Erik Aspengren

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Erik Aspengren

Handledare/ Anders Wilhelmsson

Supervisor

Examinator/ Anders Johansson

Examiner

Examensarbete inom arkitektur, avancerad nivå 30 hp Degree Project in Architecture, Second Level 30 credits 5 june 2014

”Titel – T-Sofia”

”Title –T-Sofia”

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BACKGROUND

During the autumn of 2013 the Swedish government announced that they intend to invest in expanding the metro system in Stockholm. With Stockholm’s population expansion and the fact that no new metro being built since 1994 it is now again time to invest in the metro network.

The expansion includes one new line from Odenplan to Arenastaden, the blue line is extended in the north from Akalla to Barkarby.

The largest part of the project is the extension of the blue line from Kungsträdgården to the southeast municipality of Nacka. The Nacka extension will also be connected with Gullmarsplan, in the south. Plans for a metro extension to Nacka have existed since the 70ies but the political will to realize the project have not existed until now.

Totally there will be nine new stations and plans for 78,000 new dwellings. The construction is planned to start in 2016 and the project will be totally completed in 2025 at a cost of 25, 7 billion Swedish crowns.

My thesis project is about the design of one of these new stations: Sofia on Södermalm in the southeast parts of the inner city, a station on the new line that is going to connect Nacka with the Metro.

I chose to work with this particular station due to the existing city structure, the surrounding water and challenging topography that are important conditions for the project. Sofia will play a key role among the new stations and have importance as a transfer hub in the Stockholm region, linking the inner-city, with Nacka and the southern areas. The bedrock of Stockholm consists of solid rock, about 1800-2800 million years old which is a good and stable mate-rial for building tunnels. Several alternatives have been investigated for the Nacka extension; the most complicated aspect of the project is how to cross Saltsjön.

The two alternatives for this crossing were either to make a concrete tunnel in the water or to drill and blast a rock tunnel beneath the water.

Due to technical complications it was decided in the end of January this year (2014), to go for the rock tunnel al-ternative. A consequence of this decision is a dramatic section, where the tunnel dives under the sea and then rises upwards. Sofia is going to have an extraordinary deep position underground, about 100 meters below street level. This makes the station to one of the deepest in the world.

Stockholm has a largely perforated underground, with the metro as well as shelters from the cold war days, parking garages, underground passages and tunnels for water and electricity. An important feature of Stockholm is the three-dimensionality of the street network, layer by layer, where it is possible to move long distances underground.

This is also true when it comes to the Sofia site, which is surrounded by large scale underground infrastructure and shelters.

HISTORICAL BACKGROUND

The excavated space can be said to be one of the earliest forms of architecture, when humans settled in naturally generated caves for shelter, also in terms of culture and art the cave have an important position, one of the world’s oldest known art pieces can be seen in the Lascaux Cave in south western France. The excavated space plays an im-portant role in human development. The metro can be seen as part of this development, representing the civilization and the modern city.

The Stockholm Metro is called the world’s longest art exhibition. Over 90 of the 100 metro stations in Stockholm feature art, created by more than 150 artists. The artistic and architectural design helps to create contextual iden-tity, and sensual qualities in a subterranean environment that easily could be tough, stressful and anonymous. The artists Vera Nilsson and Siri Derkert played an important role in the 1950s in providing the metro with art. Vera Nilsson courted the Social Democrat politician Hjalmar Mehr, Mayor of Stockholm at the time, with several letters. In a letter to him in March 1955, which received a positive response, she argued for art in the metro and to create “Cathedrals underground”.

Vi vill ha fest, glädje och färgprakt i tunnelbanan. Det är de enkla människornas, de billösas dagliga trafikled...Låt oss få det i underjorden, katedraler under jorden! Varje hållplats ett sagoslott!

Vera Nilsson in a letter to Hjalmar Mehr, Mayor of Stockholm, 18 March 1955

The high design ambitions for the Stockholm Metro have created a broad spectrum of artistic and architectonic expressions. The “grotto stations” built in the 1970s have to be especially mentioned as they are unique of its kind in the world. Instead of coating the blasted rock with concrete as was done in the 1960s, it was decided to spray the rock with a layer of 7-8 cm of shotcrete. This technique was much cheaper than the previous methods and meant money left over to design artistic concepts for entire stations. The cave-like stations caused debate in the beginning, as they could be seen as frightening and give associations to hell and the dark underworld. For this reasons painted metal grids were placed on ceilings and walls on the first stations constructed with this method to hide the rock face. When the blue line was built in the 1970s it was decided to show the sprayed concrete as it really was. The typical stations of this time were stations designed as a coherent whole. Artists collaborated together with architects and en-gineers to create complete environments rather than individual artworks. SL (Greater Stockholm Public Transport) had at the time its own architecture office working with the metro.

Among the grotto stations Kungsträdgården, opened 1977 is one of the most famous and elaborated. The art on the station draws associations to the history of the site as well as to political movements and happenings of the time. It was planned that Kungsträdgården would be one of the major stations in Stockholm, close to several cultural institu-tions and with a central position in the city. Since the planned line to Nacka that was intended from the beginning, never was realized the station today is a calm end station, something that will change with the Nacka extension. Some parts of the rock at Kungsträdgården have not been covered with shotcrete leaving it exposed. The naked rock can be seen as a living material that is both constructed and natural. The bare rock walls at Kungsträdgården, have created an ecosystem of minerals, water, moss, fungus, bacteria and insects. A for Sweden new type of spider was discovered here 1980.

The architectonic and artistic features of Kungsträdgården as well as its importance as a hub travelling between Nacka and other parts of the Stockholm region makes it an important station in relation to Sofia.

T-Sofia

Metrostation in Stockholm

Erik Aspengren, Diploma project 2014, KTH Arkitektur, Studio 2 Tutors: Erik Wingqvist, Anders Wilhelmsson, Tor Lindstrand

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NEW STATION

Because of the depth travelling with escalators would be too time-consuming; instead a solution with elevators is suggested. In the pre studies done by the traffic department Stockholms läns landsting, 8-10 elevators are suggested: elevators that each can accommodate 30 persons, traveling at a speed of 3 m per second you reach the -100 level in about 30 seconds.

The safety demand is that two fully loaded trains (2400 people) should be able to be evacuated via the elevators and emergency stairs. During rush hour 1000 boarding passengers are calculated. Two ventilation systems are needed one for smoke evacuation in case of fire and one for general ventilation. The platform should be 180 meters long and platform space 330 technical and ventilation spaces included.

T-SOFIA, THE PROPOSAL

I have suggested two elevator shafts to the station, one smaller with 4 elevators in the crossing of Renstiernas gata and Skånegatan bringing people to Nytorget and Sofia Kyrka. The main entrance with a shaft for 6 elevators is located along Folkungagatan, below the height Stigberget.

Stigbergsparken where the main entrance to the station is located is today a nice park but quite deserted and forgot-ten. There are several stairs that connects the park with Stigberget. These existing stairs are important for the project as they contribute into creating a journey from the heights of Stigberget down to -100 meters on the underground train platform level.

Stigberget is like a big wall that separates Saltsjön and Folkungagatan. A natural height that in great extend have been modified by humans and adjusted to the needs of the city, like Stadsgårdenskajen a harbour area, where today big cruise ships anchor

My main concept for the station is to make use of the spectacular depth with a shaft that connects the underground platform space with the ground level at Stigbergsparken.

The technical functions: emergency stairs, ventilation and elevators are placed in a separate shaft. The other shaft is open and exposed to weather, climate and airflows.

Instead of only seeing the depth as a problem to work away and hide, it can be used to provide the passengers with an everyday experience of space, light, void and geology in combination with logistics and infrastructure. To make it possible to sense and feel the depth might also have a pedagogical value, a feeling of control that counters claustro-phobia, stressful elevator rides and confinement.

The shaft is reinforced by rock bolts and a protective net to prevent rock fall. The slightly conical shape of the shaft is to expose the rock walls from the bottom, the shape also have a safety function if something falls from above it will land on the roof.

The open shaft creates a strong atmosphere that also can be changed and manipulated. In evenings and winter when it is dark it is lighted artificially, also the climate and the natural changes of the rock makes it into a changing environ-ment and a form of micro climate, with the bare rock walls at Kungsträdgården in mind.

On ground level a sloping square offers the main entrance to the lower level with the elevators. There are also two underground passages to reach this level with entrances from existing houses.

The ground level above is still a park like Stigbergsparken today. This park is inspired by the classic park configura-tion with the top of the shaft as the fountain in the middle. A park composiconfigura-tion that resembles many parks close to the area.

The top of the shaft is circumscribed by a mesh of white steel tubes, the shape of the construction and a cantilever-ing floor makes it possible to look down and stand over the shaft. A net on top makes it impossible to climb over and fall down. The large infrastructural scale meets here the human scale with benches and park life. The steel tube construction continues down to the lower level, where it brings down light and air, commercial spaces are located around kiosks, instant food etc.

You move into one of the elevators and travels down, a 30 seconds trip with the suggested elevators.

When you exit the elevator you are 95 meters below street level. As you move towards the escalators that brings you to the train platform, you move under the void, and a roof with a circular hole. This roof leads away the water that is exuded from the rock walls, frames the void and contrast with its perfect circular geometry against the organic character of blasted rock. After the escalator ride you are -100 meters below street level and can catch the train. The train platform space is a typical Stockholm grotto station with applied shotcrete and with a future design by artists. Also the void could be a space that is being used for artists; works with light or sound are two possible ar-tistic mediums for this space. Also the ground level with park and square could be further developed by landscape architects and architects. This initial proposal could and should be further developed by other architects as well as other professions.

ARGUMENTATION

The metro extension is financed with tax money, but will lead to big private profit as real estate values rise. The shaft will contribute into giving something back to the tax payers.

It might also lead to even higher increase in real estate prices. Using an architectonic landmark and economic argu-mentation, the shaft will put Stockholm and the specific site on the map and give more visitors and tourists.

The most important argument for this project is to continue the tradition of contextual identity, and beauty in the Stockholm Metro system. To create Cathedrals underground like Vera Nilsson talked about in her letter from 1955. In a segregated city like Stockholm, the metro is one of the spaces where different kinds of people really meet and are visible to each other. This proposal wants to create a public space in several levels where people can meet and experience a spectacular void in a weekday context that the metro represents.

PROCESS

To work with excavated space, mass and void have demanded a bit different methods then a regular above ground project. Also trying to visualize the project and get an understanding of the space and the scale has been demanding. Experimentation with models was a good way to deal with these aspects during the process.

The first model I made was paper and MDF model in the scale of 1:100. My initial idea was to create an open shaft with elevators inside it. But I soon discovered working with the model that the idea of the void and light not was possible to combine with the amount of space that the elevators and technical systems demanded. Instead I started to work with two shafts, one built in with ventilation, technical systems and elevators, and one void shaft.

In the process plaster castings was a good way to get a feeling for the mass/void relationship. To be able to work more in detail I started a 1:100 model with foam covered in plaster. This helped me to study the roof and elevator platform. To investigate the light I built a 1:50 model in paper covered with graphite to express the rock. I covered the openings at the bottom to only get light in at the top and used a camera under different weather conditions.

The design process has been about adding as little as possible and the transition from initial conceptual idea to con-crete proposal. The simple idea of an open shaft is followed by many questions of safety and construction methods to make it realizable and refined. To keep the character of the void as simple as possible as it in the same time meets the demands of safety, function and logistics without losing light or the raw character of blasted rock.

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Rock types Granit Granidorit Monzonit Gnejs 78 000 new dwellings

The expanded metro system, new stations marked with yellow, Sofia marked with red circle. New Metro line towards Nacka, rock tunnel beneath Saltsjön and the topography of the site makes the station Sofia extraordinary deep.

Geological context, the bedrock of Stockholm consists of solid rock, formed for about 1880-2850 million years ago a good material for building tunnels.

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3.

Katarinaberget

Built in the 1950s, at the time the largest shelter in the world.

1.

Skeppsholmens berggrum

Built in the 1940s as headquarters for the naval command in event of war.

2.

Saltsjötunneln

Built in the 1980s to lead purified wastewater to Saltjsön.

6.

Atlas Copco provgruva

Built in 1930s as test site for rock drills and mining equipment.

4. Pionen

Former military commando central, now server space for internet service provider Bahnhof.

5.

Henriksdals reningsverk

The largest treatment plant in Stockholm.

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Kungsträdgården, Architects: SL’s architectural office by Michael Granite and Per H Reimers, Artist: Ulrik Samuelson 1977 New species in the metro

Artist Vera Nilsson to the right, working with pillar at T-centralen 1957, the first station where art were incorporated.

Application of shot concrete in the 1970s, the material stabilizes the rock and drains water. Bare rock wall Kungsträdgården, constructed and nature, ecosys-tem of minerals, water, moss, fungus, bacteria and insects. Historical background

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Site

Site history

View from Stigberget towards Folkungagatan, site for shaft, park

and main entrance to Sofia metro station. Bergsprängartrappan, street intersection Renstiernas gata Skånegatan, site for the other of the two entrances to Sofia station. View from Stigberget towards Stadsgårdskajen

Stigbergsparken view towards west Stigbergsparken not very used and a bit forgotten. Stairs connecting Stigbergsparken and Stigberget

Skånegatan towards Nytorget

Ersta trappor

Stockholms execution site was located on Stigberget during the 1500 and 1600 cen-turies. Visible to the right on painting from 1535.

Blasting for Renstiernas gata at Vitabergen

1932 Mina drömmars stad (1960) by Per An-ders Fogelström is a novel set from 1860 to 1880 in Stockholm. It portrays the life and everyday life among Stockholm work-ers in the area around Sofia.

Ersta diakoni hospital interior Bergsprängargränd 1885, this area was

home to large families in simple wooden houses the area was one of the poorest and most miserable on Södermalm, to-day an area with cultural heritage value.

Ersta diakoni, hospital and care for the old, children and poor located on Stigberget 1861.

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Process

Model 1:100, paper and MDF Ett schakt mitten

Process

Ett schakt varje ände Flera schakt, upplöst, labyrintisk

Ett schakt mitten

Process

Ett schakt varje ände Flera schakt, upplöst, labyrintisk Ett schakt mitten

Process

Ett schakt varje ände Flera schakt, upplöst, labyrintisk

Pencil sketches _References

Reference 1: “Ringen” Stockholm central station, meeting point and visual contact

Reference 2: Mariatorget Söder-malm fountain, park and metro sta-tion

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Model 1:200, plaster casting and cardboard

Model 1:100, foam and plaster Model 1:50, paper and graphite, ltt study

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24 25 21.5 21.6 21.3 20.6 20.9 23.0 22.8 22.2 21.7 22.1 21.6 23.9 22.5 22.0 21.6 21.4 21 22 23 20.7 22.8 20.9 20.0 19.6 19.2 18.6 18.6 21.2 20.7 21.0 21.2 21.6 45.5 45.6 2324 25 21 22 23 23 19 20 21 25 25 26 27 28 29 30 31 27 28 29 30 31 32 33 3224 25 32 33 34 35 36 37 38 39 40 4142 46.1 46.1 46.1 46.1 45 45 45 15 41.6 42 43 44 45 43 42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 29.0 30.0 29.3 27.7 27.1 26.7 16.0 38.5 34.3 45.3 28 29 30 31 32 33 34 35 36 37 32 28 29 3031 32 33 34 35 28 29 30 31 32 30 31 32 33 34 16 17 18 19 20 21 22 23 25 28 29 12 13 13 14 15 13 23.3 22.9 23.6 23.7 24.6 26.9 26.2 25.7 25.3 25.6 25.5 25.3 24.5 25.2 26.1 26.6 27.0 26.0 24.8 25.1 27.3 25.4 24.1 22.8 22.3 39.5 40 41 42 43 25.9 26.8 21.6 21.9 45.5 45.5 37.4 38.3 22 23 21 22 23 24 25 27 28 29 30 31 32 35 36 37 39 35 36 37 38 40 41 33 34 43 44 45 39 40 43 39.6 41.3 42.5 43.8 42.5 42.2 40.7 39.8 38.6 38.1 37.8 36.2 35.0 33.9 34.7 35.5 35.7 33.3 31.2 29.1 28.9 23.6 30.4 31.9 33.5 28.1 27.2 26.2 42 34 39.5 34 39.5 39.5 3434 39.5 39.5 39.5 39.5 34343434 39.9 27.2 28.0 28.7 45.2 45.3 46.1 36 37 39 40 4142 43 44 45 28.9 27.1 26.4 23.9 21.7 28.2 28.4 26 27 30.4 28.8 27.0 25.8 28.6 30.3 30.4 30.5 36.1 35.7 32.4 28.2 27.1 26.3 24.9 22.6 26.2 25.9 26.0 21 21.1 25.9 26.1 26.6 26.8 26.9 26.4 26.3 26.3 26.6 26.7 26.8 26.5 26.3 26.3 25.6 26.9 25.9 26.3 26.5 26.3 26.2 26.8 26.6 25.6 25.9 26.1 26.6 26.8 26.9 26.4 26.3 26.3 26.6 26.7 26.8 26.5 26.3 26.3 25.6 26.9 25.9 26.3 26.5 26.3 26.2 26.8 26.6 25.9 25.6 23.3 24.0 24.3 24.5 24.7 24.8 25.0 25.3 25.6 25.6 25.8 26.9 27.3 27.3 27.5 27.8 25.5 24.3 26.0 28.0 28.8 28.4 27.9 27.4 29.5 30.1 30.6 31.1 30.0 28.9 32.0 32.5 33.2 33. 36.7 33.1 31.9 29.0 31.7 30.5 33.5 33.5 23.05 33 32 30.06 24.64 23.3 24.0 24.3 24.5 24.7 24.8 25.0 25.3 25.6 25.6 25.8 26.9 27.3 27.3 27.5 27.8 25.5 24.2 26.0 28.0 28.8 28.4 27.9 27.4 29.5 30.1 30.6 31.1 30.0 28.9 32.0 32.5 33.2 33. 36.7 33.1 31.9 29.0 31.7 30.5 33.5 33.5 23.05 33 32 30.06 24.64 8 21.8 17.4 17.8 19.0 19.2 20.5 20.5 21.2 19.3 17.5 27.4 28.2 22.7 23.4 27.7 29.1 15.8 15.3 10.2 12.0 11.9 14.1 14.0 15.9 15.9 18.4 21.8 24.5 26.8 29.1 30.4 28.7 26.9 24.5 25.8 25.7 28.0 28.9 28.2 31.3 30.3 29.1 28.3 11.1 9.2 22 23 2425 26 27 28 29 30 31 26 27 28 29 30 26 25 24 232221 20 19 18 17 1615 8 9 10 10987 17 18 19 9 13 12 20 22.64 22.28 21.78 21.69 22.03 22.52 22.82 31.41 28.40 28.29 28.30 26.71 24.88 24.77 24.78 24.83 22.25 22.0721.79 21.91 32 33 30.51 30.12 27.10 26.21 26.84 27.01 26.19 26.1225.39 24.59 23.92 24.59 24.70 26.76 25.81 24.42 23.21 22.17 9.8 27.9 5 9.8 27.9 5 35.2 35.1 39.2 33.4 33.5 33.0 32.6 32.8 33.1 33.0 32.4 31.8 29.6 28.4 33.5 35.0 36.1 33.6 33.3 32.5 30.9 29.3 28.3 27.2 26.3 33.7 29.9 31.5 34.3 33.5 32.7 40 41 39 42 40 40 37 39 35 35 36 34 34 33 33 32 31 30 30 32 26 28 27 29 30 31 33 32 34 03 2.9 2.8 2.9 2.9 2.8 2.8 2.5 2.9 25.6 25.6 25.6 25.6 29.9 29.9 29.6 29.2 28.7 28.2 28.0 27.7 36.4 38.7 40.0 40.2 38.7 37.6 36.5 25.52 25.44 25.40 26.90 28.02 28.28 28.36 28.42 28.71 31 23 33 2829 30 31 32 34 36 33 37 31 33 32 34 35 35 33 27 46 43 41 39 30 32 36 40 27 29 31 33 37 39 35 40 46 43 45 28 25.37 25.08 25.02 24.90 24.65 24.92 25.09 29.68 30.80 24.80 24.94 25.07 36.99 38.18 39.03 39.98 40.34 25.55 25.62 25.07 41.92 40.97 46.48 27.87 31.36 33.60 3.8 2.8 2.9 2.8 3.0 3.0 2.8 2.8 2.8 2.8 2.8 2.8 2.9 2.5 2.5 21.3 29.2 29.0 28.6 31.4 32.0 32.2 33.3 31.9 31.5 31.6 31.5 37.5 37.8 37.3 36.8 35 35 36 36 37 34 34 33 32 32 32 35 36 34 33 32 31 14.9 14.3 3.3 3.0 3.0 2.9 2.9 2.8 2.9 2.9 2.5 2.6 37.5 37.5 37.1 36.2 33.7 32.4 7.1 5.2 3 7 6 5 29 28 272625 24 2322 21 2019 8 9 10 11 12 13 14 21 22 23 24 25 27 25 26 27 28 29 30 31 323334 35 36 37 38 363534 33 323130 29 36 35 34 33 32 31 3029 28 27 26 25 24 38 15 17 15 16 17 18 3.8 23.07 22.47 24.24 27.46 26.83 28.51 30.24 29.99 22.14 23.85 22.43 3.6 3.8 2.5 4.4 44 3.6 3.8 2.5 4.4 44 3.1 24.5 23.8 23.4 23.0 22.4 22.1 2.9 2.9 2.8 2.9 3.0 3.1 2.8 2.8 2.5 35.1 34.0 32.4 32.7 32.9 36.9 24 25 35 36 35 34 34 25.29 2.4 2.5 2.7 2.9 3.1 3.0 2.8 3.1 3.0 2.8 2.9 2.8 2.9 2.9 2.5 2.4 2.6 20.8 3.4 25.2 3 25 21 2.5 2.3 25.35 2.4 2.5 2.7 2.9 3.1 3.0 2.8 3.1 3.0 2.8 2.9 2.8 2.9 2.9 2.5 2.4 2.6 20.8 3.4 25.2 3 25 21 2.5 2.3 25.35 2.5 2.5 2.5 2.5 23.07 A A B B C C Stigberget +45 Stadsgårdskajen +2.4 Stigbergsparken +24 Sofia kyrka +46 Renstiernas gata +27 Skånegatan +35 0 -76

Volumes negative space

Levels

Site, shafts, platform

Siteplan 1:1000 N

Siteplan 1:1000

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23.3 24.0 24.3 24.5 24.7 24.8 25.5 24.3 23.05 23.3 24.0 24.3 24.5 24.7 24.8 25.0 25.5 23.05 24.64 30 32 36 40 27 29 31 33 37 39 35 40 46 43 45 28 25.08 25.02 24.90 24.65 24.92 25.09 29.68 30.80 24.94 36.99 25.07 33.60 23.85 23.07 Ground level 1:200 N

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20.6 16.5 Emergency exit Elevator,escalator, ventilation, machine rooms Emergency exit Commercial space Commercial space Commercial space Commercial space Commercial space Commercial space Commercial space 24.7 16.5 24.9 16.5 Lower level 1:200

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Platform level 1:200

-71

Emergency exit

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REFERENCES BOOKS:

Stensman, Mailis & Söderström, Göran (red.) (2000). En värld under jord: färg och form i tunnelbanan. 2., utök. och omarb. uppl. Stockholm: Stockholmia

Alfredsson, Björn, Berndt, Roland & Harlén, Hans (2000). Stockholm under: 50 år - 100 stationer. Stockholm: Bromberg

Wigander, Olle (red.) (1964). T-banan i ord och bild. Stockholm: Stockholms stads gatunämnd och AB Stockholms spårvägar

Stockholms tunnelbanor 1964: en teknisk beskrivning. (1964). Stockholm: Stockholms stads gatunämnd Gabrielsson, Catharina (2006). Att göra skillnad: det offentliga rummet som medium för konst, arkitektur och politiska föreställningar. Diss. Stockholm : Kungliga Tekniska högskolan, 2007

Eriksson, Yvonne (2010). Att teckna ett liv: om Vera Nilssons konstnärskap. Stockholm: Signum Derkert, Siri (2011). Siri Derkert. Stockholm: Atlantis

Trafikmaktordningen. (2011). Göteborg: Korpen Koloni

REPORTS:

Trafikförvaltningen vid Stockholms läns landsting (2013-06-05). Förstudie Tunnelbanan till Nacka-underhand-srapport till statens förhandlingspersoner

http://stockholmsforhandlingen.se/accounts/10965/files/218.pdf

Trafikförvaltningen vid Stockholms läns landsting (2013-06-05). Bilaga 1: Ritningar Tunnelbana till Nacka, Förstudie Tunnelbanan till Nacka-underhandsrapport till statens förhandlingspersoner

Trafikförvaltningen vid Stockholms läns landsting (2013.06.05). Bilaga 2: Ritningar Avgrening mot Grön linje, Förstudie Tunnelbanan till Nacka-underhandsrapport till statens förhandlingspersoner

http://stockholmsforhandlingen.se/accounts/10965/files/215.pdf Tunnelbana som investering i socialt kapital

2013 års Stockholmsförhandling

Muntliga källor och sakkunniga: Elin Blume, Malin Eriksson, Evert Kroes, Marcel Moritz, Niklas Roth, Magnus Waller

WSP Analys & Strategi (2013-06-20) Effekter på värdet på handelsfastigheter vid etablering av nya tunnelbanelinjer i Stockholmsregionen

Statens offentliga utredningar, (2013) Utbyggd tunnelbana för fler bostäder-delrapport ifrån 2013 års Stockholms-förhandling

MEDIA:

Fredrik Reinfeldt (M), Jan Björklund (FP), Annie Lööf (C), Göran Hägglund (KD) (DN Debatt 2013-11-11) ”Så ska vi bygga ut t-banan och bostäderna i Stockholm”

http://www.dn.se/debatt/sa-ska-vi-bygga-ut-t-banan-och-bostaderna-i-stockholm/ Sundström, Anders (DN Debatt 2013-11-11) ”Nya tunnelbanan blir dyr för Stockholm” http://www.dn.se/sthlm/nya-tunnelbanan-blir-dyr-for-stockholm/

Jens Holm (V), riksdagsledamot Stockholm och miljöpolitisk talesperson (DN Debatt 2013-11-11) ”Förbifart Stockholm kommer att köra över tunnelbanan”

Persson, Ann (DN Sthlm 2013-11-11) ”Välkommet att M bryter hårdnackat motstånd till t-bana” http://www.dn.se/sthlm/valkommet-att-m-bryter-hardnackat-motstand-till-t-bana/

Barth-Kron, Viktor (DN Sthlm 2013-11-11) Viktor Barth-Kron: Stora satsningar – men regeringen spelar säkert http://www.dn.se/sthlm/viktor-barth-kron-stora-satsningar-men-regeringen-spelar-sakert/

Larsson, Mats J (DN Sthlm 2013-04-29) M hotar stoppa nya t-banelinjer http://www.dn.se/sthlm/m-hotar-stoppa-nya-t-banelinjer/