Gegenstand der Habilitationsschrift sind die wesentlichen Strömungen der städtebaulichen Entwicklung Dresdens in der zweiten Hälfte des 20. Jahrhunderts. Der Zeitraum umfasst Planungen und Realisierungen zwischen der Zerstörung Dresdens am 13./14. Februar 1945 und der Vereinigung mit der Bundesrepublik Deutschland am 3. Oktober 1990. Wichtige Etappen bilden dabei die Konzeptionssuche nach der Zerstörung, der Städtebau der „nationalen Tradition“, die Rückbesinnung auf die Konzepte der Moderne, die Generalbebauungs- und Generalverkehrsplanung, das Wohnungsbauprogramm und die Wiederentdeckung des innerstädtischen Bauens. Aspekte der städtebaulichen Entwicklung Dresdens vor 1945 mit dem Schwerpunkt der 30er und frühen 40er Jahre des 20. Jahrhunderts sowie im wiedervereinigten Deutschland nach 1990 wurden ergänzend einbezogen. Die Schrift besteht aus einem Einführungstext, der die Dresdner Entwicklung in die städtebaulichen Leitbilder einordnet, und dem Hauptteil mit Auszügen aus 33 wissenschaftlichen Veröffentlichungen des Autoren über den gesamten Betrachtungszeitraum hinweg. Neben der städtebaulichen Entwicklung insgesamt wird auch auf Teilaspekte wie Wohnungsbau, Verkehrsentwicklung oder die Leitbilddiskussion eingegangen. Der breite Katalog der städtebaulichen Lösungen, in mehreren Jahrzehnten und über Paradigmenwechsel hinweg entstanden, bildet einen wertvollen Erfahrungsschatz. Vor allem der Aspekt der Besonderheit der städtebaulichen Entwicklung Dresdens, der Radikalität, aber auch Beschränktheit der vielfach gewählten Lösungen, stellt im Sinne einer Bestandsaufnahme einen wesentlichen Ausgangspunkt für jegliche gegenwärtige und zukünftige Auseinandersetzung mit dem physischen Körper der Stadt dar. Einerseits wird es erleichtert, schutzwürdige Qualitäten der städtebaulichen Entwicklung des behandelten Zeitraumes zu erkennen, andererseits werden aber auch Ansatzpunkte für eine zukunftsfähige künftige Stadtentwicklung geboten. / The subject of this study (Habilitation) is Dresden’s city planning in the second half of the twentieth century and the main strands of its development. The time frame comprises planning and realizations of building projects between the destruction of Dresden on 13/14 February 1945 and German reunification on 3 October 1990. Important stages are the search for planning concepts after destruction, projects of the “national tradition”, rediscovery of Modernist concepts, general city and transport plans, the programme for housing and the further development of inner-city planning. Additionally included are aspects of planning development before 1945 – with an emphasis in the 1930s and early 40s – as well as the situation in reunified Germany after 1990. The study consists of an introduction, which places Dresden’s development within planning paradigms. The middle section is a compilation of extracts from the author’s 33 scholarly publications spanning the entire time frame of this study. Apart from planning history in general, the study also considers housing, transport and theoretical discussions. The rich catalogue of planning solutions, acquired over decades and across changes in paradigms, builds a valuable store of experience. Especially through the uniqueness of Dresden‘s planning history, the radicalism, but also often the narrowness of chosen solutions, compiled here as a first inventory, a vital starting point for any current and future engagement with the body of this city is formed. On the one hand, the study facilitates the identification of the qualities that are worth preserving; on the other, suggestions for future-oriented city planning are offered.

Inkluderandet av barn i planeringsprocesser är en aktiv diskussion i samhället då barn som grupp ofta blir åsidosatta i sitt deltagande. Barn utgör ungefär 25 procent av befolkningen men de utgör 100 procent av vår framtid, vilket innebär att de bör ges möjlighet att påverka det samhälle de växer upp i. År 2020 blev barnkonventionen en svensk lag som främjar barns rättigheter och skyddar barnets bästa. För att uppnå barnets bästa och inkludera barn i planeringsprocesser finns metoden barnkonsekvensanalys. Denna metod analyserar planeringsprojekts konsekvenser, bedömer hur barn påverkas av planeringssituationer samt presenterar lösningar för att uppnå den mest gynnsamma miljön för barn. Denna uppsats syftar till att undersöka möjligheter och utmaningar med barnkonsekvensanalys i planeringsprocesser genom att implementera metoden i Trafikverkets planering för en ny vägplan (väg 684). Undersökningen genomförs baserat på metoderna barnkonsekvensanalys och aktionsforskning för att både möjliggöra en implementering och en reflektion av processen. Tillvägagångssättet för metoderna består av workshops, gåtur och intervju varpå dess resultat analyseras och reflekteras över. Resultatet diskuteras utifrån teorier om barns rättigheter, både i den fysiska miljön samt i planeringsprocesser. Uppsatsens slutsats är att det finns ett flertal utvecklingsmöjligheter för barnkonsekvensanalys som bör beaktas för att metoden ska uppnå sin fulla potential. Detta inkluderar exempelvis att öka förståelsen för barnens perspektiv och ge barnkonsekvensanalys ökat utrymme inom planeringsprocesser. Implementeringen av barnkonsekvensanalysen i Trafikverkets planering ger slutsatsen att förslagen för vägplanen gynnar barnets bästa. Det finns dock utmaningar med metoden som måste hanteras för att barnens delaktighet ska förbättras, exempelvis gällande utformningen av kunskapsinhämtning. / The inclusion of children in planning processes is an active discussion in society as children as a group often become disregarded in their participation. Children constitute about 25 percent of the population, but they constitute 100 percent of our future, which means that they should be given the opportunity to influence the society in which they grow up. In the year 2020, the Convention on the Rights of the Child became a Swedish law that promotes children’s rights and protects what is best for the children. To fulfill the children’s best interests and include children in planning processes, there is a method called child impact assessment. This method analyzes the consequences of planning projects, assesses how children are affected by planning situations, and presents solutions to achieve the most advantageous environment for children. This thesis aims to investigate opportunities and challenges with child impact assessment in planning processes by implementing the method in the Swedish Transport Administration’s planning for a new transportation plan (road 684). The thesis is conducted based on the methods of child impact assessment and action research to enable both an implementation and a reflection of the process. The implementation of the methods consists of workshops, child-led tour, and interview, after which the results are analyzed and reflected on. The results are discussed based on theories about children’s rights, both in the physical environment and in planning processes. The thesis’ conclusion is that there are several development opportunities for child impact assessment that should be considered for the method to reach its full potential. This includes, for example, improved understanding of children’s perspectives and giving child impact assessment more space in planning processes. The implementation of the child impact assessment in the Swedish Transport Administration’s planning gives the conclusion that the proposals for the transportation plan benefit children’s best interests. However, there are challenges with the method that must be addressed in order for the children’s participation to be improved, for example regarding the design of knowledge acquisition.

The purpose of this study is to empirically investigate the occurrence of Step 1 measures ofthe “four step principle” and the role of Strategic Choice of Measures (SCM) as it pertains tothe development of a sustainable transport system. The “four step principle” has been a partof Swedish transport planning for the last two decades with the purpose of modernising it. Byimplementing SCM the “four step principle” was supposed to take a central role in planning.SCM was supposed to offer an earlier and more open process to make strategic, nationaltransport planning more efficient and enable new perspectives in the process. However, newperspectives are few and far between and it is questionable how sustainable the measuressuggested in SCM processes actually are. The step-wise examination of the “four stepprinciple” seldom leads to suggestions where Step 1 measures are a considerable part, andit is even unclear what Step 1 actually is. Going beyond the SCM process it is questionable ifthe Measure data bank (Åtgärdsbanken), where all SCM-recommended measures aresupposed to be registered, works as a data and knowledge management database.This thesis steps in at that point.The goal of this report is to explain what Step 1 actuallyrepresents, how this is expressed in the SCM methodology and what the output of the SCMprocess is. By text analysis of documents from 150 SCM processes with possible Step 1measures an examination is made of what Step 1 represents and how Swedish TransportAdministration and other participants in SCM processes reach the measures suggested.What kind of so called primary Step 1 measures that are generated in the SCM process isalso within the scope of this report. In addition a more detailed investigation of patterns isperformed for SCM processes that generate primary Step 1 measures, pertaining to thedelimitation and actor setup in SCM:s. This is done in order to answer questions surroundingthe process of generating measures in SCM is concerned, and also to attempt to answer thecriticism that has been brought forth concerning the SCM process.The main conclusion of this report is that there are clear flaws in the SCM process. Theseshortcomings and flaws include difficulties in classifying measures, that particularly Step 1measures are packaged without individual effect evaluation, and that the process at largelacks the “rethink” perspective which the SCM process aims at. Looking at the primary Step1 measures generated, they are characterised as having a time scope connected to otherplanning processes, a limited, local geographical expanse, and as being multi-modal. Theresearch shows a contrast in that certain primary Step 1 measures occur at particulargeographical delimitations. Two common conditions for the generation of primary Step 1measures are the exclusion of Step 4 in the generation of measures, and packeting of Step1 measures for ease of handling. When investigating the SCM process the criticism that isbrought forth towards it shows signs of being legitimate. At the same time it is clear the theMeasure data bank does not function correctly as a data and knowledge management bankand improvements are needed for it to serve its intended purpose.Keywords: “four step principle”, Strategic Choice of Measures, sustainable transport,transport planning, Measure data bank, actor, Step 1, Primary Step 1 measure, instrument.