Accessible Green & Smart City

Accessible

Green & Smart

Stockholm Royal Seaport 2035 Bartlett School of Planning, UCL BENVGTC7-Sustainable Urban Development Project 2014-2015 Misa Tajima, Yuntsui Chang Giannis Kalaras, Ziqi Zhong Word Count: 7,125

Content 1. Project Introduction ..................................................................p1-2 2. Project Vision ...............................................................................p3-4 3. Analysis & Strategies

3.1 Social dimension .....................................................................................................p5-7 3.2 Economic dimension ..........................................................................................p8-10 3.3 Environmental dimension .............................................................................p11-13 3.4 Urban form ...........................................................................................................p14-16 3.5 Transport ..............................................................................................................p17-20

4. Implementation

4.1 Master Plan ..................................................................................................................p21 4.2 Project Program .........................................................................................................p22 4.3 Project Phasing ..........................................................................................................p23 4.4 Governace & Finance ........................................................................................p24-26

5. Conclusion ................................................................................p27-28 6. Reference .......................................................................................p29-

Figure 1.1 Picture of Stockholm City

1. Project Introduction 1

1. Project Introduction

Stockholm & Royal Seaport This project is to develop a Strategic Sustainable Urban Plan for Stockholm Royal Seaport (SRS), which is carried out by reviewing current situation, setting project vision and strategies, and finished with implementation suggestions.

Figure 1.2 Location of Stockholm

Figure 1.3 Map of Stockholm

Figure 1.4 Map of Stockholm Royal Seaport

Stockholm is located on Sweden' south east coast, which consist of 14 islands. Over 30% of the city area is waterways and a further 30% is green spaces. It is the capital of Sweden and the most populated city in the Nordic region (Nordic Council, 2014) with over 900,000 people living in the city. It is also the economic centre of the country, with this region alone accounting for over a third of the nation's GDP (Government of Sweden, 2008). The majority of Stockholmers work in the service industry. Stockholm was granted the 2010 European Green Capital Award by the EU Commission as the Europe’s first "green capital".

Stockholm Royal Seaport locates in the east north part of the city, only 3.5 km to the city center.

It is a former industrial area, but is now a seaport in one of Stockholm's prime locations, with plans under way to build about 12,000 new homes and create 35,000 new jobs. SRS has been selected as one of the 18 urban development projects that form part of the Clinton Climate Initiative's global Climate Positive Development Program (City of Stockholm, 2010).

Key Data of Stockholm Key Data of Royal Seaport Area: 188 km2 Area: 236 hectares Population: 911,989 Distance from city centre: 3.5 km Construction period: 2010-2030

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1. Project Introduction

Review of Current Plans

Figure 1.5 Current Plans for Stockholm and SRS After a basic understanding of Stockholm and SRS, the current plans for both places are reviewed. The City of Stockholm has released its current vision plans in 2007 and this was updated in 2010, aiming to become a “world-class city” and “walkable city”. This could be achieved by making it versatile and full of experiences, innovation and growth and a citizen’s city (City of Stockholm, 2007).

The current plan for SRS was published in 2008, aiming to turn this former industrial area into a “world-class urban district”. Its key features include “creating a new district in the city center”, “city planning with environmental focus”, “a welcoming port”, “communication made easy”, “innovation and growth” (City of Stockholm, 2008). What has been shown on the current plan for SRS is the goals to become a green and smart district concerning the environmental and economic performance. However, what seems to be lacking is the social sustainability concern, such as cohesion and group diversity. How to make the district “accessible” to not only international big cooperation but also local stockholmers and small enterprises is also very crucial for not only the SRS but the whole Stockholm as well.

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Figure 2.1 Picture of Visionary SRS

2. Project Vision 4

2. Project Vision

Accessible Green & Smart A

After reviewing the current plans of Stockholm and Royal Seaport in last section, certain weaknesses of social aspect have been identified.

Accessible Green & Smart

Our group does agree that Royal Seaport should be a green district as the current plan pointed.

It should be an extension of the “Europe’s first green capital” and be the pioneering project to realise the national goal of becoming fossil fuel free before 2050 (City of Stockholm, 2008). It should achieve high efficiency in building energy and low carbon emission per capita. We also agree that the City of Stockholm should promote the ICT industry on SRS for planning green and a smart city for future Stockholm. The suggested potential of cultural assets and linkages with higher education resources are also strong and valid points shown in the report (City of Stockholm, 2008). However, there are little concerns on the city’s social sustainability in both reports. Several urgent issues such as social cohesion and affordability of housing and offices are not sufficiently stressed. Therefore, additions to the current plan are essential.

To sum up, the current plan of SRS only focuses on becoming a green and smart zone. However, these green and smart goals are not “accessible” to every groups in the city due to the ill affordability or lower education and skills of people (e.g. the higher cost of green buildings brings “green inequality”). These barriers should be reduced to build an “accessible, green and smart” city that benefits all the citizens.

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Figure 2.2 Diagram of adding more to the current vision of SRS

SRS Mutualism Another important concept for project vision is called the SRS mutualism. In this project two groups of people are highlighted- foreign immigrants from multi-national corporations and local Stockholmers from small/medium enterprises. What has been shown in the current plan for SRS is that more attention and resources have been offered to the former group. However, the former one should not the survival space of the latter. The ideal relationship between these two is mutually beneficial. The local small/medium enterprises could provide diverse services to the other group and the commercial development brought by the international cooperation could raise funding for affordable units for planning authority of City of Stockholm, etc. These two groups should share the services and spaces in SRS equally together.

Figure 2.3 Diagram of SRS Mutualism

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Figure 3.1.1 Photo of Stockholm City and People

3.1 Social Strategy 6

3.1 Social Strategy

Overview The social strategies targeted at Stockholm’s social challenges constrain the city’s future development. The deficit in housing supply is caused by a combination of long-lying factors, such as the lack of profit margin that discourage developers from entering the market and the bureaucratic red tape which slows down the construction process. The housing shortage restricts the expansion of smaller firms and reduces the attraction of the city as a destination for investment (Rolander, 2013). At the same time, housing shortage is accompanied by the problems of income filtering and social polarisation, which arose since Sweden’s neoliberal housing reform.

As a result, Stockholm has become increasingly spatially segregated in terms of income and, unfortunately, nationality. While the wonderful Hammarby ends up being overwhelmingly goldenhaired, disadvantaged groups like the asylum seekers are priced out to low quality apartments in the hurriedly built satellite towns such as Tensta. Their poverty, youth unemployment and despair cluster eventually causes the tragedy of the 2013 riot (Hall, 2013; Hatherley, 2013; Hedin, et al, 2012; Murdie and Borgegard, 1998).

Figure 3.1.2 Social Segregation in Greater Stockholm 1995-2008

SRS will do better!

Figure 3.1.3 Housing shortage in Stockholm

By avoiding the ‘business-as-usual’, SRS will strive for social-cohesion and diversity, and will bring the best of a generous, supportive and entrepreneurial Stockholm.

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3.1 Social Strategy

Affordable Housing

Affordable Housing as a Socio-economic Incentive

Family Units Artist Studios Student Dorms

SRS will provide 2,400 affordable units (i.e. 20%) out of its 12,000 new housing units (see caluculation in Section 4.2).

The ratio of 20% is the replication of the approximate share of public housing in the Swedish housing market (Johnson, 2010).

The large number of new housing construction and affordable housing provision aims to partially address the city’s housing demand, and enhance the economic competitiveness of SRS. The three affordable housing types are: family apartments, student dormitories and artist studios. The family apartments are exclusively tailored for families with children, as ‘DINKYs’ and single persons are also eligible. The space and layout of a particular apartment should be flexible, in order to cater for differentiated needs. The experience of Hammarby shows that as the community develops, more families with children would move in. Hence, it is necessary to plan for different housing needs in advance (Hall, 2013).

A Figure 3.1.4 Affordable housing units in SRS (indicative)

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A Spatial Approach to Social Sustainability

Affordable housing in SRS is also an incentive to attract people who are willing and able to participate in a thriving and innovative local economy. Affordable housing units are targeted primarily at (young) entrepreneurs who start new businesses (especially SMEs) in SRS, and people who they employ subsequently. Thus, applicants who work in SRS will be considered with priority. The provision of affordable housing is one of the encouragements for entrepreneurs and artists to be SRS-based in the long term. SRS will not only be the stage where people realise their ambitions, but will also be the community where people find themselves at home and where new generations grow up.

The spatial arrangements of affordable housing units aims to promote the spatial mix of people and activities, with the hope that people of different cultural backgrounds, income status and ages will physically meet and engage with one another by sharing space. Affordable housing units will be, to the greatest extent, evenly scattered throughout SRS. As developers are required to provide affordable units by land leasing, it is also highly applicable that the affordable units will be evenly distributed in each individual building or housing development, subject to detailed bargaining and planning.

Student dormitories will be placed in the northern and southern part of SRS and adjacent to centres of collective activities and learning, with high proximity to direct tram services to the city centre.

3.1 Social Strategy

Community Education Network The community-learning network Community Libraries Community Gardens

God helps those who help themselves. It is life-long learning that enables people to participate and survive in the increasingly competitive global economy, to contribute to local community and, to enrich personal life. SRS has a network of community learning services, consisting of community libraries, skill training programmes, mentoring and counselling services, workshops and, SME incubators, which are all funded by SRS Ltd. The community-learning network aims to involve all people in SRS to share their knowledge and skills, to help and to get help. SRS-based entrepreneurs and senior managerial staff are encouraged to volunteer their skill training programmes and SME incubators in order to help young starters. At least five community libraries were distributed in the north, middle and south sections of SRS, as well as in Hjorthagen, which function as community centres serving the people of various cultures and ages.

The community gardening

A G S Figure 3.1.5 Community gardens and libraries

The practices of community gardening bring multiple benefits in environmental, economic, social aspects, including community organizing, crime preventions, cultural exchanges, youth educations, food productions, health benefits, etc (Gardening Matters, 2012). For a new developing district with little existing residents like SRS, community gardening will be a ideal way to organize the communities, offer help to lower income group, and manage the spread green spaces.

The suggested locations of the future allotments and farming spaces are pointed on the map (see Figure3.1.5).

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Figure 3.2.1 Photo of Stockholm School of Economics

3.2 Economic Strategy 10

3.2 Economic Strategy

Economic of Stockholm and SRS The wider Stockholm region represents the 42% of Sweden’s GDP (Floater et al, 2013).

Services and construction have been the fastest-growing sectors over the last decade. Large multinational companies predominate in the economic activity, while SMEs have a smaller share (OECD, 2013).

Stockholm has an innovation-led economy with first class universities, research institutions and public-private technology centers (Floater et al, 2013). The gross expenditures in Reasearch and Development Sector account for 4.3% of GDP, exceeding the national average (3.7%) and EU27 average (1.8%). High levels of income in Stockholm are derived from this kind of economy (OECD, 2013).

Moreover, a partnership network has been developed among proximate and diverse companies, research institutions and government organizations. The city has also a concentrated labor market. This situation has also led to the development of agglomeration economies contributing to the economic growth as well (Floater et al, 2013).

Since the early 1990s, Stockholm County has experienced the fastest economic growth than most of other Swedish counties. Its annual growth rate was approximately 4.1% per year and higher than the national average (3.9%) (Floater et al, 2013).

This period of strong economic growth has also been accompanied by a significant reduction in greenhouse gas emissions per capita through widespread district heating and cooling systems and vehicle congestion charging. This is the reason why Stockholm has been characterized as a green economy leader (OECD, 2013).

Several world-leading financial companies have already been located in SRS. Approximately 650 companies have already been established in the area and employ 15,000 people (Stockholm Royal Seaport Innovation). Most of these companies closely cooperate with researchers at the Stockholm School of Economics, Royal Institute of Technology and Stockholm University (European Commission). There are a variety of companies and businesses in SRS. Indicatively, there are financial, property, media and production companies, as well as retail and tourist services. (Stockholm Royal Seaport Innovation).

Figure 3.2.2 Stockholm: A green economy leader

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3.2 Economic Strategy

Green IT Strategy Regarding the above information and the overall vision for an accessible green and smart SRS, the application of Green IT strategy is suggested in this area for the achievement of more sustainable economic growth. This strategy includes measures for the reduction of negative environmental impacts and energy consumption of both individual organizations and IT sector as a whole with the support of information technologies.

Indicatively, Green IT strategy will be improving the following action areas of the individual organizations. Firstly, it will enable the transformation of the conventional buildings to energy efficient ones by utilizing the new technology which is capable of restricting their energy-related emissions. Each building will be equipped by IT-based control systems which can deter their extravagant heating, ventilation, cooling and lighting, and consequently ensure energy saving.

Another area for improvement includes the planned professional meetings which will be replaced by digital ones for the further reduction of CO2 emissions. The continuing investments in e-services, which will replace paper forms and reduce the need to travel, will also enhance the sustainable development.

Figure 3.2.3 Diagram of Green IT Strategy

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Within the IT sector, the most important target is the creation of eco-friendly workplaces. This can be done by equipping the computerized spaces with multiway sockets, so that all devices will be turned off when the computer is inactive. Moreover, the activation of energy saving settings on electronic devices and their connection with timer controls will lead to their shutdown when each working day goes by (Stockholm’s Executive Office, 2010).

3.2 Economic Strategy

Affordable Workplaces The policy Community-led Business Cultural Industry ICT industry

Affordable workspace policy is a similar mechanism to that of affordable housing. It is about the collective provision of infrastructure, workforce housing and services for the coverage of the needs of businesses and their employees. Its application is addressed to areas with strong economic growth such as SRS. Private developers will deliver this space in SRS, while workspace providers (private operators or non-for profit organizations) will operate it. The affordable workspaces will be created in parallel with affordable housing through mixed use schemes (Ferm, J., 2014).

Implementation in SRS

Being inspired by such schemes in Dalston in the London Borough of Hackney, the provision of suitable premises on reasonable terms is suggested for SRS for the enhancement of economic growth and increase in employment rates. They will accommodate both existing and new businesses and especially SMEs, which have a small share in the economic activity. Other main target groups are the start-ups, social enterprises and artists. (Hackney Co-operative Developments CIC Ltd., 2015).

A Figure 3.2.4 Map of Affordable Workspace Units in SRS

Valuable support for business development

More specifically in SRS, 3,200 workplaces will be provided and the 20% of which (at least 640 units) will be affordable (See Implementation Section 4). A number of units will be exploited by community-led businesses, such as groceries and cafes and will be located within mix-used buildings. Another amount of these facilities will be situated around historical buildings and exploited by different types of cultural industry, such as art and performance.

Finally, the rest of the units will be created in the central area of SRS accommodating the needs of ICT industry (See Figure 3.2.2).

Additional incentives will be provided to these groups. One of them is the consultancy support for the SMEs and social enterprises to develop their business successfully. Free training courses will be conducted to support the start-ups. Furthermore, affordable conference rooms will be provided to the organizations (Hackney Co-operative Developments CIC Ltd., 2015). The development of office communities will enhance the communication among different professionals giving them creative ideas for their business development. The organization of social events will give the opportunity to people to escape from their work for a while and mingle with others (Microoffice, 2015).

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Figure 3.3.1 Photo of Green Space in Stockholm

3.3 Environmental Strategy 14

3.3 Environmental Strategies

Three Key Targets In SRS, environmental strategies can be approached from three perspectives; 1) reducing carbon emissions, 2) achieving fossil fuel-free and 3) improving energy efficiency.

1. Reducing carbon emissions

While carbon emissions are relatively low in Sweden (See Fig. 3.3.2), there is still room for improvement. The pie chart (See Fig. 3.3.3) shows three kea areas of emissions in Stockholm: heating, electricity and transport.

Firstly, in Stockholm the common way to provide heat is district heating, capable to reduce carbon emissions by 40%, compared with the situation without district heating (District Energy Partnership, 2015). Moreover, the heat is mainly generated in low carbon way (See Fig.3.3.4).

Therefore, as strategies to reduce emissions in SRS, district heating will be installed, and heat source will focus on waste incineration. In order to collect waste from households, waste collecting system with pipes is possibly to work effectively.

Secondly, in Sweden electric power is generated in a low carbon way and only 3% is from fossil fuel (See Fig. 3.3.5). The problem is that power consumption per capita is relatively high, compared with neighbouring countries (Green et al., 2007). In order to reduce power consumption per capita, residents are obviously required to change consuming behaviour.

Possible key to behavioral change is monitoring and providing feedback about their consumption (Williams, 2011). In SRS, smart grid will be installed. This new technology has an enormous potential as an effective new tool to monitor and provide feedback about customers’ consumption of energy. In SRS, power consumption per capita will be reduced with smart grid.

Thirdly, regarding emissions from transport, the problem is car owner ship in Stockholm (Floater et al., 2013). As a strategy, car ownership should be reduced (See Chapter 3.5 Transport), and electric and biomass vehicle encouraged.

Figure 3. 3. 2 Carbon Emissions in Sweden and Selected EU Countries

Figure 3. 3. 3 Emissions in Stockholm

Figure 3. 3. 4 Heat Source of District Heating in Stockholm

Figure 3. 3. 5 Sources of Electricity Production in Sweden in 2009 Figure 3. 3. 6 Waste Collecting System

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3.3 Environmental Strategies

Three Key Targets 2. Achieving fossil fuel-free

In terms of fossil fuel-free, the target in Vision 2030 says “by 2030 Stockholm Royal Seaport will be fossil fuel-free”. Generally, fossil fuel is burned in three main key areas; generation of electric power, vehicles and providing heat. Regarding heat and electricity, they are provided in low carbon way in Stockholm. The field that needs much more attention is vehicles. In SRS, electric vehicle and biomass vehicle should be encouraged.

Reducing Carbon Emissions • Encouraging Behavioural Change with Smart Grid • District Heating

Figure 3. 3. 7 Electric Vehicle

3. Improving energy efficiency of buildings

It is considerably important to improve energy efficiency of buildings. Therefore, energy efficiency requirement will be imposed to constructing companies. The term of the requirement will be included in land lease contract.

Furthermore, regarding energy efficiency, innovation of insulation can be a key. In order to encourage the innovation and distribution of the new technology, network between academia, private developers, building companies and planners should be established. Unfortunately, building industry tends to cling to existing technology with well-known standards and reluctant to apply new technology (Quitzau et al, 2012). Therefore, planners should actively intervene in all phases of development and have negotiation with all stakeholders, in order to overcome the reluctance and make sure building companies will comply with the tighter requirement.

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Figure 3. 3. 8 Insulation

Achieving Fossil Fuel Free • Encouraging Electric Vehicle and Bioass Vehicle

Improving Energy Efficiency • Energy Efficiency Requirement • Innovation of Insulation

Figure 3. 3. 9 Environmental Strategy

3.3 Environmental Strategies

Smart Grid System The most important factor of smart grid is installing smart meters. Smart meters are a new type of meters which can measure real time data of power consumption. The meters will be installed to all households. On the basis of real time consuming data, residents can get their up-to-the-minute data about their consumption from the display. In addition, power companies can offer app, which can motivate residents to change their consuming behaviour.

Smart meters are equipped with telecommunication function, therefore, the real time consuming data can be sent to power companies. On the basis of the data, power companies can introduce ‘dynamic pricing’, which can motivate customers to shift their consuming behaviour. For example, Fig 3.3.13 shows average consuming pattern in Sweden. Peak time of consumption in households is from 6pm to 10pm. If energy companies set high prices during this time, residents might shift their behaviour from high-price hours to low-price hours. By doing so, they can save their money at the same time. If they try to save energy, they can get “accessible energy bill”.

Figure 3. 3. 12 Smart Meter

Figure 3. 3. 13 Average Hourly Load Curve of Powe

In addition, electric vehicle can work as storage of energy from solar photovoltaic. Menwhile this will be able to promote the use of electric vehicle.

It is also possible to connect ferries in the port to the power grid. Generally, ferries in the port are using their engine and creating a considerable amount of CO2 emissions. However, If they are connected to the grid for substitute energy, CO2 emissions and noise from ferries can be reduced. In the scheme, approximately 17,000 t/y carbon emissions is possible to be reduced.

Reduction of carbon emissions

Smart Grid in SRS

Smart Meter Consumer Display APP

Figure 3. 3. 10 Smart Grid App

Figure 3. 3. 11 Display of Smart Grid App

Change of Consuming Behaviour Figure 3. 3. 14 Smart Grid in SRS

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Figure 3.4.1 Photo of old town in Stockholm

3.4 Urban Form Strategy 18

3.4 Urban Form Strategy

Smart Growth & Climate Smart

The concpet of “smart growth” and “climate smart” and experiences from Stockholm and other cities in the world were also studied for better insights of urban form patterns.

According to Smart Growth Network (2002), there are 10 basic principles to guide smart growth for urban planning (here the main five points are selected): 1. Mix land uses.

2. Compact building design.

3. A range of housing opportunities and choices.

4. A variety of transportation choices.

5. Walkable neighborhoods.

These principles help planners to create environmental and social sustainable neighborhoods, hence should be valued in this porject as well.

The term “Climate Smart” has been used mainly for sustainable agriculture development at the moment, yet the concept is insightly for planning a sustainable district too. According to FAO (2010), climate-smart agriculture is composed of three main pillars: 1. sustainably increasing agricultural productivity (here applied as sustainable urban growth) 2. adapting and building resilience to climate change 3. reducing greenhouse gases emissions

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Figure 3.4.2 Urban Form Studies from Hammarby & HafenCity, Hamburg

To sum up, these two concepts could be used to plan ideal urban environment with the features concluded as “mix used”, “compact”, “diverse”, “sustainable”, and “resilient”.

The successful experience of Harmmarby is a brillant case of “smart growth” city. Its compact and diverse and community shared space pattern is ideal for planning SRS. Hence, some urban form patterns of Hammarby has been applied to our master plan. Moreover, the urban space design along the port could be learned from the experience of HafenCity in Hamburg. The landscape design of squares and banks next to waterfront are resilient to the sea level rise by storm water, and it brings pleasant public space to the city at the same time.

In short, by learning urban form from two successful cases, the future SRS will be able to “grow smartly” and become “climate smart” at the same time.

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3.4 Urban Form Strategy

Affordable Green Building Reuse the resource Covered in the previous sections of social and economic strategies, affordability is a crucial issue in this project. According to National League of Cities (2009), there are seven tips to provide affordable green housing (main four points are selected here): 1. Reuse building materials from other projects, and ensure on-site recycling.

2. Reuse recycled material such as steel, recycled tile, or cotton insulation.

3.Use native plants to provide shading, wind protection, and noise reduction.

4. Install metal roofs that save energy and rainwater collection.

Hence it’s shown here the key of the affordable green building scheme is to reuse the available resource as much as possible.

There are many containers on the industrial southern site at the moment, which can be collected and reused as building material for future artist studio and student dorm buildings. There are several container building cases around the world and the imaginary architectural photos for the ones on SRS is shown in Figure 3.4.4.

A G Figure 3.4.3 locations and photos of two types of green building constructions

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Besides the recycle of building materials, the existing brick-built historical buildings should also be renovated into energy efficient green building as well.

The renovation of existing buildings could reduce carbon emission and building costs compared to new constructions.

3.4 Urban Form Strategy

Historical & Green Corridor

Existing Urban Fabric In order to propose proper strategies for urban form design on master plan, the existing urban forms on SRS was studied. Through the analysis of present map and actual site visit, the bountiful historical industrial heritages on site has been discovered. These valuable cultural assets should be highlighted on plan and integrated with the present promotion plan of cultural and tourism industry for SRS. The brick-built historical buildings on the northern part could be transformed into public facilities such as theaters as the present plan suggests, and the ones in the southern area could be renovated into facilities such as hotels or restaurants for the present ferry business.

The former industrial railway should be reused as infrastuture of future tram route for the reduction of carbon emission from construction and expension of this precious historical memory to future residents.

This preserved transport route and public space could also be turned into a green corridor with vibrant urban landscape design. This would relink the whole SRS district to valuable cultural assets with pleasant urban environment.

A G Figure 3.4.4 Map of historical industrial heritages and new green corridor

Figure 3.4.5 Case of reuse of industrial assets in Kaohsiung

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Figure 3.5.1 Photo of Stockholm Underground

3.5 Transport Strategy 22

3.5 Transport Strategy

Overview

3.5.1. Existing Transport Practices in Stockholm and Hammarby Sjostad

Stockholm has a notable public transport system. The subway network Tunnelbana cover 108 km length and include 100 stations (47 underground and 53 on the surface). It serves 1,070,000 passengers per day. The network consists of three central lines which are the green, the red and the blue with 7 branches. Part of the red line (Norborg - Ropsten) traverses the North part of SRS (Metro of Stockholm, 2010). Tram and light rail services have four lines. The Lindigobanan line connects the Lindigo island with SRS running alongside the highway Lindigovagen. The Tvärbanan line carries out the route from Gullmarsplan to Alvik. After its extension in 2002, this line serves the area of Hammarby Sjostad (Urbanrail, 2009).

Hammarby has a diverse transportation system. The light rail line Tvärbanan includes four stops in the heart of the district bringing residents within about 5 minutes to the interchange with Tunnelbana network. There are plans for the further tram extension both eastwords and northwords in order to be connected with one of Stockholm's main transport hubs (Hall P. and Falk, N., 2013). Moreover, the residents are served by highly efficient bus services driven by biogas. The bus stations are computerized and have electronic timetables. There is also a ferrylink system and numerous boat services that traverse the lake Hammarby Sjo. The Sea bus (Sjobussen) will constitute a new system consisting of small biogas driven boats, which will connect the city with the port Nybroviken in Stockholm. In order to overcome the automobile dependence, Hammarby operates a car pool system, where the cars are driven by biogas. Finally, the city has a safe cycling network and a short term car sharing system. All of its apartments have bicycle spaces (Gaffney et al., 2007)

Transport in SRS and the Fossil-fuel free 2030 Vision Historically, Tunnelbana and buses serviced SRS very limitedly. However, in the future SRS will carry on the legacies of the historical new towns and Hammarby. The future urban development of SRS will be public transport oriented, centring on the extension of the Spårväg City Line, accompanied by comprehensive approaches to enhance non-motorised mobility and reduce car use.

The environmental vision of zero fossil-fuel consumption by 2030 requires SRS to reduce both carbon emission and car use by putting the ‘sustainable mobility paradigm’ (Banister, 2008) in practice.

-Avoid: reducing the need to travel by the spatial mix of activities and strictly constrain car use;

-Shift: while reducing car use, public transport and non-motorised transport in SRS will be the competitive alternatives to the car; -Improve: encouraging the use of electric and biofuels vehicles and excessive changes on fossil-fuel vehicles, meanwhile financial disincentives on fossil-fuel vehicles will apply.

The public transport, cycling and vehicle control strategies are the detailed measures to implement the above sustainable mobility principals, and to achieve the modal share targets of public transport and non-motorised transport which are more ambitious than Hammarby. Given the larger population in SRS, the ratio of car use and parking space must be reduced further in SRS , and more radical measures are essential, if the number of cars used is to be no higher than in Hammarby.

Target Modal Share: Public Transport

Target Modal Share: Non-motorised transport

SRS (target)

70%

20%

Hammarby (good practice xample)

52%

27%

Transport Information Systems Travellers will be able to access real time transport information via numerous online apps. It would be necessary to create a transport app for SRS, which incorporates all real time information of public transport, bike hiring and car sharing.

Figure 3.5.2 Proposed light rail extention in Stockholm

Figure 3.5.3 Online travel information

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3.5 Transport Strategy

Public Transport

Tram The tram in SRS will be completed in 2021 as the extension of the Spårväg City Line, which will interchange with Tunnelbana at Ropsten Station, and will provide through service to the city centre (currently terminating at Sergels torg). By 2030, the tram will link to more destinations in the city when the entire orbital network is completed. As the central spine of SRS, the tram will link up all centres of activity, and all stops are within 250m to any building.

Bus

The existing bus routes will be extended as a complement of the tram and as feeder services for the Tunnelbana by offering through services to the Tunnelbana stations in the west. The bus services will be convenient and reliable by incorporating online real-time travel information system and user-friendly boarding facilities. The bus can also share road space and platforms with the tram.

Ferry

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Like Hammarby, SRS will also benefit from the efficient and flexible municipal ferry service. Ferry services between SRS and Lidingö Island can help reduce trip length and car use, while cultural and retail businesses can also thrive around the harbours.

Figure 3.5.4 Public transport routes in SRS

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Figure 3.5.5 Spårväg City

Figure 3.5.6 Bus-tram road space sharing (Karlsruhe)

Figure 3.5.7 Stockkholm's municipal ferry

3.5 Transport Strategy

Cycling Network All roads in SRS will be comfortable for cyclists (and pedestrians) due to the high availability of segregated space free from vehicles. The strategic cycling network consists mainly of non-vehicle roads and dedicated flyovers at the hilly edge of Hjorthargen. The network covers the whole SRS and adapt well to the local topography. Cyclists will be able to travel smoothly through the once geographically-isolated Hjorthagen, and along the coastline and green corridor.

The cycling network will be paired with comprehensive cycle parking and bike sharing facilities. Cycle parking will be compulsory in every new building, while bike racks will also be highly approachable along roads. The bike hiring service, City Bike, will also be introduced, and its hubs will be located near homes, offices, transit stops and collective parks.

A G Figure 3.5.8 Cycline network in SRS

Figure 3.5.9 Cycle route cross-section

Figure 3.5.10 Stockholm City Bike

Figure 3.5.11 Cycle bridge in Eindhoven, Netherlands

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3.5 Transport Strategy

Vehicle Control

Restriction on road use SRS will have a network of ‘vehicle allowed’ roads accessible to most buildings. Vehicles are to be banned on all other roads, with exceptions for rescue vehicles.

Vehicle monitoring and pricing Traffic cameras will be installed at road junctions connecting SRS and the outside to monitor the fossil-fuel vehicles, emission charges will apply to such vehicles in addition to Stockholm’s congestion tax. Electric, hybrid and biofuel vehicles will not be charged. The restriction applies on passenger vehicles and freight vehicles alike. The quota of fossil-fuel-powered freight vehicles allowed in will be reduced yearly, while goods can be transferred to other electric vehicles in car parks at road junctions. The entrance of non-fossil-fuel freight vehicles will not be restricted or charged, but this will depend on future technological progress.

Parking management and car sharing Parking spaces in SRS will be collective and limited in number.

Collective car parks will be located adjacent to transit (Tunnelbana, tram/buses and ferries), road junctions linking SRS and the outside, and locations adjacent to major residential and commercial sites, to enable convenient ‘park and ride’ of both people living and working in SRS and visitors. The car sharing scheme in SRS will also be based in the collective car parks. Each car club is associated with a car park, and will orient primarily to residents in the locality the car park serves.

Figure 3.5.12 Vehicle allowed roads in SRS

Vehicle control targets in SRS

Cars/ Residents

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Figure 3.5.13 SRS will encourage electric and biofuel cars

Figure 3.5.14Vauban, Freiburg, Germany: a pilot project of car-free urban development

Parking spaces/ Households Residence participating car sharing % SRS (target) 150/1000 0.45 18% Hammarby

210/1000 0.65

18%

Figure 4.1 Picture of Visionary SRS

4. Implementation 27

4. Implementation

Master Plan The goal of this project is to transform SRS into an environmentally, economically, socially sustainable district by making it accessible, green and smart.

Several strategies have been proposed in the previous sections, including affordable housings and workplaces, community centers and gardens, promotions of cultural and ICT industies, compact and diverse building forms, resilient and walkable urban environment, etc. All these could be found on the master plan presented in Figure 4.2 and demostrated in the following paragraph.

SRS could be divided into three similar-sized districts and each one has different features: the northern one is the cultural hub, the central one is the vibrant waterfront and the southern one is close to bountiful natual assets.

There are main four types of buildings deployed among three districts: 1. General multi-used developments (shown as color red) compose compact and dense neighborhoods throughout SRS (6-7 stories high).

2. Special building units such as student dormintories and artist studios are placed next to residential areas (4-5 stories high) 3. Several commerical developments are placed in three districts. Due to the exisitng high rise buildings nearby, the commercial buildings in central part are allowed to be built with 10-15 stories high (the rest remains 7-8 stories) 4. Historical industrial buildings remain on the northern and central parts and will be reused for cultural and tourism industries.

Figure 4.2 Master Plan of Accessible Green & Smart SRS

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Part of the tram routes has been planned on the existing railway and become green corridors on site to link the throughout SRS. There are several public squares and green spaces next to ports and waterfront to create resilient and pleasant urban spaces.

4. Implementation

Project Program

Figure 4.3 Comparisons between SRS & Hammarby

Figure 4.5 Project Programs and Targets in three districts on SRS

In order to set clear goals for housing, workplace and affordable units for project implementation, a several brief calculations have been made: 1. Because the expected urban form and density of future SRS in our project will be similar with Hammarby, comparative data has been studied. By comparing the building areas of both sites, we concluded that SRS could at least accommodat 12,000 housing units and 36,000 new residents (20% more than Hammarby) and could be divided by three districts which approximately stands the same size.

2. About 20% of housing units are public housing in Stockholm at the moment (Gรถran Johnson, 2010). The goal for afforable housing in this project is 20% as well because this is a more realistic number as SRS is a prime development area. Therefore, this project aims for 2,400 affordable housing units among general multi-used developments and 300 affordable student housing units additionally.

Figure 4.4 Project Programs and Targets

3. For the calculation of workplaces, it is assumed that the average floor area of a workplace unit is about 50 m2 and 5 job opportunities are provided to that amount according to the target business types on site (HCA, 2010).

As the ground floor area of the general multi-used developments in SRS would be commercial use, and taking the potenital commercial developments on site into account, there would be at least 3,200 workplaces in SRS and creating 16,000 new job opportunities.

4. As the goal for affordable workplaces is the same as housing (20%), our project aims to provide at least 640 affordable units and 300 affordable artist studios extra. This will be able to encourage the development of SME in SRS and Stockholm as discussed in previous econmic strategy section.

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4. Implementation

Project Phasing We intend to undertake the development in four stages over a period of 20years.

The whole area can be divided into three districts; North District, Middle District and South District.

Figure 4. 7 Time Table of Project Phasing

Figure 4. 6 Three Districts in SRS

Phase 1- Short Term (Years 0-5, from 2015-2020)

Phase 1 will mainly focus on development of North District . The development of the northern part of the district has already started since 2010. In Phase 1, the rest buildings, tram system and other infrastructure system should be developed in the district. Moreover, site decontamination of Middle District and South District should be started. After the site decontamination, comprehensive tram system will be developed, which will connect between north and south.

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Phase 2 - Earilier-Middle Term (Years 5-10, from 2020-2025)

Phase 2 will focus on development of Middle District. Firstly, car and bike lane will be developed. And then, infrastructure system for utility services will be developed. At the same time buildings such as residential units, commercial units, community centre, cultural facilities and artist studio will be started.

Phase 3- Later-Middle Term (Years 10-15, from 2025-2030)

Phase 3 will focus on the rest development of Middle District and preparation for South District development. Regarding Middle District, development of mix-use buildings will be continued. In South District, car and bike lane will be developed.Then, infrastructure system for utility services will be started.

Phase 4 - Long Term (Years 15-20, from 2030-2035)

Phase 4 will focus on development of South District. Buildings such as residential units, commercial units, community centre, cultural facilities and artist studio will be completed.

4. Implementation

Finance

Site Decontamination

Site Decontamination 156,000,000 SEK

Transport 2,314,000,000 SEK

Building 21,352,337,600 SEK

Total Estimated Budget 24,033,800,800 SEK

Smart Grid 33,800,800 SEK

Currently almost all the land in SRS is owned by City of Stockholm (City of Stockholm, 2008), therefore, site decontamination will be financed by the municipality (same as the Hammarby mode). The estimated budget is 156,000,000 SEK (SWECO, 2015). The cost is significantly expensive, however, the municipality is possible to obtain investment-return through the mechanism of value capture. In Fig 4.10, blue circles show places where land price will be significantly raised because of transport convenience or closeness to commercial facilities. In such places, land value tax can be set higher than other places. The increase of tax can lead to the increase of revenue of the municipality.

Figure 4.9 Logo of City of Stockholm

District Heating 11,400,000SEK

Waste Collection System 166,262,400 SEK

Figure 4. 8 Estimated Budget

Figure 4.10 Value Capture

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4. Implementation

Finance Building

After the site decontamination, the land will be divided into plots and each plot will be leased to private or voluntary developers respectively. The estimated budget is 21,352,337,600 SEK. The developer can cover the construction costs by selling the buildings at reasonable price.

In terms of incentive for affordable housing and work places, “carrots and sticks” approach will be adopted. As ‘sticks’, terms of affordable units should be included in land lease contract between developers and the municipality. If developers construct 20% of affordable housing, they can obtain 10% discount of land lease price as “carrots”, etc.

Land Lease Contract

Discount or Land Lease Price

Figure 4.11Carrots and Sticks for Affordable Housing

Utility Services

(Smart grid/ Waste Collecting Services/District Heating)

Utility services, such as district heating, smart grid, waste collecting system, will be financed in Public- Private Partnership. In the scheme, private companies will take in charge of financing and constructing the the projects. Instead of those obligation, they will be allowed to do a comprehensive management of those systems.

For example, regarding smart grid, the estimated budget is 33,800,800 SEK (Fortum et al., 2011) and the possible partners are Fortum, ABB, and Ericsson (local expertise companies). The system of smart grid will be financed and constructed by those private companies. After the construction, the company will be allowed to manage the system.

Therefore, they will obtain the discretion to set the reasonable electricity price. Regarding smart grid, one of the most significant advantages is dynamic pricing, that is real time pricing on the basis of up-to-the-minute data of consumption which smart meters telecommunicate to the power company. Therefore, there is a strong possibility that they can obtain the profit from the project.

Regarding waste collecting system, the estimated budget is 166,262,400 SEK (Envac) and possible partner is Envac (local expertise company). Regarding district heating, the estimated budget is 11,400,000 SEK (Hurtig, 2010) and possible partner is Fortum.

Transport (tram)

Transport system will be financed by Swedish Transport Administration and Stockholm County Council. The estimated budget is 2,314,000,000 SEK. The tram line in SRS will be the extension of Spårväg City, providing direct service to the city centre. According to the long-term plan, the tram in SRS will be further extended and form part of the inner city tram loop.

Figure 4.12 Logo of Swedish Transport Administration

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Figure 4.13 Logo of Fortum

Figure 4.14 Logo of Envac

Figure 4.13 Stockholm County Councill Figure 4.15 Image of Public Private Partnership

4. Implementation

Governance SRS Ltd.

A new public body ‘SRS Ltd.’ will be established, which owns almost all the land in SRS.The land will be divided into small lots and those lots will be lease to private developers. Then, SRS Ltd. will receive land lease fee from private developers. Land lease fee can be main source of revenue of SRS Ltd. From the revenue, SRS Ltd. can implement various programmes. Firstly, they are expected to invest in affordable housing and working place. Construction of affordable units will be also done by private developers, therefore, the scheme can be approached by two perspectives; private developers and SRS Ltd. Secondly, they are also expected to invest in social services to encourage and maintain communities in SRS.

Open Government

In addition, open forum will be organized by SRS Ltd. In the forum, residents can gather and exchange their ideas and information. It can encourage community participation into decision making of SRS Ltd.

Open data is also one of the strategies to administerate SRS Ltd. Various kinds of data will be available to residents in SRS. For example, GHG emissions data and hourly electricity consumption data will be provided. It is possibly to encourage behavioural change of consumption, combined with smart grid, and development of Green IT industry.

Figure 4.16 Image of Open Forum

Figure 4.17 Structure of SRS Ltd.

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Figure 5.1 Picture of Visionary SRS

5. Conclusion 34

5. Conclusion SRS: The Key elements The main strategies that will be utilized in order to enable the SRS to be developed in response to the three main pillars of sustainability (economic, environmental and social), are summarized in this part. Regarding the social pillar, where is paid special attention, the delivery of affordable housing will contribute to the spatial mixing of people with different income level and national origin, as a result the social discrimination phenomena will be restricted. The affordable workspace strategy will provide opportunities to the local people and the SMEs to develop their businesses successfully and enhance their role in the economic activity of the area. Moreover, this strategy will contribute to the increase of the employment rates.

In order to have a green SRS, the strategy of smart grid is proposed in order to help the inhabitants change their behavior and embrace practices that lead to the energy saving. The Green IT strategy is also expected to play a significant role in this direction by enabling the individual organizations and the IT companies in SRS to reduce their environmental impacts. Moreover, the proposed transportation strategy will enable the area to be green and accessible, since it promotes the further development of public transport network and the provision of more space to walking and cycling alongside with the suggestion of measures that will deter the increase of car usage in the area pushing it to become fossil fuel free in the long term.

Figure 5.1 Key elements of the strategy

A vision of the accessible green smart urban future

The three key themes of this strategic sustainable urban plan: “accessible”, “green” and “smart”, indicate the pathway to a healthy and harmonious future for cities like Stockholm which are struggling to succeed in the global economy. It is already widely acknowledged that to reducing carbon emission is the most urgent task in achieving environmental sustainability. SRS will realise the “green” vision by its highly progressive and perhaps radical energy and transport endeavours. Meanwhile, a “sustainable” city should be not only environmentally sustainable, but also socially sustainable. The “accessibility” and “smart” in this plan are more than their conventional meanings of transport accessibility and the adoption of up-to-date digital devices and online apps. Rather, they stand for “social accessibility”, the opportunity for people to move upwards in the social strata, and a state of mind which is permanently ready and eager for learning. SRS will be the place where people are eager to change, regardless of cultural background and economic status, are encouraged to start their careers, have their burdens relieved and keep learning from one another.

SRS will be the extension of Stockholm’s vibrant city centre and inner city, rather than an expensive but monotonous bourgeois suburbia. SRS will be the community where people work, live, love and have fun. SRS is like the fruit salad, where people share the common urban space, stay different but together, and enjoy the colourful, vibrant and healthy life.

Figure 5.2 SRS will be like the fruit salad

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6. Reference 36

6. Reference

Literatures Andersson, E K., Östh, J., Conraux E., and Malmberg, B. (2012) “Social segregation in Greater Stockholm 1995-2008” Poster presented at the EPC, European Population Conference, Stockholm.

Banister, D. (2008) “The sustainable mobility paradigm” Transport Policy, 15, 73-80.

City of Stockholm (2007) “Vision 2030- A Guide to the Future” Published Report.

City of Stockholm (2008) “Stockholm Royal Seaport- Vision 2030” Published Report.

City of Stockholm (2010) “Stockholm Royal Seaport – a new environmental urban district” Web data.[http://www.stockholmroyalseaport.com/en/srs/#.VTUIxCHBzGc] Envac (2015) “Envac Concept” Published Report

European Commission (2009) “European Green Capital- 2010 Stockholm” Web data. [http://ec.europa.eu/environment/europeangreencapital/winning-cities/2010-stockholm/]

European Commission “ Stockholm Royal Seaport: A world-class environmental urban district”[http://ec. europa.eu/ourcoast/download.cfm?fileID=918] [Accessed on 20/3/2015]

Ferm, J. (2014) “Delivering affordable workspace: Perspectives of developers and workspace providers in London” Progress in Planning, 93 (2), pp. 1-49 Floater, G., P. Rode, et al. (2013) “Stockholm: Green Economy Leader Report” London, LSE Cities, London School of Economics and Political Science.

Food and Agriculture Organization of the United Nations (2010), “Climate-Smart Agriculture Sourcebook” Published Report. [http://www.fao.org/climatechange/37491-0c425f2caa2f5e6f3b9162d39c8507fa3.pdf] Fortum et al. (2011) “Stockholm Royal Seaport – Urban Smart Grid Pre-Study” [https://www. energimyndigheten.se/Global/Forskning/Kraft/NDS%20f%C3%B6rstudie%20ENG%20 final%20_public.pdf] [Accessed on 01 March 2015]

Gaffney, A., Huang, V., Maravilla, K., Soubotin, N. (2007) “HAMMARBY SJOSTAD, Stockholm, Sweden: A case study” CP 249, Urban Design in Planning [http://www.aeg7.com/assets/ publications/hammarby%20sjostad.pdf] [Accessed on 3/4/2015]

Gardening Matters (2012) “Multiple Benefits of Community Gardening” Online Report. [http://www.gardeningmatters.org/sites/default/files/Multiple%20Benefits_2012.pdf]

Green A., Ellegård K.(2007) “Consumer behaviour in Swedish households: routines and habits in everyday life, in: Summer Study Proceedings”, European Council for an Energy Efficient Economy, Vol. 4, 2007. [http://www.eceee.org/library/conference_proceedings/eceee_ Summer_Studies/2007/Panel_9/9.191/paper] [Accessed on 27 April 2015] Government of Sweden (2008) "Financial sector bears fruit-Analysis of the financial sector from a Swedish perspective” Published Report [www.regeringen.se/content/1/c6/09/80/26/ c1d1f5aa.pdf] Göran Johnson (2010) “Affordable Housing Position Statements for Stockholm” Published Report. [http://www.eurometrex.org/Docs/Expert_Groups/Affordable_Housing/Affordable_ Housing_Position_Statement_Stockholm.pdf]

Hackney Cooperative Developments Pioneering Community Economic Development (2015) [http://www.hced.co.uk/premises] [Accessed on 18/3/2015]

Hall, P (2013) “Good Cities, Better Lives. How Europe Discovered the Lost Art of Urbanism”, Abingdon, Routledge.

Hatherley, O. (2013) “How Sweden's innovative housing programme fell foul of privatisation”.

The Guardian [www.theguardian.com/commentisfree/2013/jun/16/sweden-housingprogramme-privatisation] [accessed 3 February 2015]

Hendin, K., Clark, E., Lundholm, E., and Malmberg, G. (2012) “Neoliberalization of Housing in Sweden: Gentrification, Filtering, and Social Polarization”. Annals of the Association of American Geographers, 102:2, 443-463, DOI: 10.1080/00045608.2011.620508 Homes & Communities Agency (2010) “Employment Densities Guide” Published Report.

Hurtig, J. (2010) “Report-evaluation of a small scale district heating system in Ullared, Sweden” [http://www.diva-portal.org/smash/get/diva2:376494/FULLTEXT02.pdf] [Accessed on 01 March 2015] Johnson, G. (2010) “Affordable Housing-Position Statements for Stockholm”, Office of Regional Planning, Stockholm County Council

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Literatures Metro of Stockholm (2010) “Underground, Subways, Railways and Tube Maps: Subway of Stockholm” [http://mapa-metro.com/en/Sweden/Stockholm /Stockholm-Tunnelbana- map. htm] [Accessed on 1/4/2015]

Quitzau, M.-B., Hoffmann, B., Elle, M.(2012) “Local niche planning and its strategic implications for implementation of energy-efficient technology” Technological Forecasting and Social Change 79, 1049-1058

Murdie, R A. and Borgegard, L. (1998) “Immigration, Spatial Segregation and Housing Segmentation of Immigrants in Metropolitan Stockholm, 1960-95”. Urban Studies, Vol. 35, No. 10, 1869-1888, 1998

Williams, J. (2011). “Zero Carbon Homes – A Road Map” Earthscan/Routledge.

Micro office (2015) “Work, Cowork and network” [http://www.microoffice.com/benefits .html] [Accessed on 16/3/2015]

National League of Cities (2009), “Municipal Action Guide- Creating Green Affordable Housing” Published Report. [www.sustainablecitiesinstitute.org/Documents/SCI/Report_Guide/Guide_ NLC_CreatingGreenAffordableHousing_2009.pdf] Nordic Council (2014) “Facts about the Nordic Countries-Population” Web data [www.norden.org/en/fakta-om-norden-1/population]

OECD (2013) “Green Growth in Stockholm, Sweden, OECD Green Growth Studies” OECD Publishing, [http://dx.doi.org/10.1787/9789264195158-en] [Accessed on 10/3/2015] Rolander, N. (2013) “Stockholm Struggles to Supply Housing”. The Wall Street Journal. [www. wsj.com/articles/SB10001424127887324202304579052981642050694] [accessed 1st February 2015] Smart Growth Network (2002) “Getting to Smart Growth: 100 Policies for Implementation” Published Report. [www2.epa.gov/sites/production/files/2014-01/documents/gettosg.pdf]

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Stockholm Royal Seaport Innovation “Offices and Retail Space” [http://www. stockholmroyalseaport.com/en/srs/commercial-area/#.VT-uWE10yUk] [Accessed on 15/3/2015] SWECO. (2015) “HAMMARBY SJÖSTAD, STOCKHOLM” [www.sweco.se/Global/.../Hammarby_ sjostad_low.pdf][Accessed on 01 March 2015]

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Urbanrail (2009), “Stockholm’s Public Transport System” [http://www.urbanrail.net/eu/se/ stockholm/stockhlm.htm] [Accessed on 1/4/2015]

6. Reference

Figure Table Figure 1.1 Picture of Stockholm City (source:alexsukonkin.com/album/Travel/Sweden/) Figure 1.2 Location of Stockholm (source:www.vacationstogo.com/cruise_port/Stockholm__Sweden.cfm) Figure 1.3 Map of Stockholm (source:www.hot-map.com/schaeren) Figure 1.4 Map of Stockholm Royal Seaport (source:bygg.stockholm.se/alla-projekt/norra-djurgardsstaden/In-English/Timeline) Figure 1.5 Current Plans for Stockholm and SRS Figure 2.1 Picture of Visionary SRS (source:http://www.byggnyheter.se/tag/norra-djurgardsstaden) Figure 2.2 Diagram of adding more to the current vision of SRS Figure 2.3 Diagram of SRS Mutualism Figure 3.1.1 Photo of Stockholm City and People (source:http://www.whereaboutsphoto.com/?p=3173) Figure 3.1.2 Social Segregation in Greater Stockholm 1995-2008 (Anderson, et al, 2012) Figure 3.1.3 Housing shortage in Stockholm (The Wall Street Journal, 2013) Figure 3.1.4 Affordable housing units in SRS (indicative) Figure 3.1.5 Community gardens and libraries Figure 3.2.1 Photo of Stockholm School of Economics (source:https://www.hhs.se/en/Education/MSc/) Figure 3.2.2 Stockholm: A green economy leader (Source: LSE Cities. (2013) Stockholm. Green Economy Leader Report. London: London School of Economics (LSE)) Figure 3.2.3 Diagram of Green IT Strategy Figure 3.2.4 Map of Affordable Workspace Units in SRS

Figure 3.3.1 Photo of Green Space in Stockholm (source:https://bluenosetraveler.wordpress.com/2012/08/28/palaces-royal-history-andglobes-day-one-in-stockholm/) Figure 3.3.2 Carbon Emissions in Sweden and Selected EU Countries (source: Floater, G., P. Rode, et al. (2013)) Figure 3.3.2 Emissions in Stockholm (source: Floater, G., P. Rode, et al. (2013)) Figure 3.3.3 Heat Source for District Heating in Stockholm (source: Floater, G., P. Rode, et al. (2013)) Figure 3.3.4 Sources of Electricity production in Sweden (source: Floater, G., P. Rode, et al. (2013)) Figure 3.3.5 Structure of the average hourly load curve (Source: Green A., Elleg책rd K.(2007)) Figure 3.3.6 Waste Collecting System (Source:http://www.envacgroup.com/storage/ma/169fdc54afe7426fb00b5c81dab8f1a1/ec 9194c30be544038ef1805cd554f9f5/pdf/BD65A1F0F5973664991BBD1E565CEAA4D974F 1B8/Vacuum%20technology_2012.pdf?MediaArchive_ForceDownload=True) Figure 3.3.7 Electric Vehicle (Source: http://www.dmv.com/blog/why-we-love-electric-cars-and-you-should-too-520532) Figure 3.3.8 Insulation (Source: http://www.thisoldhouse.com/toh/insulation) Figure 3.3.9 Environmental Strategy Figure 3.3.10 Smart Grid App (Source:http://www.kplu.org/post/smart-grid-pilot-project-debuting-university-washington) Figure 3.3.11 Display of Smart Grid App (Source:http://www.siemens.com/press/en/pressrelease/?press=/en/pressrelease/2011/ smart-grid/icsg201112005.htm&content[]=ICSG&content[]=EM&content[]=EMSG ) Figure 3.3.12 Smart meter (Source:http://en.wikipedia.org/wiki/Smart_meter) Figure 3.3.13 Average Hourly Load Curve of Power Consumption (Source: Green, A. et al. (2007)) Figure 3.3.14 Smart Grid in SRS

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6. Reference

Figure Table Figure 3.5.1 Photo of Stockholm Underground (source:http://urbanpeek.com/tag/transportation/) Figure 3.5.2 Proposed light rail extension in Stockholm (source: http://www.dn.se/Images/2011/08/24/Sparvag-1000.jpg) Figure 3.5.3 Online travel information (indicative picture) (source: http://i2.wp.com/www.slowtravelstockholm.com/wp-content/uploads/2014/10/ Stockholm-Commute.jpg) Figure 3.5.4 Map of public transport routes in SRS Figure 3.5.5 Spårväg City (source: http://www.metro.se/_internal/gxml!0/r0dc21o2f3vste5s7ezej9x3a10rp3w$pyvghm7tq x61lxgrwirlnvxym5nurbp/Sparvag_city.jpeg) Figure 3.5.6 Bus-tram road space sharing (Karlsruhe) (photo credit: Ziqi Zhong) Figure 3.5.7 Stockholm’s municipal ferry (source: http://upload.wikimedia.org/wikipedia/ commons/7/7b/Djurgarden_10_Stockholm_Sweden_2006-04-15.jpg) Figure 3.5.8 Cycle network in SRS Figure 3.5.9 Cycle route cross-section (made by http://streetmix.net/) Figure 3.5.10 Stockholm City Bike (source: http://upload.wikimedia.org/wikipedia/ commons/4/40/CityBikesStockholm.jpg) Figure 3.5.11 Cycle bridge in Eindhoven, Netherlands (source: https://traveloasis.files.wordpress.com/2014/01/hovenring-825255b125255d.jpg) Figure 3.5.12 Vehicle allowed roads in SRS Figure 3.5.13 Electric car (source: http://upload.wikimedia.org/wikipedia/commons/c/cc/Reva_charging.jpg) Figure 3.5.14 Street view of Vauban, Freiburg, Germany (photo credit: Ziqi Zhong) Figure 4.1 Picture of Visionary SRS (source:http://www.israscan.com/tag/stockholm-royal-seaport/) Figure 4.2 Master Plan of Accessible Green & Smart SRS Figure 4.3 Comparisons between SRS & Hammarby Figure 4.4 Project Programs and Targets Figure 4.5 Project Programs and Targets in three districts on SRS Figure 4.6 Three Districts in SRS Figure 4.7 Time Table of Project Phasing Figure 4.8 Estimated Budget Figure 4.9 Logo of City of Stockholm Figure 4.10 Value Capture

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Figure 4.11 Carrots and Sticks for Affordable Housing Figure 4.12 Logo of Swedish Transport Administration FIgure 4.13 Logo of Fortum Figure 4.14 Logo of Envac Figure 4.15 Image of Public Private Partnership (Source:https://www.linkedin.com/pulse/public-private-partnership-a-short-introductionvaldengrave?trk=prof-post) Figure 4.16 Image of Open Forum (Source: http://excursus.icaphila.org/ii/wednesday-feb-1-2012-3pm) Figure 4.17 Structure of SRS Ltd. Figure 5.1 Picture of Visionary SRS (source:stockholmitregion.com/2012/11/28/stockholms-it-nodes-part-2-stockholm-royalseaport/) Figure 5.2. SRS Key elements Figure 5.3 SRS as fruit salad