as well as the European Union and Stockholm City Council. Funding could also be sourced for this from private charity donors, local government grants and corporations. The financial structure could be a Design Build Operate & Maintain (DBOM) in which the public entity that owns HOLM1 could also lease retail and office space to earn some revenue for upkeep and maintenance costs.

Public amenities and HOLM1 are to be administered by the Ostermalm City District Council which currently takes care of similar functions in Stockholm.

For example, they could offer training to park users, and appoint ambassadors to involve young people and help encourage social cohesion between the varying participant groups.

HOUSING/OFFICE SPACE Considering the expected population and enterprise growth, the Royal Seaport can serve to help meet to the these growing demands. The costs of market-led housing and office development are predicted to be borne by the private developers which include Erik Wallin, Svenska Bostäder, Ericsson & Primula Byggneds. They could also liaise with agencies like Stockholm Business Innovation to secure foreign direct investments like pension funds. VINNOVA, being the information technology (IT) section of SRS development, will oversee the implementation of IT strategies including the use of energy (Stockholms stad, 2009). This embraces technologies to help households monitor their energy use, collaborating with firms to use IT strategies for procurement and reduce the need for travel through the embedding of digital signatures in policy. VINNOVA will also use energy actors like Vanttenfall & Fortum to install e-charging points to enable the transition towards greater e-mobility. The co-operative housing is to be constructed bellow market rates, and will therefore require some subsidisation from the unlocked land values generated by high-end housing and from the redevelopment of Ropsten station.

69

6 PHASING

70

6 PHASING Phase 1 in Hjorthagen has already been completed and is mainly composed of housing. This existing Hjorthagen development features adequate sporting facilities; STKHLM plan looks to better involve Hjorthagen residents by linking them to housing, offices, schools, Ropsten Station redevelopment and the HOLM1 public meeting place during Phase 2 (2015-2020).

The transport strategy including the redevelopment of Ropsten as a major transit interchange, tram extension, bus stops, cycling and road network for the entire development are key implementations for the start of Phase 2. This transport network will then serve as a pivot for the roll-out of the remaining phases by providing adequate connectivity to the area. In order to actively involve residents during the process, the STKHLM plan suggests the use of actors like Östermalm City District Council, being a parent body to Stockholm Royal Seaport, to facilitate the organisation of meetings/events for potential residents to visit the area and also gain knowledge about how the development aims to promote sustainable lifestyles. This will also set the stage to create an effective awareness of the low-carbon strategy among incumbent and future residents.

The proposed Tech City in the Södra Värtahamnen area will be implemented within Phase 3 (2021-2030) alongside housing, offices, hotel, retail and waterfront redevelopment. An extension of Phase 3 is allocated to the upper part of Loudden and this could also serve as a part of the Tech City, bordering Phase 4 in the same area. With HOLM1 situated strategically for good social inclusion, the Tech Cluster and other retail activities will create mixed use as in all the phases and maximise the effective use of space. Phase 4 (2031-2035) is a flexible phase and could inculcate a mix of housing and office space as well as a market.

1

2

3

4 71

6 PHASING

72

Scale 1:10000

6 PHASING The Stockholm Plan (Stockholms stad, 2012) aims to build 10000 homes and 30000 office spaces by 2030. The revised proposal includes 16000 homes and 30000 office spaces by 2035 (flexible), according to the following timetable. The key actors include Svenska BostaĚ&#x2C6;der, Erik Wallin, Primula Byggneds, Byggvesta, NCC and Ericsson. From this deduction, the STKHLM plan details the estimated units of housing and office spaces across the phases in the table:

*

*

*

*

*

*

*Zoning referred to page 60

73

7 CONCLUSION

74

Building on Swedenâ&#x20AC;&#x2122;s environmental progress in carbon reductions, this report presents a revised proposal for the Norra DjurgĂĽrdsstaden/Stockholm Royal Seaport project, with a vision that focuses on carbon reduction and promotes a holistic approach to sustainability. By detailing phasing, funding, and governance mechanisms, a realistic framework is presented on how the project can be executed. The proposal focuses on transportation, food, and sustainable lifestyles as the three target areas whereby different interventions are to be implemented. A carbon counting framework was created as part of the revised proposal, and new and reduced carbon reduction targets were set for the development. The revised STKHLM proposal envisions a contemporary flagship development that fits in seamlessly with its surrounding context, and provides precedent for sustainable developments of the future.

75

8 REFERENCES Asia Society (2013). “Multimedia: Downtown Tokyo ‘Office Farm’ Takes Green Building to New Heights” [Online] Available from: http://asiasociety.org/ blog/asia/ multimedia-downtown-tokyo-office-farm-takes-green-building-new-heights [Accessed 2 March 2015].

Count Down Your Carbon (n.d.). “Carbon Count Assumptions”, Earth Day New York. [Accessed 20 Ferbuary 2015]. Available from: http://www.countdownyourcarbon.org/our-assumptions.html Environment and Health Administration (2012). “Stockholm Environment Programme 2012-2015” [Online] Available from: www.stockholm.se [Accessed 10 March 2015].

FAO (2010). “Sustainable Diets and Biodiversity: directions and solutions for policy, research and action” [Online] Available from: www.fao.org [Accessed 10 March 2015].

FAO (2013). “Food waste harms climate, water, land and biodiversity – new FAO report” [Online] Available from: http://www.fao.org/news/story/en/ item/196220/ico- de/ [Accessed 6 March 2015].

Jin, X. (2012), “Guang Yuan Low-Carbon Development Path Based on SWOT Analysis”, Journal of Sustainable Development, 5: 8. [Peer Reviewed Journal]. [Online] Available from: https://www.questia.com/read/1P3-2736873471/guang-yuan-low-carbon-development-path-based-on-swot [Accessed 08 April 2015].

LiveWell for LIFE Report (n.d.). “A balance of healthy and sustainable food choices for France, Sweden, and Spain” [Online] Available from: www.livewell- forlife.eu [Accessed 10 March 2015].

LSE (2013). “Modal Split Weekdays” [Online] Available from: http://files.lsecities.net/files/2013/06/LSE-2013-Stockholm-Final-Report-webhighres.pdf [Accessed 11 February 2015].

Malmo stad (2010). “Policy for Sustainable Food and Development: The City of Malmo” [Online] Available from: http://malmo.se/English/SustainableCity- Development/Sustainable-food-in-Malmo.html [Accessed 2 March 2015].

Norra Djurgårdsstaden Stockholm Royal Seaport Hjorthagen (2012). “Existing and planned public transport in Stockholm Royal Seaport and links to the city centre” [Online] Available from: www.stockholm.se/international [Accessed 10 February 2015].

OECD (2013). “Green Growth in Stockholm, Sweden”. OECD Green Growth Studies. OECD Publishing [Online] Available from: http://dx.doi. org/10.1787/9789264195158-en [Accessed 09 April 2015].

Shrink That Footprint (2012). “Shrink Your Food Footprint” [Online] Available from: http://shrinkthatfootprint.com/shrink-your-food-footprint [Accessed 20 March 2015].

76

Stockholm Royal Seaport (2010). “Stockholm Royal Seaport” [Online] Available from: www.stockholm.se [Accessed 3 Fe- bruary 2015].

Stockholms stad (2009). “Green IT Strategy for the City of Stockholm. City Executive Office” [Online] Available from: www.stockholm.se [Accessed 3 February 2015].

Stockholms stad (2012). “Norra Djurgårdsstaden Stockholm Royal Seaport Hjorthagen– towards a world-class Stockholm” Stockholm City Council [Online] Available from: www.stockholm.se/international [Accessed 3 February 2015].

Stockholms stad (2012). “Stockholm action plan for climate and energy 2012–2015 WITH AN OUTLOOK TO 2030” Stockholm City Council [Online] Available from: www.stockholm.se [Accessed 3 March 2015].

Stockholms stad (2012). “Stockholm action plan for climate and energy 2010–2020” Stockholm City Council [Online] Available from: www.stockholm.se [Accessed 9 April 2015].

Stockholms stad (2012). “Urban Mobility Strategy” City of Stockholm Traffic Administration [Online] Available from: www.stockholm.se/trafiken [Accessed 3 March 2015].

Stockholm County Council (2012). “Public Transport” [Online] Available from: www.sll.se [Accessed 1 April 2015].

Stockholm Star Shape (2012). [Online] Available from: http://files.lsecities.net/files/2012/12/Transport_Stockholm.png [Accessed 10 February 2015].

Stockholm Annual Report (2013). “City of Stockholm Annual Report” [Online] Available from: www.stockholmannualreport.se [Accessed 4 April 2015].

Sweden Sverige (n.d.). “The Swedesh Recycling Revolution” [Online] Available from: www.sweden.se [Accessed 10 April 2015].

Sweden Sverige (n.d.). “Energy use in Sweden” [Online] Available from: www.sweden.se [Accessed 10 April 2015].

Westfield Group (2011). “Take A Look At The Future of Shopping” Westfield Stratford City E20 [Online]. Available from: www.westfield.com/stratfordcity [Accessed 11 April 2015].

WSP (n.d.). “Stockholm Royal Seaport” [Online] Available from: http://www.wspgroup.com/en/What-we-do/Project-Case-Studies/Stockholm-RoyalSeaport-/ [Accessed 11 April 2015].

UNEP (n.d.). “Task Force on Sustainable Lifestyle” [Online] Available from: http: www.unep.fr [Accessed 16 March 2015].

77

9 APPENDICES

78

9 APPENDIX A

EXISTING SITUATION AT THE STOCKHOLM ROYAL SEAPORT, FEBRUARY 2015

Photos taken on site

79

9 APPENDIX B

SRS PROPOSED PLAN BY THE CITY OF STOCKHOLM NEW DEVELOPMENT EXISTING DEVELOPMENT

80

Scale 1:10000

9 APPENDIX C CONTEXTUALIZING TRANSPORT

The Royal Seaport is slightly away from the centre and for this reason its redevelopment necessitates ambitious efforts to enhance accessibility and connectivity both locally and with the surrounding context. The site is connected by the T-Bana, which passes through the site at Ropsten Station, and by the E20 motorway, which dissects the Royal Seaport. Strategies and policies have been succeed since 1950 up to today. The latter will be briefly described below: • 1953 General Plan: this served as a framework to focus new suburbs along the expanding metro lines, forming high-density housing clusters around public transport nodes encouraging Transit Oriented Development.

• 1962 Downtown Plan: this was a strategy to enhance connectivity and walkability in the CBD (Leung, 2007). To do so, the main urban arteries were moved underground and a number of high capacity central car parks were developed in an effort to reduce the number of private vehicles in the city centre.

•

1999 City Plan: this document encouraged infill development of former industrial zones to better control urban growth and minimize sprawl.

• 1.

2.

3.

4.

2010 The Walkable City: more recently Stockholm has outlined four growth strategies for Stockholm until 2030: Continue to strengthen central Stockholm Focus on strategic nodes, Connect city areas which are not well integrated with the rest of the city Create a vibrant urban environment

81

9 APPENDIX D PARKING - FINANCING AND PREDICTED REVENUE STREAM The Stockholm Royal Seaport will comprise of 16,000 residences with a typical tenure between 2 to 4 residents. Considering 5000 already been built this leaves 11,000 to cater for. The development aims to have a car ownership level as low as 0.5 cars per household â&#x20AC;&#x201C; this is to be achieved through high-quality public transport and policies to discourage car use. The STKHLM proposal plans to only provide 1,500 apartments with underground parking spaces, which residents will have to bid for â&#x20AC;&#x201C; though disabled and e-vehicle owners will take priority. The remaining vehicles will have spaces in three peripheral car parks with a total capacity of 4000 residential spaces. These spaces will cost $18,000 for regular vehicles and $12,000 for E-vehicle owners; this is to serve as an incentive for electric vehicle uptake. Furthermore owning a car park will require and additional monthly fee of $250.

This strategy not only discourages car ownership by also provide a cash flow, which will pay for the car parks, and in the long-term the operational surplus generated can be used as a cross subsidy to fund the food programme and HOLM1.

From the analysis, the upfront parking space fees will generate somewhere between $50-70 million; this money will be used for the construction of these multi-story car parks (these can potentially go on sale prior to construction). Furthermore the monthly fees will generate up to $12 million a year, which can be used as a cross subsidy to fund the HOLM1 centre and food council.

82

9 APPENDIX E HOUSING STANDARDS AND RECOMMENDED SPECIFICATIONS The following outlines recommended building standards to achieve a highly efficient and low impact building stock, this is followed by a brief justification as to why a cooperative housing model has been encouraged.

Material - Extensive use of renewable materials - Encourage use of locally sourced timber - Encouraged use of water based paint Construction - Existing construction methods area already of a high standard - South Facing building orientation to maximise on solar gains - Using recycled on-site materials wherever possible UCD Roebuck Castle: Dublin, Ireland - Linoleum Floor Finishes - Floor covering made from materials such as solidified linseed oil, pine rosin, ground cork dust, wood flour, and mineral fillers Design - Passive House standards (supported by an information sessions for residents) - Annual <15kWh/m2 per year in heating and cooling - Designed with a peak heat load of 10W/m2 - Total primary energy consumption must not be more than 120 kWh/m2 per year - The building must not leak more air than 0.6 times the house volume per hour - Photovoltaic roofs (essentially inexhaustible, naturally regenerative) - Triple Glazed Windows (U-value 0.8W/M2K) - High-performance double-glazed curtain walls (U-value 1.2 W/m2K).

- Use of LED lights - Air Tight Insulated Façades (130mm foil-faced and taped PIR boards) - Head Recovery Ventilation - Grey Water harvesting (used for flushing) Rieselfeld: Freiburg, Germany Justifying cooperative housing: Generally, co-operative self-build housing models are generally more effective at delivering energy efficient housing, because it is in the future residentsâ&#x20AC;&#x2122; best interest to create a home with low operational costs. Whereas property developers often try to minimise construction costs as they have little incentive to create highly efficient buildings considering it is not them paying the utility bills. Meeting these higher environmental standards typically costs between 10-18% more to build; however in the long them they significantly reduce energy losses and utility bills by up to 90%.

83

9 APPENDIX F CARBON REDUCTION STRATEGY - TRANSPORT CARBON COUNT

Adapted from Stockholms stad (2012) Stockholm action plan for climate and energy 2012–2015

84

Adapted from Stockholms stad (2012) Stockholm action plan for climate and energy 2012–2015