Access Nacka

A planning strategy for Nacka to 2030 & beyond

Executive Summary The Access Nacka plan represents an aspiration to build a connected, equitable and vibrant Nacka city, increasing accessibility for all at all levels by the year 2030, in the context of Greater Stockholm metropolitan region.

The plan addresses the concept of accessibility in three different dimensions (social, environmental and economic) and in three different scales (macro, meso and micro), proposing actions, policies and projects oriented to increasing connectivity, local identity, social equity and creating quality public spaces.

Therefore, Access Nacka masterplan proposes four strategies from vision to intervention: (i) connectivity and job opportunities, maximising the use of public transport as well as active modes, adding coverage to the majority of neighbourhoods in the city and overcoming physical barriers; (ii) availability and affordability of housing, creating mixed communities and enabling lower income groups to own homes; (iii) actives streets, providing physical connectivity for all users, regardless of their physical or social conditions, as well as, designing vibrant places; and (iv) attractiveness and local identity, creating a new cultural hub in Kvarnholmen area.

Once all actions, policies and projects are successfully implemented, Nacka will be a highly connected and accessible city for residents, commuters and visitors.

Table of Content 1. Introduction .........................................................................................4 2. SWOT Analysis ....................................................................................6 3. Concept of Accessibility.....................................................................12 3.1.Vision.........................................................................................14

3.2. Planning Strategy.....................................................................15 4. Proposals..............................................................................................16

4.1 Connectivity & job opportunities..........................................17

4.2 Availability & Affortabilit of Housing....................................23

4.3 Active streets.............................................................................28

4.4 Attractiveness & Local identity...............................................32 5. Governance...........................................................................................37

5.1. Governance structure..............................................................37

5.2 Participatory Planning.............................................................38 6. Phasing & Costing...............................................................................40 7. Funding.................................................................................................42

7.1 Initial funding...........................................................................42

7.2 Complementary funding - Revenues.....................................43

7.3 Considering for funding to housing......................................44 8. Conclusions..........................................................................................46

BENVGTC7 Sustainable Urban Developement Project: Nacka City 2030 University College London Date: 24th April 2018 Word Count: 7,490 Group B2 Isidahome Aligbe Cristobal Andradez Luis Strengari

Phoebe Annett Katy Huaylla Maryam Saad

1. Introduction

N

acka has been developed as a relevant sub-center in the context of the Greater Stockholm metropolitan region during the last decades. Trend indicates that Greater Stockholm will continue to attract more people for years to come. As such, the proximity of Nacka to the downtown of Stockholm provides a local advantage to a continuous consolidation as a relevant community. However, there are certain issues and drawbacks in Nacka city, which in general are reflecting the development of Greater Stockholm also: social segregation and ghettoization, income inequality, housing shortage, limited job opportunities and loss of municipal control.

Conversely, the metropolitan region has certain advantages over other urban centers, such as a small carbon footprint, strong environmental stewardship and engagement, fossil-free policy for 2050 and employability in green sector (LSE Cities, 2013; Jo Williams, 2017).

Both issues, strengths and the future of the territory, can be summarized in one concept: the lack of connectivity and accessibility to services and opportunities. Both current and potential residents and visitors of the commune can only have a social, economical and environmental-conscious, in other words, sustainable development, if sufficient conditions of physical and affordable accessibility are provided, regardless of the conditions of each social group.

4

Ac c ess Na ck a : Int ro du c t ion

The Access Nacka plan is based on the concept of provision of accessibility, which allows both residents and visitors to access, not only in a reliable way, but also in a potential way, to necessary services and opportunities for their subsistence in society. Based on the definition of this concept, the vision of Access Nacka aims to build a connected, equitable and vibrant city, increasing accessibility for all at all levels by the year 2030.

Nevertheless, accessibility can be provided at different scales: macro, referring to a regional level, as it would be the Greater Stockholm metropolitan region in this case; meso, referring to a local level such as Nacka commune; and micro, relating to a tactical level, such as one of the several neighbourhoods of Nacka. The vision of this plan contains actions, policies and projects where accessibility is equally important for the three levels.

The structure of this plan is the following: First, analysis of strengths, weaknesses, opportunities and threats identified in the territorial diagnosis stage in Nacka. Second, the concept and vision of accessibility that inspires this plan is defined in more detail. Afterwards, the vision is translated into the detail of four complementary strategies that will give life to the concept of accessibility by the year 2030 in the commune. Finally, the last part of the plan relates to aspects of governance, costing and funding, in order to carry out the Access Nacka proposal for the next 12 years.

2. S W O T Analysis Strengths • Many green and open spaces and the archipelago recreation area • Close proximity to Stockholm Centre • Good commercial provision in Sickla • Well established existing community • Areas of dense housing in Nacka Strand and Finntorp • Tram service between Sickla and Hammerby • New metro agreement providing good connectivity • New bridge to Kvarnholmen reducing its isolation

Weaknesses • ⅔ of land is privately owned • Major road creates a barrier through the area • Lack connectivity of northern area of Kvarnholmen (bad transport links) • Storaengen has poor access to commercial centres • No direct connections to high density job areas around the city • Area between Sickla and Järla not attractive to cycle or walk through • Street design prioritises cars • Poor waterfront connections

Threats

Opportunities • Densify around new transport hubs, away from highways • Design more accessible buildings for all • Create green spaces within housing blocks • Unusual topography will give a sense of identity • Enhance waterfronts to create a scenic route to the centre • Using water ferries for better accessibility • Redesign local streets to be less automobile centric • Enhance leisure and recreation opportuni-

• Community cohesion impacted by high density • Rapid implementation could affect the quality of dwellings and services and threaten the natural environment • Road users ‘passing through’ could reduce sense of ‘Place’ • Active mode choices affected by topography & cold weather • Displacement of original residents due to change of original character or amenities • Sudden influx of people could threaten the natural environment

ties for tourists and locals

To propose an effective and sustainable plan for Nacka city, it is important to conduct an in depth analysis of the current situation, establishing both the critical issues to be addressed and the existing strengths of the area to be further utilised. In this way, focussed and effective policies can be crafted to suit Nacka’s unique context. The following analysis was undertaken through studying maps, existing development reports and through conducting a site visit.

6

Ac c ess Na ck a : Swot Ana ly s is

S trengths

Tram Road Bridge High density development

15mins to Stkhlm centre

Existing Community Natural Conservation Sickla Shopping Area Proximity to Stockholm Centre

The key strength of Nacka is its open green spaces and proximity to archipelago vacation area. Daily experiences in green space for urban dwellers is important for general wellbeing and health as it encourages active recreacreation such as walking or cycling (Ferris et al., 2001). For this reason, Nacka’s green space must be protected and maintained and be made easily accessible for all residents including those less mobile (Imrie, 2000).

The region has a well established existing community who are an important resource in guiding planners in building a better city. Though many areas are

low density and car dependent, there are existing pockets of relatively dense housing with good commercial provision which would provide an established base to build sustainable dense, mixed communities (Rayle, 2015).

Due to housing shortage in stockholm (Musterd & Andersson, 2005), there is high demand for housing in Nacka for all socio-economic groups. Proximity to Stockholm and beautiful scenery will help Nacka to compete with other local areas for new residents.

Access Na ck a : Swot Ana ly s is

7

W eaknesses

Lack of Transport Connectivity Car Dominated Local Streets Highway is a Barrier Järla

Weak Connection to Waterfronts

Sickla

Area not conducive to walking or cycling

Lack of commercial Provision

The key issue in Nacka, from which further problems stem, is lack of connectivity leading to car dependence. Existing residents are not well connected to local commercial areas by public transport and there are not sufficient job opportunities in Nacka to support a large population.

Residents must therefore travel into Stockholm or to surrounding areas which given the current levels of service, necessitates car ownership.

8

Ac c ess Na ck a : Swot Ana ly sis

This problem is exacerbated by street design which does not prioritise pedestrians which makes areas such as Jarla difficult and dangerous to walk through.

Furthermore the 222 road severs Nacka reducing access to the green space to it’s North and contributing to local air pollution.

O pportunities

Ferry Accessibility

Recreational Activities Hilly Topography for Activities and Character Waterfront Paths Densified Development

The extension of the blue metro line from Kungsträdgürden brings a great opportunity for sustainable growth in Nacka (Nacka City, 2016). By increasing transport links to Stockholm and reducing the cost of this journey (in terms of time and money), the area will become more accessible to people from all socio-economic groups (Medda, 2012). This opportunity will act as an impetus to further develop other modes of transport in Nacka to gradually change from a car dependent area to one that relies on a balance of modes namely walking, cycling and public transport.

Green Spaces within Dense Development

The waterfront holds great opportuAccess to nity as an alternative transport route Waterfront but also for recreation. By beautifying this area and increasing its level accessibility, it would act as an attractant for potential residents and tourists.

The hilly topography provides opportunity for more adventurous recreation activities which differentiates Nacka from surrounding kommunes.

Access Na ck a : Swot Ana ly s is

9

T hreats

Risk of High Density

Hilly Topograpgy affecting Active Modes Weather affecting Active Modes Environmental Threat

Busy road affecting the area negatively Though there are great opportunities for positive change in Nacka the rapid growth in housing planned as part of the metro agreement (SLL, 2016) could threaten the existing population and natural environment if not implemented in a considered manner. A key risk of such urban regeneration projects is Gentrification (Musterd & Andersson, 2005) which could lead to wealthy enclaves and displacement of existing residents. It could be argued that the Swedish model of universal rather 10

Ac c ess Na ck a : Swot Ana ly s is

than residual welfare (Magnusson & Turner, 2008) does not challenge this process and therefore urban planning tools must be used to encourage a balanced and cohesive community.

Gentrification and moving out

Regional Scale

Bromma

Nacka is a beautiful place where an island and a big city meet (Visit Stockholm AB, 2017),located in the Greater Stockholm metropolitan region and currently aiming to create the best conditions for knowledge sharing, creativity and innovation, and with this an open and sustainable society

Royal Seaport

Stockholm Centre

can be constructed (Nacka Kommun, 2016). The region offers a variety of transport links, such as highways and bridges connecting different cities around Stockholm county, and ferry transport

Östermalm

Norrmalm Kungsholmen

connecting some of the most commercial areas. However, the infrastructure is still limited, which has increased inequality mainly for migrant communities, segregation and gethorisation, and consequently reduced significantly community cohesion, social equity, and quality of public areas.

General Problems in Stockholm include:

Gamla Stan

Nacka

Södermalm

• Undersupply of rent controlled housing • Gentrification (Musterd & Andersson, 2005) • Integration of 1st and 2nd generation refugees (Musterd & Andersson, 2005)

Hammarby

• Very few subsidies in the housing sector (Lindbom, 2001) On a macro level, neighbouring municipalities near Nacka such as the Royal Sea Port, Hammar-

neighbourhood for young families and visited by 13,000 people a year. A new feature to the

by, among others, are all currently being redeveloped with more residential developments as well as

eco-district was to integrate several infrasystems in the planning such as technical infrastructure,

schools and care homes.

mobility and communication infrastructure, building infrastructure etc. “The Hammarby model

Royal Seaport “is one of the largest urban development projects in Europe, with at least 12,000 new

includes energy conservation measures in which the goal is to reduce heat consumption by 50%

apartments and 35,000 workplaces scheduled for completion by 2030” (Stockholms Stad, 2015, p.2). It

and use electricity more efficiently compared to the Swedish average.” (Ignatieva & Berg, 2014).

aims to contribute to a Stockholm that is diverse, growing and providing a rich variety of experiences and forming an urban district which will enable future challenges management (Stockholms Stad,

Stockholm’s Södermalm, was once a ‘down-at-heel suburb’ but now “ranks as the Swedish capital’s

2016). The plan for the Royal Sea Port includes efficient public transport, energy-efficient building

coolest neighbourhood” and is a known hipster hangout and “associated with IT start-ups, luxury

that use energy from renewable sources, green spaces and environmentally-friendly projects that sup-

lofts, lavish beards… peculiar flavours of coffee” (Walker, 2017).

port the ecosystem.

Many of the developments and interventions from the other municipalities provide substantial op-

Hammarby Sjostad currently met high environmental targets through the use of a well-developed

portunities for residents and tourists through job creation, sightseeing, well being and a sustainable

masterplan and had high levels of investment in infrastructure that supported environmentally friend-

living. Nacka city can also learn from examples in nearby areas, reinforce its strengths, mitigate its

ly housing and resident lifestyles (Future Communities, 2009). Hammarby houses 11,000 residential

drawbacks and take advantage of its own potentia,l strengthening its local identity among its citi-

apartments, along with comprehensive provision of new public transport links, green public spaces

zens and around the Greater Stockholm metropolitan region.

and leisure facilities. It has been converted from a polluted ex-industrial site to a popular eco-district

Access Na ck a : R eg i ona l S c a l e

11

3. Concept of Accessibility Based on the key issues and main areas for development identified in the site analysis summary: 1. Segregation, poor connectivity, limited opportunities and employment 2. Lack of availability and affordability of housing 3. Poor quality of local streets and public spaces 4. Low levels of attractiveness and local identity It is clear the limited levels of accessibility in different levels and aspects in Nacka city, such as limited access to jobs, housing, quality public spaces, poor connectivity between neighbourhoods, low levels of people’s local identification with their own city, and high levels of social inequality, especially for migrant communities.

How to address the issue?

What do we understand as accessibility?

According to Jones & Lucas (2012), accessibility provides measures of the degree to which people can reach the goods and services that society considers are necessary for them to live their daily lives, but with an emphasis on potential/capability rather than actual behaviour.

The levels of accessibility provided to a group of inhabitants might enable them to access specific activities, particular resources or services necessary for their subsistence in the society. However, the concept is more focused on the capability of those social groups, more than in their behaviour. In that sense, accessibility can be provided in a variety of manners and/or scales, 12

Ac c e ss Na ck a : C onc e pt of Acce ss ibi l it y

such as macro, meso and micro (ibid.); which means that high levels of accessibility can be undergone by individuals, if the three levels of accessibility are encouraged with the same importance.

Three levels of accessibility Macro | Called also strategic level, it is related to the extent land use and transit network are able to provide facilities to travel between different local areas in order to reach specific needs such as employment, education and health. Lack of accessibility at macro level enable low levels of productivity, growth, economical, social development, city attractiveness and local identity.

Meso | Focused on the level of facilities for movement and ac-

cessibility provided at the neighbourhood scale, including connectivity, and permeability of the network and of various transit systems and the interconnection between them. Low levels of accessibility at meso level might not only increase segregation and poor connectivity, but also can encourage social inequality and reduce social interaction and community cohesion.

Micro | It is related to the people movements, specific physical

features of the urban form, and the level of facilities provided to allow people execute various activities. Disregarding accessibility at micro level is likely to affect negatively quality of the physical built environment and generate disadvantages to specific social groups including low-income inhabitants, disabled people, infants and the elderly.

Accessible as Connected

Segregated Disconnected

Attractive - Accessible Unattractive

Boosting economic growth - Access to new businesses

Limited economic growth

NACKA Weak environmental practices

Strong environmental schemes in practice Access to air and environmental quality

Lack of opportunities,services, jobs Social Inequality

Shortage of Housing

Access to Opportunities and Services

Social equity -Accessible for all

Equitable and affordable access to housing

Access Na ck a : C oncept of Access ibi l it y

13

3.1 Vision Accessibility is of great importance and based on the Site Analysis, there are key issues and main development areas that need to be addressed, such as: • Strengthen connections at different scales - between neighbourhoods in Nacka city and Stockholm • Improve social equity and opportunities for all • Reinforce existing environmental schemes, enabling access to a better quality of life In accordance to the concept of accessibility, our vision for Nacka city aims to:

“

Build a connected, equitable and vibrant city, increasing accessibility for all at all levels.

”

By increasing the levels of accessibility in the three different scales, macro, meso and micro, we aim to build a city with high levels of connectivity, consequently reducing current levels of segregation; increase the level of

14

Ac c ess Na ck a : Vis ion

social equity and community interaction by improving current transit modes and providing a variety of transport alternatives accessible for all social groups; finally increasing quality public space and local identity, therefore ensuring better levels of quality of life for all.

Three guiding principles Macro level Meso level Micro level

Increase the levels of connectivity and local identity Increase the levels of social equity Increase the levels of good public spaces

3.2 Planning

Strategy

from vision to intervention

Below explains the relationship and correlation between the key areas for development identified in the site analysis summary, with the three levels of Accessibility, focused in the three different scales, regional, neighbourhood and local level, particular objectives in each level, and finally, the specific projects proposed in each level, aiming to address the key issues identified initially.

Regional Access to Jobs / Opportunities Connectivity / Economic development / Job opportunities

Macro Strategic accessibility Key areas of development

Meso Network accessibility Micro Street accessibility

Local | Municipality Access to housing / Services / Public spaces for ALL Connectivity / Diversity / Affordability / Social equity / Quality environment

Neighbourhood Access to Culture / Public spaces / Liveable streets / Community activities Public and cultural spaces / community engagement / Active travel / Quality environment

• • • •

Ferry Metro Jobs Cultural Hubs

• • • • • •

Tram Cycling Cable Car TDM Social Housing Hubs

• • • •

Cycling Walking Car-free areas Urban parks

Access Na ck a : Pl ann i ng St r ateg y

15

Tramline Transport Housing

4. Proposals Masterplan strategy

Cable Cars Ferry

Community Gardens & Urban Greening Active Streets Attractiveness & Local Identity

R

Transport

4.1 Connectivity & Job Opportunities The concept of accessibility in the transport strategy is explored as a matter of network connectivity, which may be defined as the ‘degree of completeness of the links between nodes’ (Robinson and Bamford, 1978) and its relation with job opportunities in the city itself and in the entire Stockholm metropolitan area.

The vision for Nacka transport is to maximise the use of all various transport modes and cover the majority of neighbourhoods in the city, even those segregated by hilly or physical barriers. The proposed system aims to improve not only daily work-home commutes and interchanges by public transport, but to also enhance short-distance trips (first/last-mile connectivity) and to support low carbon and active modes for a greener and healthier future in the city.

The following figure summarizes the proposed transport network and the three key proposals for Nacka: tram, cable car and ferry transport.

Active modes (walking and cycling) and interchange strategies are detailed in section 5.3 of this report.

Cable Car

Tram

M Metro

R Rail

Figure 1 - Proposed Transport Network Access Nack a : Tr ansp or t

17

4.1.1

Tramline and Stations

An extension of the existing tram system is proposed to run from Hammarby to the northern neighbourhoods, Nacka Centrum, Nacka Strand and Jarlaberg, as shown in Figure 2. The proposed tram creates a loop with the high capacity system (metro and rail) and connects new residential developments to the business and commercial areas - Sickla and Nacka Centrum.

The tram concept design was inspired from good practices such as Amsterdam and Manchester, so in local streets the tram will share the street with private cars and there is step-free access with multiple entrances at street level. The stops were allocated based on the proposed new developments in each neighbourhood and on the existing bus stops.

Trams were primarily chosen due to the integration with the existing line running from Hammarby, but also because the system tends to be more energy-efficient, cleaner, last for longer, cope better with bad weather, and they are more attractive to the users (Elledge, 2016). The existing bus lines in the region will be diverted to other areas dominated by private car users, such as Storängen, Finntorp and Nacka Östra.

Figure 2 - Proposed Tramline and Stations

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Ac c ess Na ck a : C on ne c t iv it y and j ob opp or tunit ie s

4.1.2

Cable Cars

By envisioning the challenging topography in Nacka into transport opportunities, two cable car lines are proposed to connect strategic nodes in the city. Besides the tourism attractiveness factor, the proposed cable cars are inspired by the MedellĂ­n and Rio de Janeiro projects (Davila, 2011), where daily commute is the key focus.

Nacka citizens will use the lines as a transport mode, interchanging in the main hubs to massive public transport, accessing jobs and commercial areas and/or completing the first mile/last mile in an efficient, environmentally sustainable and pleasant way.

The two proposed lines are illustrated in the following figures.

Figure 4- North-South line (3D view)

Figure 5 - West-Eats line (3D view)

Figure 3 - Proposed Cable Car Line

The North-South line will run for 1.4 km from Sickla to Finnboda, where there is respectively a shopping/commercial centre and the ferry hub/waterfront. It will also make stops in Henriksdal and Kvarnholmsvägen, two main areas of residential developments with tram stops. The West-East line will run for 2.1 km from Svindersviken to Nacka Centrum, making an additional stop next to Järla metro station.

Once again, the line will cover a vast residential area next to the proposed Cultural Hub (see section 5.4) and make connections to metro stations and the city centre.

Access Na ck a : C onne c t iv it y and j ob opp or tu n it i es

19

It is important to highlight that the design was conceived by considering the topography and the existing/proposed developments, so all the pillars, stations and cables are not crossing any building, but they are allocated in the highest areas with foundations in solid rock and they are not violating any privacy limits for local citizens near the lines. Figure 6 overlays the topography contour lines, all developments and proposed lines to illustrate these considerations. Figure 7 shows the earth profile along the cable car lines.

Due to the financial attractiveness added near the stations, the cable cars will be primarily funded by private finance initiatives, as it was successfully executed in London and Singapore (Kumar, 2016) - see section 13 for further details.

Figure 7 - Earth Profile for Lines N-S and W-E

4m 9m 13 m 17 m 22 m 26 m 30 m 35 m 39 m 43 m 48 m 52 m 56 m 61 m 65 m

Figure 6 - Cable Car Design Considerations

20

Ac c ess Na ck a : C on ne c t iv it y and j ob opp or tunit ie s

4.1.3

Ferry System

Similarly to the cable cars, the proposed ferries take advantage of an abundant natural resources in Nacka: water. They were designed based on the existing public ferry system in Stockholm metropolitan area (Figure 8), which is underused and not well-known even by local citizens, and in the concentration of workplaces and job opportunities all over Stockholm (Figure 9).

By integrating both these variables, the city will reconfigure and improve the existing infrastructure and connect business areas across the entire metropolis.

As shown in Figure 10, three lines are proposed for the new ferry system.

Two local lines (North-South and West-East, running all day) and one express (central hubs during rush hours) are going to cover stops in Nacka (northern neighbourhoods and Hammarby, with a key hub in Finnboda) and regional stops throughout business areas in Stockholm, such as the City Centre and the Royal Seaport.

Figure 8 - Existing public ferry system (Sjövägen, 2018) Express Bromma

Local | North-South Local | West-East

Stockholm Centre

Östermalm

Norrmalm Kungsholmen Gamla Stan

Södermalm

Figure 9 Workplaces concentration in Stockholm (Stockholm Business Region, 2016)

Nacka

Figure 10 - Proposed Ferry System Access Na ck a : C onne c t iv it y and j ob opp or tu n it i es

21

Waterfront Infrastructure To support the use of ferries and promote other activities in the north coast of Nacka, a waterfront redevelopment is proposed to follow the transport investments. Based on successful cases in New York City and Hammarby (see figures below), linear parks, boardwalks and pier regenerations are going to serve as transport hubs, leisure attractions and green infrastructure.

marby Sjรถstad Ham

Finally, besides the waterfront development, it is important to highlight that the ferry transport needs to follow a phased growth, where infrastructure will be improved and delivered according to the seasonality and demand generation, in a way that gets into a reliable frequency with efficient transport, pleasant rides and happy citizens.

w Ne

Th eT r

k-

on of Hudson Riv i t c er se a Pa c e r b i

York

New Jersey

22

Ac c ess Na ck a : C on ne c t iv it y and j ob opp or tunit ie s

nce - Austr a r e a li a Esp

Housing

4.2 Availability & Affordability of Housing 4.2.1

Aims

Improving access to housing will ensure Nacka is an attractive place to live for a broad range of residents which will in turn facilitate thriving and sustainable social and economic ecosystems in the area.

The aim is to facilitate strong community cohesion and improve access to good quality housing for all demographic and income groups. In order to achieve this, the following policies will: 1. Create socio-economically and demographically mixed communities 2. Encourage long-term residents rather than transience 3. Enable lower income groups to own homes 4. Make affordable housing options more attractive for developers, ensuring economic sustainability Housing opportunities will not be successful in achieving these aims alone, they will be provided in conjunction with access to education, community cohesion initiatives and access to strong transport links (Musterd & Andersson, 2005). The selected housing policies (Figure 11) must be geographically spread with no one tenure type more dominant in any area.

10% Co-living, 1,400 units 25% Naked Housing, 3,500 units 30% Rent Control, 4,200 units 35% Private sale at market rate

Private(sale(at(market(rate Naked(Housing( Student/coCliving(rental Rent(controlled

35% 25% 10% 30%

%%%%%%%%14,000 (((((((((((4,900 (((((((((((3,500 (((((((((((1,400 (((((((((((4,200

Units% %%%%%%%%14,500 (((((((((((5,075 (((((((((((3,625 (((((((((((1,450 (((((((((((4,350

14,750 (((((((((5,163 (((((((((3,688 (((((((((1,475 (((((((((4,425

Figure 11 - Housing policies

Access Nack a : Hous i ng

23

4.2.2

Naked Housing

Nacka’s Naked Housing policy will offer access to high quality home ownership to a wider variety of income groups. Under agreement with the municipality, housing will be built in a liveable state with all necessary amenities but without complex interior finishes or furnishings. Homeowners will then gradually construct the interior of their houses, investing sustainably in their homes over a period of time.

This model attracts residents who are committed to making a long-term personal investment in their homes and the local area. It generates a diverse range of architectural styles and will be faster and less costly to develop than other residence types (Wassenburg, 2015).

+0

Site and final price agreed between municipality and developer

+ 6 months

‘Naked House’ is built and sold to an individual under agreement that they will not resell for 10 years

+ 10 years

Owner ‘dresses’ house by gradually developing the interior according to their own design Homeowners are supported by municipality-run worshops and forums to learn design and DIY skills and share ideas with other Naked House owners

Figure 13 - Brickstarter, 2012

Figure 12- Superlofts, 2018)

24

Ac c ess Na ck a : Hous ing

This policy is inspired by the ‘Incremental Housing’ approach used in Constituciòn in Chile where housing was achieved at USD7,500 per unit after a magnitude 8.8 earthquake left many city residents homeless. It was highly effective in providing quality housing quickly on a large scale and over time has produced strong communities and vibrant and varied architecture (Guardian, 2016). Further examples of the success of such a policy include the low-income housing project Klushuizen in Rotterdam and a mayor-supported scheme in London where houses will be offered at 40% below the market average (Naked House, 2017; Independent, 2017).

4.2.3 Co-Living Co-living will increase access to housing for young people and prevent transience. Purpose built housing with communal living spaces will be rented to students at a rate agreed with the municipality of Nacka. In a Co-Living arrangement, residents will have a private bedroom and bathroom but will share other spaces including a kitchen, living room, bar, gym, laundry facilities and garden. In Nacka, residents of 1 year or more will have the option to continue to live in such accommodation up to 2 years after graduation ensuring they will not be priced out of the area whilst establishing their careers and can continue to invest socially and economically in the commune.

Private student housing is a well-established tool for sustainable urban regeneration (MacIntyre, 2013). Dubbed ‘recession-proof ’, it was one of the best performing sectors during the global economic downturn implying guaranteed rates of return that indicate a low risk policy. Student housing should be geographically dispersed to ensure benefits will be widely spread and cyclical downturns between terms will not be deeply felt (MacIntyre, 2003).

Key Benefits of Co-Living + Increased cultural activities and vitality of local area + High density + Stimulates local economy + Historically low vacancy rates = low risk investment + Students do not impinge on local supply of affordable housing + High quality of student housing + Addresses the issue of ‘brain drain’ + Social living environment supports students’ wellbeing

Access Na ck a : Hous i ng

25

Shared garden space Private rooms with en-suite bathroom Shared kitchen and dining areas Library and reading rooms Quiet living rooms Large open plan bar/cafe open to the public Amenities: gym, laundry etc

Figure 14 - Co-living Visual

26

Ac c ess Na ck a : Hous ing

(Images: SMU,2017; WeWork,2018)

Community Gardens and Urban Greening 4.2.4

R

pG o t f oo

arden Project

-M o

Cu

ouse Gar H n de ra n

al

Improving ‘Access’ Cu

House Gard n a en r

p Garden - Mo o t f ntr o ea Ro

l

+ Facilitates community cohesion (Ferris et al., 2001) + Helps overcome language barriers between residents, particularly immigrants

re nt

Access Nacka ensures all residents have ample access to green space. The transport policies in section 5.1 will ensure residents have access to recreational areas through public transport and active modes. Further to this, urban greening will be considered for all new developments, this can be achieved through tree planting, shared gardens (including rooftop gardens) and local parks (London, 2018). Native evergreen plants and greenhouses should be employed to tackle the variable climate. In addition to improving the local environment and mitigating the effects of climate change (London, 2018), there are a multitude of social benefits to raising the urban green ratio (see fig, list).

Inspiration was drawn from Graze the Roof in Montreal and Curran House Garden in San Francisco where rooftop gardens are actively used to educate children about nature, agriculture and sustainability and to facilitate the integration of those who don’t speak English and those with social issues into the local community.

+ Supports ‘Green’ education and healthy living (Mandel, 2013) + Environmental justice (Ferris et al., 2001) + Opportunities for social interaction Access Nack a : Hous i ng

27

4.3

Active Streets

One of the important elements considered within the concept of accessibility for Nacka are its streets and the use of them. The streets and roads design must provide physical connectivity for all users, regardless of the physical or social conditions of each one of them. But additionally, the streets must be a vibrant place for people, causing an appropriation of public spaces through daily use. Both issues must be combined with a vision of long-term sustainability for the city, particularly in the field of urban transport.

4.3.1 Complete

Streets

The Complete Streets concept (City of Edmonton, 2013) includes an interesting mix of the use and design of tactical interventions on the streets. In the first place, the streets are effectively facilities that allow the movement of people from one point to another. But also the streets should be thought of as a place of destination in its own right. For this, we propose the agreement of a Complete Streets Policy at the municipal level, where any tactical intervention in the streets contemplate streetscape amenities, such as benches, trees, garbage bins or any other element that allows the people to stay in the urban space.

28

Figure 15 - Link and Place Principle (City of Edmonton, 2013)

Figure 16 - Streetscape Amenities (City of Edmonton, 2013) Ac c ess Na ck a : Ac t ive st re et s

4.3.2 Traffic

Management

The traffic management measures proposed in this plan for Nacka Among the social and environmental benefits of these three measures is the inare three, with the main objective of promoting more sustainable crease in equity in public space and the incentive to use active modes. Also, among the economic benefits, there is an increase in municipal revenue for the pricing of modes of transport and decreasing the use of private cars. roads and parking, in addition to an increase in sales in commercial areas, due to Firstly, the implementation of Electronic Road Pricing (ERP) is the attraction of new users. considered for the two main roads of the municipality (Värmdöleden and Värmdövägen), using the same technology already implemented for the Stockholm Congestion Charge. The objective of the ERP is to decrease the use of private cars within municipality roads by imposing a charge for the use of the main streets.

Secondly, the declaration of Parking Policy Zones is considered, located in the vicinity of commercial areas in Sickla and Nacka Centrum. Within these areas, on the one hand, the available parking spaces will be reduced, and on the other, fares of the remaining parking spaces will be increased. Along with the materialisation of new forms of public transport and the improvement of conditions for cycles and pedestrians, it is expected to reduce the flow of private cars in commercial areas.

Finally, this plan also considers the declaration of a Car-Free Zone in the Kvärnholmen area, where the development of housing projects and a cultural hub are contemplated. With both the provision of parking outside this area and the arrival of the new tram line, it is expected to achieve a vibrant area oriented to pedestrians.

Car-Free Zone

Parking Policy Zone

Electronic Road Pricing

Figure 17 - Traffic Management

Access Na cka : Ac t ive st re et s

29

Network

The cycle path network is a highly consolidated element within the commune. This plan considers the construction of certain missing links to strengthen the network, particularly in Jarla and Vikdalen. As an incentive to the intermodality with other modes, the development of four massive cycling parking lots are contemplated, which are located in strategic public transport hubs.

However, the cycle is not only a mode of transport. The transformation of 8 km of the cycling network in leisure routes in the northern part of the municipality is contemplated, taking advantage of the natural environmental assets and the waterfront, generating a tourist circuit in the commune.

iration nsp

gI

- Cycle Pa g r ki n ibu

Fr e

4.3.3 Cycling

Mobility Cycling

Figure 18 - Proposed Cycling Network

30

Ac c ess Na ck a : Ac t ive st re e t s

Express Routes

New Routes

Cycle Parking

Leisure Cycling

Leisure C ycl in n atio pir ns

Leisure Routes

n

st e r Fo

gI

Ash do w

Connecting existing networks, active mode encouragement and intermodality at key hubs

New 8km netork, waterfront regeneration, tourism and natural environment development

4.3.4 Interchange

Points

Intermodality in mobility is a key element for the concept of accessibility in the commune, giving users different transport alternatives. With the policies and projects that this plan proposes, key interchange points are created within Nacka, combining cable car, tram, metro, rail, car and cycling in nine points of the commune.

Cable Car

Tram Metro

Rail

Ferry

Cycle Parking

Car Parking Figure 19 - Interchange Points Access Na ck a : Ac t ive st re et s

31

4.4

Attractiveness & Local Identity Old Mill Hotel New Buildings

Local Market

Opera Hotel

Existing Buildings Car-free Streets Multipurpose building and library

Figure 20 - Kvarnholmen map

Stockholm: The ‘Unicorn’ Factory (ISBR,2018)

Marina

First the Old Mill will be turned into a hotel that embraces the previous local industry through its theme and by dedicating an area to a museum. This will accommoKvarnholmen will be only a ferry ride away from the cultural and tourdate Stockholm’s growing need in hospitality and help meet the targeted additional istic hub, Gamla Stan, with great views of the Stockholm city scape and 1900 rooms by 2021 (Stockholm TCOS, 2017, p.12). waterfront so we thought we should create a complimentary environAn artistic flare and function is foreseen for this island; therefore, an opera will be ment for locals and visitors. added since the local musical theatre, Gäddviken Dekorverkstad, in close proximity in Finnberget will be replaced by residential facilities in the new plan.

32 Ac c ess Na ck a : Att r a c t ive ne ss & L o c a l Ide nt it y

Along with the traditional amphitheatre, multiple recording and practice studios will be built, to support the city’s growing music industry and add a contemporary twist (Invest Stockholm, 2016). On top of the hill, a versatile multi-purpose building for event use, galleries, exhibitions and a library is will be built.

In contrast to the chain business dominated Nacka Forum and Sickla Köpkvarter, along the shorelines, in the marina and around those new cultural facilities a concentration of local bars, restaurants, cafes and retail brands is foreseen, offering a more “Swedish” and native vibe to the destination. To attract these new and independent businesses, the local council could adapt incentivising policies for small industries such as discounts on licences and lease prices and process simplification (DfBIS, 2012). The collaboration with the city’s advisory and business incubator services is another good way to reach these targeted entrepreneurs, which already exist in Stockholm’s start-up ecosystem (ISBR, 2018). To go along with the theme and meet the residents’ needs, a local market offering fresh and home-grown produce is planned on the island well.

The overall integration of nature and pedestrianised streets will create a pleasant environment and enhance the street activity and therefore generate more profitable retail sector in the neighbourhood.

Another element that is added to this cultural hub is the regeneration of the old gas depots nearby, right below Finnberget. The renovation of the oil storage rooms has been done by KUAB since 2009 aiming to create a 10,000-car parking facility (Backfjard et al., 2016). Suggesting that these amounts would be too extensive, especially with the new masterplan providing so many public transport opportunities to decrease car dependency, the two major tunnels will be reused for leisure and social purposes instead, inspired by the Romanian Salt mines in Salina Turda and Gwangmyeong Mining Cave in South Korea. These regenerations have included ranged from aquariums, light shows, ampitheater, mini golf, mini bowling, billiard and table tennis tables to wineries (OKTO, 2017; Salina Turda, 2013).

Figure 22 - The interior of one of the Bergrum tunnel in Nacka (Backfjard et al., 2016) Figure 21 - A vision of Kvarnholmen by designer Kjellander Sjoberg (2012) Access Na ck a : Att r a c t iveness & L o c a l Ident it y

33

Figure 23 - Location of Bergrum in relation to Kvarnholmen

Two entrepreneurs suggested to convert these storage caves into indoor tennis courts in 2016 (Irina, 2016), which demonstrates the willingness of locals to think out of the box for more innovative uses. Possible uses that are proposed for the Bergrum include bars, gyms, cinema, tennis courts and playgrounds.

This will be particularly useful and attractive during the long, cold winter months.

Figure 24 - Winery in the Korean Gwangmyeong Figure 25 - Light exhibition in the Korean GwangCave (OKTO, 2017) myeong Cave (OKTO, 2017)

34

Ac c ess Na ck a : Att r a c t ive ne ss & L o c a l Ide nt it y

Figure 26 - Main Hall and Staircase in (Salina Turda, 2013)

Figure 27 - Leisure area in Salina Turda (Salina Turda, 2013)

It was decided to keep the other tunnels to serve as parking spaces to cope with the previously mentioned car-free policy in Kvarnholmen, especially that it is optimally located under new residential development and right before the entrance to the car-free island. (See Appendix 1)

Tunnels 27-28: L 130 m / H 30 m / B 20 m [For leisure]

Service and Emergency route for the cultural hub, with connections between the two tunnels

Public Route in and out the parking facilities

In terms of funding, part of KUAB’s renovation includes the costs of shaft installations, lifts, stairwells, logistics and surface layers (Backfjard et al., 2016), which should take care of most of the financials.

This scheme will offer local job opportunities in Nacka together with the post-industrial revitalisation and regeneration of the area to conserve its surrounding natural environment and promote its sustainable use and enjoyment.

Tunnels 11-16: L 115 m / H 15 m / B 15 m [For parking] Entrance from direction Central Stockholm

Publich Route in and out of parking facilities

Elevator Shafts

Figure 28 - A Modified Figure to show the functions of tunnels and shafts in Bergrum – Original from (Backfjard et al., 2016) to be found in Appendix 1

The two bigger tunnels were chosen to be the leisure destination firstly due to their bigger width, allowing for more diverse functions. Secondly, because they had separate parallel tunnelled connections that would optimally serve for easy mobility between the two tunnels, as well as service and emergency routes for cars and humans, without disruption.

Access Na ck a : Att r a c t iveness & L o c a l Ident it y

35

5. Governance 5.1 Governance

Structure

The governance of this plan must be established within the formal institutional framework of Nacka municipality. Nowadays, this institutionality is based on processes, where in the first place, the policies are defined by the City Council and by the different ad-hoc committees.

Additionally, this control unit will also be the direct link between the municipality and the different stakeholders, both other public institutions, or private organisations and citizens.

Control Processes

WC

City Management Offices

Municipal Boards -Work and Business -Recreation -Culture -City Planning -Nature and Traffic -Social Care -Education -Electoral -Elderly People -Guarding

Support Processes

Auditors

City Council Committees UDC

Main Processes

Then, these policies are represented and executed through different projects, led by the Municipal Boards and the Chiefs Executive Units, supported by the municipal Support Units (financial, legal, etc.).

All processes are controlled by City Management Offices. It is in this place where the new Nacka Plan Control Office should be located as a unit of control of the objectives, policies and projects contained in this plan in the form of several processes, to be then executed by the remaining units already existing within the the municipal institutionality.

City Council

Chief Executive Units

Nacka City Hall Ltd. Nacka Energy Ltd. Nacka Water & Waste Ltd. Nysätra Property Ltd.

AC Nacka Plan Control Office

Municipal Production

External Production

Support Units

Figure 29 - Nacka municipality organisational chart Access Na ck a : G over nance

37

5.2

Participatory Planning

Governance also involves the collaborative construction of policies and projects associated with the objectives of this plan. Therefore, each policy or project identified in the framework of this plan must have a participatory planning process, which will be oriented in the first place to generate an engagement procedure with different stakeholders, which can be trusted and understood by all interest groups and increase levels of transparency and participation. On the other hand, this participatory process will support the decision-making process, by adding different views and criteria among stakeholders.

This methodology, known as a multi-actor multi-criteria analysis, was already used in Nacka municipality about projects involving a new water/sewage system and a new road plan in 2004 with satisfactory results (Danielson et al., 2008).

A wide identification of stakeholders will be necessary for participatory planning processes, both public and private, and both regional and local groups as well. For instance, Stockholm County Government, private developers, metro and ferry operators, local neighbourhood associations, among others, should be included.

38

(Huang, 2018) Ac c ess Na ck a : G ove r nanc e

£

Kr

6. Phasing & Costing Nacka municipality planned three stages to deliver all new developments from 2015 to 2030 and a metro line by the end of 2025 (Nacka Kommun, 2016). Based on these two time frames, the proposals described along this report are going to mean additional costs and planning for the city.

To advise the municipality in construction phasing and costing to implement the proposals, numerous case studies around the world were analysed as inspirations to estimate the duration and average cost of each strategy. The foreign construction productivity was translated into the Swedish reality (working time and man-hours) and the construction costs were converted to British pound sterling (GBP - ÂŁ) and calculated to the net present value (2017). The Gantt chart (Figure 30) illustrates the proposed phasing for each project, providing a clear estimation of start date, duration, subtasks and its relation with other proposals.

40

Ac c ess Na ck a : Phas ing & C o st ing

Figure 30 - Construction phasing

Project/Strategy

Inspirations

Tram Extension

Manchester Metrolink, UK Sheffield Supertram, UK Leeds Supertram, UK Lund Tram, Sweden European Investment Bank Montenegro - Kotor to Cetinje Medellin, Colombia Taiwan, China Rio de Janeiro, Brazil New Delhi and Jammu & Kashmir, India Sentosa NYCEDCIsland, Ferry, Singapore New York, US Sjövägen, Nacka, Sweden Ressel Rederi, Stockholm, Sweden

Cable Car

Ferry System

Waterfront Regeneration

Hammarby, Sweden Piers 62/63/64, New York, US Hudson River park, New York, US

Cycling Network & Facilities Berlin, Germany German government’s National Cycling Plan, Germany

Total Cost (£m) 106.4

24.1

26.4

49.5

5.9

Cultural Island and Hub

Salina Turda, Romania

15.5

Decking & Street Design

Klyde Warren Park, Dallas - TX, US

14.7

Park & Ride

European Parking Association

12.5

Electronic Road Pricing

Singapore

19.4

Car-free Zones

European Parking Association

Total Implementation Cost (£m) - 2017 price

4.5

278.9

Table 1 - Implementation cost Access Na ck a : Phas i ng & C ost i ng

41

7. Funding

Funding schemes aim to cover all funding necessary for planning implementation, delivery and operation, considering the whole project lifecycle of all initiatives. Implementation of some projects, such as traffic demand management (TDM), implementation of the metro and tram, will enable generation of additional funds, as toll revenues, to reinvest in the implementation of complementary projects and/or for operations and maintenance assuring sustainable development in the long-term.

Funding mechanisms will be explained in further detail considering two main groups: (1) Initial funding, regarding mainly public, private and international funds, and (2) Complementary funding, which relates specifically to revenues. Both will enable successful and sustainable planning, implementation, management and maintenance, contributing to the achievement of Nacka city vision (see Table 2).

7.1

Initial funding

a.

Public Funds | An important part of the initial funding was already

committed by the government and the local municipality of Nacka. For example, the funds for the Metro extension were already committed by the government (Nacka Municipality, 2013). Additionally, the strong economic growth of the country enables available funds for successful projects’ implementation. The availability of public funds allows outstanding implementation by the local, regional or national government. Projects in this scheme are: Metro extension, cycling network, street design, decking roads, and some of the Traffic Management mechanisms (Park&Ride, and Car-free zones); 42

Ac c ess Na ck a : Fu nd ing

b.

Private Funds | Additional funding will be provided by private

c.

European Regional Development Fund | EU projects. In-

institutions. Private funding is available and will be committed as a complementary scheme, in the form of Public Private Partnerships (PPPs).

The type of PPPs considered in the proposal are: Built Operate and Transfer (BOT) and Design Built (DB). Projects under the PPP scheme are: Extension of the Tram - Loop, Waterfront regeneration, Cultural Hub and ERP scheme. Additionally, very few projects will be delivered in the form of Private Finance Initiative (PFI). Projects developed in the form of PFI are: Ferry transport and Cable Cars;

ternational funding scheme available for European countries aiming aims to reinforce economic and social cohesion in the European Union by promoting the low-carbon economy, innovation and digital agenda (European Union, no date). Thus, it becomes a strategic scheme that might contribute significantly in the achievement of Nacka city goals and Stockholm green vision[1], as it supported successfully the Clean Vehicles programme in Stockholm since 1994 (Birath et al, 2010; PPMC, no date). Projects considered in this scheme are: Extension of the Tram - Loop and ERP.

a. Advertisement | It will be used as key contribution to fill gaps in fi-

nancing. This is a useful revenue mechanism very successful in London enabling to reduce financing pressure on the public sector (Sakamoto and Belka, 2010). The extension of the Metro and Tram in Nacka city will use this mechanism mainly in stations. Revenues of the initiative will be re-invested on the construction and operations of the Metro and Tram.

b. Public Transport Fare Box | Various cities worldwide get signifi-

.e. Parking Scheme | Various European cities had opportunely imple-

mented parking schemes including London, Amsterdam, Stockholm and Copenhagen (Sakamoto and Belka, 2010). This initiative together with the rest of projects proposed will enable to assure the reduction of car usage and the promotion of public transport in Nacka city. Revenues of the parking scheme will fund part of Decking roads project, and further extension and management of the Park & Ride programme. n Bus stops in o t Lo en n Singapo i P m n r e ER se n do

cant amounts of fare income by public transport fare box, these include London, Tokyo, Asian and Latin-American cities (ibid.). The implementation of an integrated, connected and reliable public transport system in the city of Nacka including the extension of the Metro, Tram, cycle system, Ferry and cable cars, will enable to obtain important income under public management.

Funds from the fare box will be re-invested on the construction, operations and maintenance of the Metro and Tram.

ed by this sort of scheme. Revenues of the ERP will be re-invested in the waterfront regeneration, and further extension, management and maintenance of the ERP scheme itself.

i

Complementary funding - Revenues

Ad ver t

7.2

scheme in Ams g ter kin d r a

am

lows land-based taxes accumulated for re-investment in a variety of projects is a funding mechanism largely used in Germany for the construction of new urban road, maintenance and rehabilitation (ibid.). The extension of the Tram in Nacka city will enable land value capture along 1 km in nearby areas of the project and in around 30 has of land.

P

c. Land Value Capture | Implementation of legal frameworks that al-

d. Electronic Road Pricing (ERP) | Key and powerful mechanism

implemented successfully in Singapore to reduce traffic congestion, pollution and promote public transport (ADB, 2018), while obtaining significant revenues (around $556 million in 2016) (The straits times, 2016). A congestion charge scheme was already implemented in Stockholm recently (Eliasson, 2014; Akerfeldt, S., Hammar, H. no date), thus Nacka city can also be benefitAccess Na ck a : Fu ndi ng

43

7.3 Considerations

initiatives

for funding housing

a. 43% of new housing is planned to be built on municipal owned land, rent control housing should be spread evenly throughout these locations, not clustered in one place (see map) b. All other housing policies have been designed to be attractive to investors c. Municipal land should be leased not sold d. To increase returns to municipality, housing numbers should be increased by increasing building heights within 100m walk of transport hubs, including the new hubs detailed in this report (density around hubs map).

Buildings < 6 Floors

Buildings < 16 Floors

Privately owned land

Figure 31 - Public and Private owned land

Buildings < 30 Floors

Figure 32 - Housing, density and transport

44

Ac c ess Na ck a : Fu nd ing

Publicly owned land

Public Transport Hub

FINANCING SCHEMES Programmes and Projects

Project Scale

Stage 1 Stage 2 (2018-2020) (2020-2025)

Stage 3 (2025-2030)

Project scheme

Initial Funding

Complementary Funding

Means of Revenue generated

Investment of Revenues

Transport 1

Metro Extension (Line and 3 stations)

+++

xx

xx

xxx

Public Work

Public Funds (pre-arranged)

Metro - Advertisement Metro - Advertisement Metro Operations Public Transport Fare Box Public Transport Fare Box Construction

PPP - Built Operate Transfer (BOT)

European Regional Development Fund EU projects

Tram - Advertisement Public Transport Fare Box Tram - Land Value Capture

Tram - Advertisement Public Transport Fare Box Tram Operations Tram - Land Value Construction Capture

2

Extension of the Tram (Loop)

+++

xx

xxx

3

Ferry transport

+++

x

xx

xxx

Private Finance Initiative (PFI)

Private Funds

-

-

-

4

Cable Cars

++

x

xx

xxx

Private Finance Initiative (PFI)

Private Funds

-

-

-

5

Cycling Network

++

x

xx

xxx

Public Work

Public Funds

-

-

-

+++

x

xx

PPP - Built Operate Transfer (BOT)

Public Funds Private Funds

ERP Revenues

-

-

Public Amenities 1

Waterfront regeneration

2

Street Design

++

x

xx

Public Work

Public Funds

Public Transport Fare Box

-

-

3

Decking roads

++

x

xx

Public Work

Public Funds

Public Transport Fare Box ERP Revenues Parking Scheme

-

-

4

Cultural Hub

+++

x

xx

PPP - Design Built (DB)

Private Funds

-

-

-

PPP - Design Built (DB)

European Regional Development Fund EU projects

Traffic Management 1

Electronic Road Pricing

+++

2

Park & Ride

++

3

Car-free Zones

++

xx

xx

xx

xxx

ERP Revenues

xxx

Public Work

Public Funds

Parking Scheme

xx

Public Work

Public Funds

Public Transport Fare Box

ERP Revenues

Parking Scheme

-

Regeneration of Waterfronts Decking roads Regeneration of Waterfronts Decking roads -

Leyend - Stages x

Tender

xx

Planning and Implementation

xxx

Operation

Table 2 -Financing Schemes Access Na ck a : Fu ndi ng

45

8. Conclusion The analysis made in Nacka city showed both significant strengths to be reinforced and critical drawbacks to be mitigated to take advantage of the promising potential of Nacka in providing quality of life for its citizens and reinforce its local identity among Greater Stockholm region. Many of the issues identified in Nacka city are related to social segregation, ghettoization, income inequality, housing shortage, limited job opportunities, low levels of local identity and loss of municipal control. At the same time, Nacka city can reinforce particular aspects according to the Greater Stockholm region targets, contributing to the reduction of carbon footprint, reinforce its strong environmental stewardship, and become a fossil-free city for 2050.

Access Nacka provides a more consistent vision for Nacka city according to its particular strengths and weaknesses in a local, neighbourhood and regional level. Providing accessibility in a micro, meso and macro level, considering all three levels with the same importance, we enable high levels of access to goods and services that all Nacka citizens need for their daily lives. This plan is focused on the provision of a variety of public transport systems, active modes, affordable housing, quality of public spaces and reinforcement of local identity. Access Nacka for all and at all levels.

46

Ac c ess Na ck a : C onclus ion

Future Nacka Once all policies are successfully implemented, Nacka will be a highly connected and accessible city for both residents, commuters and tourists.

Build a connected, equitable and vibrant city, which increases accessibility for all at all levels.

Appendix 1- Rough calculation for new car spaces using given dimensions: 15m x 115m x 15m x 6(number of tunnels) + 125m x 20m x30m x 2(number of tunnels) = 305 250 305 250 / 1000 (suggested number of cars) = 305 115m x15m x 15m x 6(number of tunnels) /305 = 500 cars Therefore, using the 6 smaller tunnels only will roughly offer parking spaces for around 500 cars

48

Ac c ess Na ck a : App e nd ix

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