Beckholmen är en ö vilket gör dess tillgänglighet begränsad. Visserligen kan man nå ön per fot men eftersom att det pågår industriverksamhet på ön är endast en liten del av den tillgänglig för allmänheten. Resten ägs tillträde endast av de som arbetar på ön. Ön är visuell på håll från bl.a. Slussen, hela Södermalms nordöstra strand och Henriksdal vilket gör att den lätt kan hamna i blickfånget om den huserar en större utmärkande byggnad. Mitt projekt är en skulptural varvsbyggnad som syftar till att framhäva Beckholmen och dess renässans som en ö med sjöfartsverksamhet. Ön är efter en tidigare marksanering av farliga kemikalier friskare än vad den varit på många hundra år och tanken är nu att få varvsverksamheten på ön att återigen blomstra. Ön består av så kallad ruderatmark vilket innebär att jordmassor ständigt är i omvälvning på grund av människans hantering. Detta gör floran föränderlig, många frön kan ligga och vila länge i jorden innan de får möjlighet att gro. Min idé är att det nya varvet på Beckholmen spränger upp ur jorden och tränger undan markmassorna. Den centrala skrovhallen kläs helt i kanalplast och de omgivande verkstäderna har ett väldigt dämpat uttryck. Öns och byggnadens placering i stadens historiska säger oss att många är de signaturbyggnader längs vattnet som slåss om uppmärksamhet. I dagsljus vilar skrovhallen mot de mörka sidobyggnaderna och efter mörkrets intrång träder den fram som en solitär i form av en starkt lysande lykta. En byggnad - två uttryck. / Beckholmen is an island which makes its availability is limited. Admittedly, one can reach the island by foot but because of ongoing industrial activity on the island, only a small part of it is publicly available. The rest is accessible only for those who work on the island. The island can be seen from places such as Slussen, the northeast shore of Södermalm and Henriksdal which makes it very visible if it houses a larger building. My project is a sculptural building that aims to highlight Beckholmen and its renaissance as a maritime island. Recently a major decontamination of dangerous chemicals was made. The top layers of soil which have long been exposed to contamination from various industries, was replaced. The island is now healthier than it has been for hundreds of years and the desire now is to make the ship related activities on the island to bloom once again. The island consists of ruderal land which means that masses of soil are frequently being moved by human handeling. This makes the flora inconstant, seeds can rest a long time in the soil before they get the chance to grow. My idea is that the new shipyard at Beckholmen blasts up through the ground. The centrally positioned hull hall is all cladded in polycarbonate plastics and the smaller surrounding workshops have a very subdued expression. The island and the building's location in the historic city center tell us that many of the buildings along the water are fighting for attention. The shipyard should during daylight be perceived as the large industrial building it is, and during the dark hours come forward much more in the form of a glowing lantern; one building, two expressions.

The population's aging phenomenon is no longer a new topic world wide. "The wlderly", as the term indicates, is labeled as one not obvious marginalized group. Architecture reporter Eric Baldwin also wrote that " Architects and planners must begin moving beyond end of life care and nursing facilities to consider the new design challenges posed by aging adults who desire active, interconnected lifestyles. Embracing networks of family and community, a new generation of Elederly adults are looking to maintain independence and freedom trough nobility, self- governance and third spaces." What I am trying to do is to explore a new life style for the elderly to have fun, freedom, social connections and get the help they need properly in the center of Stockholm. At the same time, this project also has symbolic meaning that the city refill the lost attention of the elderly.

Gotland has a rich material cultural heritage from the Stone Age to the Middle Ages thanks to the island's strategic location in the middle of the Baltic Sea; especially true for the Viking Age when Gotlanders had extensive trade contacts with the east dating from the mid 12th century and Gotland’s economy was dominated by such contacts. This essay deals with Gotland's maritime infrastructure and its development between about 1100 and 1400 based on a case study of boat rivets from the medieval settlement of Västergarn. The study focus is on Västergarn’s emergence as a maritime community on Gotland's west coast, and if Västergarn had the opportunity to decide its own economy, i.e., to control its’ external contacts and internal trade with the rest of Gotland? What role did maritime traffic play in Västergarn economy? Is it possible to draw conclusions about site maritime organization and infrastructure based on the extensive rivet material? What supply chains with the surrounding area may have existed that made such activity possible? What professional skills and knowledge were in place? In the analytical part of the dissertation a classification system for Västergarn's rivet material is established and discussed in comparison with other literature on boat building technology from the rest of Scandinavia, in particular the Baltic Sea area. Results of the study indicate the existence of a boatyard mainly for the repair of clinker-built vessels. Further conclusions about how shipping, especially after clinker-built vessels were replaced by cogs, affected Västergarn's economy and its’ further existence as a port, however, is not established. / Gotland har ett rikt materiellt kulturarv från stenåldern till medeltiden tack vare öns strategiska läge i mitten av Östersjön. Särskild är detta tydlig för vikingatiden då gotlänningarna hade handelskontakter österut. Sedan mitten av 1100-talet dominerades den gotländska ekonomin av kontakterna med tyska handelsförbund vilket också får nedslag i de materiella källorna. Denna uppsats behandlar Gotlands maritima infrastruktur och dess utveckling mellan ca. 1100 och 1400 utifrån en fallstudie av båtnitar från den medeltida bosättningen Västergarn. Syftet är att studera framväxten av Västergarn som ett maritimt samhälle vid Gotlands västkust och hur Västergarn utvecklades som en hamn. Hade Västergarn möjlighet att bestämma 2 över sin egen ekonomi, dvs att kontrollera de externa kontakterna och interna handeln mot övriga Gotland? Vilken roll spelade skeppstrafiken och användningen av skepp för Västergarn ́s ekonomi? Går det att dra slutsatser utifrån det omfattande nitmaterial om platsens maritima organisation och infrastruktur? Vilka försörjningskedjor med omlandet kan ha existerat som möjliggjorde en sådan verksamhet? Vilka professionella färdigheter och kunskaper fanns på plats? I avhandlingens analytiska del etableras och diskuteras ett klassifikationssystem för Västergarn ́s nitmaterial och jämförs med annan litteratur om båtbyggningsteknik från övriga Skandinavien, i synnerhet Östersjöområdet. Resultat av studien tyder på existensen av ett båtvarv huvudsakligen för reparation av klinkbyggda skepp. Vidaregående slutsatser om hur sjöfarten särskild efter att klinkbyggda skepp ersattes av koggar påverkade Västergarns ekonomi och vidare existens som hamn går däremot inte att dra.

The purpose of this study was to evaluate the effects of boat density on boaters' satisfaction at Hyrum Lake State Park, Utah. The study evaluated relationships between boaters' satisfaction with their Hyrum Lake experience and density of boats at different locations on the lake and among participants in different boating activities. The participants in this study were boaters who used Hyrum Lake between May and September of 1996. An oral, onsite interview survey was randomly given to 282 boaters as they left the lake for the day. The surveys were conducted on high-density days (weekends) and low-density days (weekdays) , which were also randomly selected. Correlation analysis and analysis of variance (ANOVA) were performed . The study found no significant relationships between density and satisfaction associated with either lake location or activity. Satisfaction did not differ between activities; however, participants in two activities (fishing and water skiing) did report higher satisfaction while using the boat ramp than for other locations on the lake. When a Welch t' test was performed comparing boating density ≤ 44 with boating density ≥ 45 boats, even though there was no statistically significant difference, a suggested trend did appear . The results indicate a slightly higher satisfaction rating among water skiers when density was 44 or fewer boats. Conversely, personal watercraft (PWC) users indicated that their satisfaction levels were higher when boating density was ≥ 45 boats. This would suggest that PWC users may be satisfied at boat densities much higher than other users could accept. Although 74% of all the boaters surveyed wanted to set a limit (carrying capacity) on the number of boats allowed on the lake at one time, the carrying capacity will not be immediately implemented, because the data found no statistically significant difference in satisfaction levels with higher boat densities.

This paper analyzes how an agent-based simulation model of Stockholm can be used for water transitplanning. A new route for commuters by boat was added to the model of Stockholm’s existingtransport system and evaluated. By comparing results from the model and statistic data fromTrafikförvaltningen Region Stockholm during the morning rush-hour, a scale factor was calculated.The scale factor was later used to adjust the number of travelers on the added new water transit routeas the model underestimate the number of persons who use the available public transport by boat. Thelarge size of the calculated factor made the results uncertain when trying to predict any effects the newroute would have, e.g. on congestion in the system. Simulations of the new transit line resulted in amajority of short trips, between stations were the other public transit options took longer routes. Thetransit stops close to the city centre were used the most and most trips were conducted between them.To gain an improved ability to simulate water transit, continued studies of people’s preferencesregarding mode choice appear to be crucial.

The project stems from a will to understand how I, as both a citizen and architect can partake in the creation and activation of the public water environment of Stockholm, a public sphere that I argue is largely in a state of hibernation. The main proposal is a multifunctional boat storage located at Pålsundet on Långholmen. With it I try to re-imagine the 25 hectares of centrally located plots designated to the winter storage of boats. The building strives to be an example of how to create a win-win solution where these plots could again become prime public space and year round meeting places whilst enhancing the cultural and social aspects of boat culture to more people.

Subject of the thesis is to design a new shipyard. Our site is located on the beach of Brněnská přehrada. Place is narrow, in the slope. Inspiration of my project were at first the Mediterranean city whose houses follow the slope. Place will be use for the sport. And the sport was the second inspiration. Sport is opened for everybody and same is my building. Integrate everybody, not only athletes. All sport tools are especially useful. My project places great emphasis on the functionality that is to be traced in the form of buildings. And sport is mainly fun. Shipyard is not closed, but use a lot of free space for the free time and fun.

Coastal restoration has become a necessary and ubiquitous practice to enhance and conserve the many ecosystem services lost by marsh degradation. Wave climate is one of the most critical factors to consider for restoration projects. However, knowledge of the ways that waves affect marsh plants and the ecosystem services they provide is limited. The purpose of my dissertation was to improve the effectiveness of coastal marsh restoration by addressing the limitations and gaps associated with plant and ecosystem responses to waves through empirical research with three primary goals: 1) develop and test a low-cost wave gauge, 2) use it to compare above- and below-ground plant growth responses along a wave climate gradient, and 3) evaluate the effects of waves on nutrient removal in constructed marshes. I used three field and laboratory experiments to accomplish these goals. The low-cost wave gauge was developed using an Arduino microcontroller and various accessories. After development, the gauge was evaluated against a commercial gauge in a series of laboratory and field tests. Comparisons revealed over 90% agreement between the gauges and confirmed the applicability of the low-cost gauge. A total of thirty gauges were then constructed and deployed at sites within Mobile Bay, Alabama and surrounding tributaries. In addition to wave energy, plant data was also collected at each site, including above- and below-ground biomass, shoot density, height, and diameter. These data suggested that waves affect plant growth responses in ways not explained by the current plant response paradigm. For example, while greater diameter shoots best attenuate waves, shoot diameter declined with greater wave exposure in this study. This response was common among the study species. Other plant responses were species-specific. Finally, a field experiment was constructed to examine the main and interactive effects of sediment type, initial planting density, platform slope, and platform position at sites exposed to and protected from waves. Results from this experiment suggested that waves may potentially mitigate the effective removal potential of constructed marshes. Taken together, this dissertation advances research on plant responses to waves and provides new tools for land managers working on coastal restoration and conservation projects.

No description available.

I denna rapport undersöks motorn ZM10 genom att göra en livscykelanalys, även kallad LCA. Analysen görs för att företaget ZPARQ AB ska kunna få en bild av vilken miljöpåverkan deras motor har vid tillverkning. I rapporten är energiåtgång och koldioxidutsläpp det som undersöks. Motorn som är en eldriven OEM-motor med komponenter som tillverkas i framförallt Kina används för marin framfart och är tillverkad för fiskebåtar samt mindre segelbåtar. Det är en motor som till skillnad från sina konkurrenter är just eldriven och i och med det, är den mycket lättare än de fossildrivna konkurrerande båtmotorerna. För att göra livscykelanalysen undersöks en full beställning som företaget ZPARQ AB ämnat att göra. En beställning ser i dagsläget ut att bli på 100 beställda motorer och för att göra analysen används två standarder, ISO 14040 och ISO 14044. Dessa hjälper till att förklara hur man går tillväga för att göra livscykelanalysen men också för hur man levererar resultatet. De fyra huvudkategorierna i en livscykelanalys, mål och omfattning; inventeringsanalys; miljöpåverkan; rapportering, undersöks för att kunna få en helhetsbild av analysen. Genom att göra en strukturerad analys av målet och omfattningen kan man senare gå vidare med inventeringsanalys. Inventeringsanalysen visar på vad det är för olika komponenter, dess material och tillverkningsprocessen av dessa material. Även transporterna för komponenterna från det att de tillverkas till att de hamnar på företagets lager i Älta. Efter att den iterativa processen som är inventeringsanalysen har gjorts, fortsätter man med en miljöpåverkansbedömning, även kallad LCIA. Den visar att tillverkningen av materialet är det som står till grund för den största delen av miljöpåverkan i form av använd energi i (ca 80 300 MJ) samt av koldioxidutsläpp (6 100 kg CO2). Det materialet med mest energi- och koldioxidutsläpp visar sig vara aluminium. Under tillverkningsprocessen står aluminiumet för det största utsläppet i båda kategorierna. Transporten bidrar förhållandevis lite till miljöpåverkan med transporter för de flesta komponenter från Asien till Sverige. Inom standarden ISO 14044 kan man redovisa möjliga förbättringar som kan göras, i detta fall undersöks skillnaden med att använda delvis återvunnet aluminium. Det påvisar minskningar i utsläppen med cirka 18 procent mindre energiåtgång och 17 procent mindre kg CO2 på de 100 motorer som undersöks. Resultatet av analysen är svår att jämföra med annat då den endast sträcker sig från tillverkning av material och komponenter till företagets lagerhållning. I andra analyser undersöker man hela produktens livscykel från “vagga till grav”, denna analys handlar också, till skillnad från andra, om en prototyp. Avslutningsvis rekommenderas det att fortsätta arbetet genom att göra en fullskalig livscykelanalys efter produktens prototypfas är klar, från just vagga till grav för att kunna ge företaget siffror på vad det finns för miljöpåverkan i hela livscykeln. Även att fortsätta arbetet genom att använda programvaror och/eller databaser för att kunna undersöka vad för typer av utsläpp koldioxidutsläppet består av, rekommenderas. / In this report, the ZM10 engine is examined through a life cycle analysis (LCA). This analysis is conducted to provide ZPARQ AB with an understanding of the environmental impact of their engine during manufacturing. The report primarily investigates energy consumption and carbon dioxide emissions. The ZM10, an electric OEM engine manufactured primarily in China, is used for marine propulsion in fishing boats and smaller sailboats. Unlike its fossil-fueled counterparts, this electric engine is significantly lighter. To perform the life cycle analysis, a full order that ZPARQ AB intends to place is examined, currently comprising 100 engines. The analysis adheres to two standards, ISO 14040 and ISO 14044, which guide the methodology of the LCA and the presentation of results. The four main categories of the life cycle analysis—objectives and scope, inventory analysis, environmental impact, and reporting—are explored to provide a comprehensive overview. The analysis begins with a structured examination of the goal and scope, which is followed by an inventory analysis. This analysis details the various components, their materials, and their manufacturing processes. It also includes the transportation of the components from their production sites to the company’s warehouse in Älta. After completing the inventory analysis, the environmental impact assessment (LCIA) is conducted. The LCIA reveals that material manufacturing, particularly of aluminum, constitutes the largest portion of environmental impact, accounting for approximately 80,300 MJ of energy use and 6,100 kg of CO2 emissions. Aluminum manufacturing is the largest contributor to emissions in both categories, while transportation from Asia to Sweden contributes relatively little to the overall environmental impact. Within the framework of ISO 14044, potential improvements are assessed, including the use of partially recycled aluminum. This change could reduce energy consumption and CO2 emissions by approximately 18 percent and 17 percent, respectively, across the 100 engines analyzed. The results of this analysis are challenging to compare with others since it only extends from the manufacture of materials and components to the company’s warehousing. Unlike other analyses that examine the entire life cycle from "cradle to grave," this study focuses on a prototype. In conclusion, it is recommended that ZPARQ AB continue this work by conducting a full-scale life cycle analysis post-prototype phase, covering the entire life cycle "from cradle to grave," to provide comprehensive environmental impact figures. It is also advised to continue utilizing software and/or databases to further investigate the specific types of emissions comprising the CO2 emissions.