A verticalização dos edifícios gera adensamento populacional, reduz os espaços livres para edificação, promove o sombreamento de áreas e edificações vizinhas, canaliza o vento o que leva à alteração do microclima, aumenta o gasto de energia e impermeabilização do solo, todos estes fatores influem na qualidade do meio ambiente e da vida das pessoas. O objetivo proposto neste estudo foi compreender o processo de ocupação de espaço que ocorreu no Jardim Aquarius da cidade de São José dos Campos, SP, em função do aumento do adensamento populacional provocado pela crescente verticalização, influindo, principalmente na qualidade de vida e no meio ambiente. Os Resultados mostraram que o Jardim Aquarius, apresenta enorme verticalização, como bem ilustra o Jardim Aquarius o que resulta em adensamento populacional e, consequentemente, em prejuízos para a mobilidade urbana de uma forma geral. As grandes cidades funcionam com eficácia quando em seus Planos Diretores estão previstos confortáveis e confiáveis sistemas de transporte de massa. Conclui-se que um replanejamento para o Jardim Aquarius pode resultar em melhora da qualidade ambiental, trazendo bem-estar para a população em geral. / The verticalization of buildings begets densification, reduces clearances for edification, promotes the shading areas and neighboring buildings, pipelines the wind which leads to alteration of microclimate, increases energy expenditure and soil sealing, all these factors influence the quality of the environment and peoples lives. The objective of this study was to understand the process of occupation of space that has been occurring in Aquarius in the city of São José dos Campos, SP, as a function of increased densification caused by increasing verticalization, working mainly on the quality of life and the environment. The results showed that the municipality of São José dos Campos, offers enormous vertical integration, as well illustrates the Aquarius Garden resulting in densification and, consequently, in losses to urban mobility in General. The big cities work effectively when their Plans are provided for comfortable and reliable mass transit systems. It is concluded that a redesign of the garden Aquarius can result in improved environmental quality, bringing well-being to the population in General.

O presente trabalho teve por objetivo analisar em que medida a promoção de habitação social por meio da reabilitação de edifícios vazios e subutilizados no Centro de São Paulo contribui para práticas distintas de produção do espaço, até então promotoras de problemas socioambientais associados à lógica periférica de urbanização. A hipótese da pesquisa é a de que a referida medida, apesar de suas limitações, é relevante do ponto de vista socioambiental, corroborando para mudanças na lógica de produção do espaço urbano. A pesquisa foi baseada na revisão da literatura, na análise documental, na realização de entrevistas com técnicas da SEHAB e COHAB-SP, bem como em pesquisa de campo. Apuramos que entre 2000 e 2009 foram entregues pelo poder público 985 unidades de habitação social por meio da reabilitação de 11 edifícios vazios, os quais envolveram os programas PAR-Reforma (federal), PAC-BID (estadual), Provisão Habitacional (municipal) e Locação Social (municipal). No momento atual identificamos 46 edifícios viabilizados no âmbito dos programas Renova Centro (municipal), e Minha Casa, Minha Vida-Entidades (federal), somando um total de 2980 unidades viabilizadas. Trata-se de projetos que possibilitam realizar significativo adensamento nos distritos centrais (em patamares de 2500 hab/ha de densidade líquida média) garantindo o mínimo de inclusão social em projetos dotados de qualidade construtiva e inserção urbana, contribuindo para o adensamento da cidade frente à continuidade de sua expansão difusa, a qual tem historicamente culminado em inúmeros problemas socioambientais. Defendemos que essa alternativa contraria lógicas consolidadas de produção de habitação para as classes de baixa renda, baseadas na produção de unidades novas em conjuntos habitacionais periféricos, ou na autoprovisão da moradia em favelas ou loteamentos informais. Ela representa ainda ganhos ambientais significativos relativos à economia de riquezas naturais que seriam empregadas na construção de novas edificações. Baseados no estudo da recente experiência espanhola, estimamos que o uso dos edifícios atualmente viabilizados representa a prevenção na geração de cerca de 144 mil toneladas de RCDs no caso da opção pela demolição desse estoque, ou do requerimento de ao menos 360 mil toneladas de materiais para a construção do mesmo estoque construído, além da economia de água e recursos energéticos. Em termos de uso de riquezas naturais e emissão de gases do efeito estufa (GEEs), a construção do mesmo estoque médio já edificado acarretaria em requerimentos da ordem de 370 mil a 555 mil toneladas de materiais extraídos da natureza e na emissão de 92.500 a 129.500 toneladas de CO2 equivalente. Tais medidas têm sido limitadas pela prevalência da lógica financeira e sujeição a interesses elitistas, que corroboram com a manutenção das contradições próprias à produção capitalista do espaço. / This study aimed to analyze to what extent the promotion of social housing through the rehabilitation of vacant and underutilized buildings in São Paulo downtown contributes to different practices of space production, hitherto promoting social and environmental problems associated with peripheral logic of urbanization. The hypothesis of the research is that the measure, despite its limitations, is relevant from the environmental point of view, corroborating changes in the urban space production logic. The research was based on a literature review, documental analysis, interviews with employees from SEHAB and COHAB-SP, as well as field research. We found that between 2000 and 2009 its been delivered by the government 985 units of social housing by 11 empty buildings rehabilitation, which involved the PAR-Reforma program (federal), PAC-BID (state) Provisão Habitacional (municipal) and Locação Social (municipal). At the present time we identified 46 buildings made possible under the Renova Centro program (municipal), and Minha Casa, Minha Vida- Entidades (federal), for a total of 2980 units feasible. These are projects that allow achieve significant consolidation in the central districts (at levels of 2,500 inhabitants / ha of average net density) ensuring minimal social inclusion in projects that have construction quality and urban integration, contributing to the consolidation of the city opposite the continuity of its diffuse expansion, which has historically culminated in numerous environmental problems. We argue that this alternative contradicts consolidated logic of housing production for low-income classes, based on the production of new units in peripheral housing estates, or housing of self-provisioning in slums or informal settlements. It still represents significant environmental gains for the economy of natural resources that would be used in the construction of new buildings. Based on the study of the recent Spanish experience, we estimate that the use of currently made possible buildings is preventing the generation of about 144,000 tons of CDWs in the case of option for the demolition of that stock, or the requirement of at least 360,000 tons of materials to build the same stock, in addition to saving water and energy resources. In terms of use of natural resources and emission of greenhouse gases (GHGs), the construction of the same average stock already built would result in requirements of the order of 370,000 to 555,000 tons of materials extracted from nature and issue 92,500-129,500 tons of CO2 equivalent. Such measures have been imitated by the prevalence of financial logic and subject to elite interests, which support the maintenance of the contradictions of capitalist production of space.

Collaborative planning is an often-debated approach in conjunction with attaining more sustainable cities. Many models were theorized to help implement a more collaborative planning process, such as when municipalities employ densification to grow the city sustainably. However, not all planning processes that are collaborative are also rational. Hence, this thesis is interested in comprehending Västerås Municipality’s planning process through performing a case study regarding DP-1858. To that end, this thesis will follow Innes & Booher (2018) Collaborative rationality theory and use its DIAD model as a lens to understand the positions of the stakeholders involved in the DP-1858 case. In the same vein, to probe for how the collaborative planning process regarding DP-1858 resonates with the DIAD model of Collaborative rationality.Nevertheless, the reaction of the Hammarby-residents raises the need for framing to understand if a concept such as insurgent citizenship is sensible to norms. Thus, it is essential to know how insurgent citizenship manifests itself in a Swedish context. The method used to collect primary data was semi-structured interviews with elite respondents. Among other conclusions, this study found enough evidence suggesting that the planning process in conjunction with DP-1858, even though having embedded collaborative mechanisms, has critical shortcomings when contrasted with the collaborative rationality DIAD model. In the same vein, insurgent citizenship can occur even when laws were respected while norms were not.

No description available.

Storstadsregionernas växande befolkning, viljan att förtäta förorterna, samt miljonprogrammets stora utbud av standardiserade flerbostadshus i ytterstaden leder oss fram till examensarbetets innehåll: en studie om våningspåbyggnad på miljonprogrammets flerbostadshus. Syftet med examensarbetet är utreda miljonprogrammets potential för en vertikal förtätning. Vertikal förtätning innebär att redan befintlig bebyggelse kompletteras med ytterligare våningsplan. Syftet är även att underlätta för kommande påbyggnadsprojekt genom att lyfta fram svårigheter som ett påbyggnadsprojekt kan medföra, samt beskriva hur en våningspåbyggnad kan utföras. För att nå rapportens syfte ska följande frågeställningar besvaras: 1. Varför ska vi bygga ovanpå miljonprogrammets flerbostadshus? 2. Hur utformas en våningspåbyggnad lämpligast med avseende på stommaterial, byggmetod och installationer? 3. Vad bör särskilt beaktas vid en våningspåbyggnad? Examensarbetet kommer att studera miljonprogrammets potential för en vertikal förtätning i främst Stockholms stads förorter. Flerbostadshusens byggtekniska förutsättningar lyfts fram. Utöver det studeras lämpliga byggmetoder, stommaterial och installationslösningar för en påbyggnad. Examensarbetet avslutas med att belysa vad som särskilt bör beaktas i ett påbyggnadsprojekt. Resultatet av examensarbetet visar att miljonprogrammets flerbostadshus har god potential för en vertikal förtätning. Våningspåbyggnaden utformas lämpligast med planelement av betong om den befintliga konstruktionen tål en tung påbyggnad utan förstärkning. I annat fall konstrueras påbyggnadens stomme lämpligast av planelement av trä för miljonprogrammets flerbostadshus. För att fritt kunna utforma våningspåbyggnadens planlösning bör en balkgrund eller ett installationsgolv installeras. Där kan de nya installationerna till påbyggnaden dras. För att undvika störningar under projektets gång är områdets förutsättningar minst lika viktiga att beakta som den befintliga konstruktionens byggtekniska förutsättningar. Hyresgästernas åsikter och skyddsrumsreglerna ska även beaktas tidigt i ett våningspåbyggnadsprojekt. / The growing population in most Swedish conurbations, the desire to densify housing in the suburbs, as well as the suitability of the so called ”the Million Programme” wide range of standardized apartment buildings in the suburbs, led us to the thesis content: a study on storey extension for “the Million Programme” apartment buildings. The aim of the thesis is to facilitate the concept development phase for future storey extension projects and overall, to investigate ”the Million Programme” buildings’ potential for vertical densification. . Vertical densification means supplying additional floors on already existing buildings. To address the purpose of the report, the following questions will be answered: 1. What are the incentives for building on top of ”the Million Programme” apartment buildings? 2. How should a storey extension be designed conveniently concerning construction methods, selection of structural bearing materials and HVAC? 3. What should be considered especially during a storey extension project? The thesis will investigate potential of the buildings of ”the Million Programme” for a vertical densification, mainly in Stockholm’s suburbs. The residential buildings’ technical conditions will be highlighted. In addition, the study will also consider suitable construction methods and structural bearing materials, as well as HVAC solutions for storey extension. The thesis is rounded off by highlighting what should be considered especially during the storey extension project work to avoid or minimize disturbances during the project. The result of the thesis proves that the ”million programme” apartment buildings have good potential for a storey extension. If the existing building allows a massive storey extension without revetments, the storey extension should be made of plan elements of concrete. Otherwise the most appropriate alternative is proven to be plan elements of wood on the “million programme” apartment buildings. To freely be able to design the plan arrangements in the storey extension, an appropriate alternative is to build a beam floor or an installation floor that creates a space between the existing floor and the new floor. This space can be used for the new installations for the storey extension. Our result also proves that the area qualifications are at least as important to observe as the technical qualifications of the existing buildings. Also the opinions of the tenants in the area and shelter regulations are important things to investigate early in the project.

There is an on-going generational shift related to car culture, occurring in the developed world. After decades of increased driving, a decline can now be seen in twenty of the developed countries. Moreover, one out of five regional shopping malls in America is either dead or likely to fail within the next five years. This has given rise to a new urban planning strategy called “suburban retrofitting”. The strategy mainly concerns redevelopment of suburban areas; involving densification of the area’s built environment, a diversification of functions and improved public transportation to the area. The most common mode of public transportation used within suburban retrofitting is light rail. Most suburban retrofitting projects to date have been carried out on sites of dead shopping malls, and the literature focused on suburban retrofitting is, so far, mainly focused on American conditions. Thus the purpose of the thesis is to relate the theories about suburban retrofitting to the Swedish urban planning context, to see if these theories are useful and relevant for Swedish urban planners and policymakers. This question is highly dependent on whether these strategies can be considered to contribute to sustainable development. A case study is carried out about the redevelopment of a commercial area called Kungens Kurva, in Huddinge, south of Stockholm. The area will be denser, take on a city like character and be supplied with public transport. However, some important aspects of this project differ from the theories about suburban retrofitting: no housing is planned, substantial space for parking remains and shopping will still be the dominant activity in the area. The preconditions for suburban retrofitting differs greatly between Sweden and the U.S. Thus, the subjects for suburban retrofitting in Sweden might currently rather be the “million program” suburbs than commercial areas at the urban fringe. One of the reasons for this is that, in Sweden, commercial areas at the urban fringe are often still doing economically well. Which means that the preconditions for fundamentally changing the character of these areas – by introducing housing and diversifying the functions in the area – simply is not good enough. Other factors that make a radical transformation of commercial areas difficult are the strong regulations concerning noise and pollution. It is particularly the regulations concerning housing that make suburban retrofitting projects adjacent to highways problematic in Sweden. As for introducing a light rail system to the area, it is only a rational choice for the Swedish cities that already has such a system. The subway system has proven to be far more effective in diverting car trips to locations at the urban fringe. Therefore it might be a better choice for suburban retrofitting projects in Stockholm. / Det pågår för närvarande ett generationsskifte vad gäller bilkulturen, både i Sverige och i hela den industrialiserade världen. Efter decennier av ökande bilkörning kan man nu se en nedgång i tjugo av de utvecklade länderna. Dessutom har ett av fem externhandelsområden i USA redan lagts ned, eller är sannolikt att bli nedlagt inom de närmaste fem åren. Detta har gett upphov till en ny strategi inom stadsplanering som kallas för ”Suburban retrofitting”, eller ”förtortsomvandling”. Strategin syftar till att omvandla förortsmiljöer och innebär förtätning av den byggda miljön, en diversifiering av områdets funktioner och förbättrad kollektivtrafik till området. I förortsomvandlingsprojekt är den vanligaste typen av kollektivtrafik spårvägssystem. De flesta genomförda förortsomvandlingsprojekt har avsett nedlagda köpcentrum och den litteratur som berör ämnet är i huvudsak fokuserad på Amerikanska förhållanden. Syftet med examensarbetet är att relatera teorier om förortsomvandling till svensk stadsplanering för att se om dessa teorier är användbara och relevanta för svenska stadsplanerare och beslutsfattare. Vilket är en fråga som i sin tur är starkt beroende av huruvida dessa strategier kan anses bidra till en hållbar utveckling. I detta examensarbete genomförs en fallstudie som berör omvandlingen av externhandelsområdet Kungens Kurva, beläget söder om Stockholm. Området planeras att bli tätare, få en kvartersstruktur och förses med kollektivtrafik. Dock skiljer sig projektet från de teorier som finns i litteraturen om förortsomvandling i flera viktiga avseenden. Inga bostäder är planerade, bilen står fortfarande i centrum och shopping kommer fortfarande att vara den dominerande aktiviteten i området. Några av de viktigaste slutsatserna i examensarbetet är att förutsättningarna för förortsomvandling skiljer sig kraftigt mellan Sverige och USA. Framförallt är de ekonomiska förhållandena för externhandelsområden i Sverige fortfarande relativt bra. Dessutom har Sverige starka regleringar vad gäller partikelhalter och buller, vilket kan göra omvandlingsprojekt nära motorvägar svåra att genomföra. Särskilt om de avser bostäder, vilka är en nödvändig del av ett förortsomvandlingsprojekt om det ska anses bidra till en hållbar stadsutveckling. Vad gäller frågan om att införa spårvägsförbindelser till förortsmiljöer under omvandling är detta endast ett rationellt val om man redan har ett spårvägssystem, eller saknar spårbunden kollektivtrafik överhuvudtaget. I det fall man har ett tunnelbanesystem, som i Stockholm, är det sannolikt mer miljömässigt hållbart att utnyttja detta än att bygga spårväg. Det beror på att tunnelbanesystem är betydligt mer konkurrenskraftigt gentemot bilen avseende resor till perifera mål, eftersom tunnelbanetrafiken är separerad från andra trafikslag och därmed får en högre medelhastighet.

Södra station area is a central neigbourhood at Södermalm, that was planned and built during the 1980s. During that time it was one of the largest postmodern urban planning projects in Stockholm. The intent was to imitate the urban pattern of the central parts of Stockholm with its mixed-use diversity, hence to “promote a rich social life” (Idétävling omSödra stationsområdet 1980, 4). This project investigates the urban form of the Södrastation area, focusing on the interface between public and private space, and proposing new urban features and land-use programs to further support and encourage public life in a central part of Södermalm. Observation of the area and refernance research show that the urban form of the Södra station area deviates form its surroundings and has low support towards its public spaces. How may the streets and the public spaces of the area be enliven? / Södra stationsområdet är en centralt belägen stadsdel på Södermalm. Området planerades och byggdes under 90-talet. Under den tiden var det den största postmoderna stadsbyggnadsinsatsen i Stockholm. Avsikten vid planarbetet var att forsätta på innerstadens blandstadsstruktur för att "befrämja ett rikt social liv" (Idétävling omSödra stationsområdet 1980, 4). Det här examensarbetet undersöker den urbana formen av Södra stationsområdet med fokus på gränssnittet mellan privat och offentlig mark. Därtill föreslås en strategi med nya urbana inslag och markanvändningsprogram med syftet att både stödja och uppmuntra det offentliga livets kontinuitet i en central del av Södermalm.  Observation av stadsdelen och forskningsreferenser visar att områdets stadsstruktur avviker från de omkringliggande stadsdelarna och ger i dess utformning svagt stöd mot offentliga utrymmen. På vilka sätt kan man uppmuntra till livfulla offentliga miljöer?

Parking planning for new residential constructions is intensively discussed between develops, architects, and municipalities. In a big city, the land value is higher and it is more profitable to build apartments instead of parking places, but parking space can increase the value of the apartment. The purpose of this work was to analyse how the planning of a parking space in a big city compared to a smaller town differs today versus 10 years ago. Results of interviews were that the parameters such as municipal parking regulations and access to public transport govern the parking planning. All the municipalities, contractors and architects agreed that in the future more municipalities will work with flexible parking standards. The conclusion is that it is the municipality’s parking norm and access to public transport that affects parking planning. The largest change and development in the last 10 years is an increased investment into mobility solutions in form of charging stations and carpools.

Städer fortsätter växa och omfattas av ökad urbanisering. En planeringsstrategi för att hantera ökad urbanisering på ett hållbart sätt kan vara den kompakta staden. Studien syftar till att studera hur den kompakta staden kan appliceras på Linköpings stadsmiljö, samt studera vilka konsekvenser det innebär när grönområden tas i anspråk. Vidare undersöker studien den kompakta stadens komponenter samt deras konsekvenser. Komponenterna är förtätning, täthet, social blandning, hållbar transport, transportsystem, gågator, tillgänglighet, blandad bebyggelse och stadsstruktur. Studien baseras på en kvalitativ innehållsanalys och kvalitativa intervjuer. Vidare visar studien att kommunens planering och utförande är i linje med den kompakta stadens komponenter. Däremot framgår det att den kompakta stadens utfall kan innebära att grönområden påverkas negativt. / Cities continue to grow and are subject to increased urbanization. One form of planning strategy that can possibly achieve increased urbanization in a sustainable way is the compact city. This thesis aims to study how the compact city’s concept can be applied to Linköping’s urban environment. In addition, it studies the consequences of when green spaces are being sacrificed for increased urbanization. A further aim of the study is to examine the components of the compact city and its consequences. The components are densification, density, social mix, sustainable transport, transportation systems, pedestrian access, accessibility, mixed land use and urban structure. The study is based on a qualitative content analysis and qualitative interviews. Our research shows that the municipality of Linköping’s planning and execution are in line with the compact city’s components. On the other hand, the compact city’s outcomes could mean that greenspaces are affected negatively.

Urbaniseringen medför att allt fler människor flyttar in i städerna. Stockholm har under de senaste åren beskrivits som en av de snabbast växande storstadsregionerna i Europa och på grund av det ställs det större krav på bostäder och annan utveckling vilket leder till planer på förtätning. Nordvästra Kungsholmen som är beläget i ytterkanten av Stockholms innerstad pekades ut som ett utvecklingsområde i Stockholms översiktsplan från år 1999. Sedan dess har området planerats i avsikt att förtäta och binda samman bebyggelsen på västra Kungsholmen. Syftet är att förstå och analysera vilka utmaningar och möjligheter som Stockholms stad identifierat i samband med förtätningsprojekt i Nordvästra Kungsholmen. I studien har fyra tjänstepersoner från kommunen intervjuats samt har en kompletterande dokumentanalys genomförts. Resultaten visar att med funktionsblandning skapas närhet mellan bostäder, arbete, affärer och aktiviteter samtidigt som hållbara transporter främjas. Kvaliteten av grönytor i området prioriteras framför kvantiteten och olika intressen styr graden exploatering. Det råder inget större fokus på hållbarhet för utvecklingen av Nordvästra Kungsholmen, men i samband med förtätning genomsyras projektet av möjligheter för en hållbar stadsutveckling. / Due to urbanization, more people are moving into the cities. In recent years, Stockholm has been described as one of the fastest growing metropolitan regions in Europe. Because of this, there is a larger demand for housing and urban development, which leads to densification in cities. The northwestern part of Kungsholmen is located in the outskirts of Stockholm city and was designated as a development area in Stockholm’s general plan from 1999. Since then, the area has been planned with the intention of densifying and tie together the buildings on the western side of Kungsholmen. This study aims to understand and analyze the challenges and opportunities that Stockholm city have identified with densification projects in the northwestern part of Kungsholmen. In the study, four officials from the municipality were interviewed and a documental analysis was conducted as a complementary method. The results shows that a mixed land use creates proximity between homes, work, stores, and activities while promoting sustainable transport. The quality of green space is prioritized over quantity, and different conflicts of interests regulate the extent of exploitation. There is no major focus on sustainability for the development of the northwestern part of Kungsholmen, however, densifying projects are permeated by opportunities for sustainable urban development.