Urban cloverleaves: origin, aesthetics, and contradictions of the Slussen, Stockholm

2021 ◽  
pp. 1-14
Author(s):  
Álvaro Clua Uceda
Keyword(s):  
Traffic Engineering ◽  
City Centre ◽  
Compact City ◽  
The Baltic Sea ◽  
Southern District ◽  
Stockholm Archipelago ◽  
The Baltic ◽  
First Time ◽  
Historic City ◽  
Different Levels

On 11 October 1935, the inauguration of the Slussen urban cloverleaf took place in front of the excited citizens of Stockholm. It had the attributes of a pure traffic machine taken from the most advanced traffic engineering publications, and it expressed the optimistic cultural modernism that five years ago the Stockholm International Exhibition had promoted.1 This urban cloverleaf was made of translucent glass, reinforced concrete, metallic handrails, and reflective tiles and was meant to solve, in one single gesture, the complex urban link between the Lake Mälaren and the Baltic Sea, between Gamla Stan – the historic city centre – and Södermalm – the southern district built on top of the 35-metre-high plateau [1]. The solution made difficult urban compromises between the foothills of the Brunkeberg topography, the smooth water surfaces of the Stockholm archipelago, the architecture of the historic urban tissue, and the demands of a complex articulated mobility. Boats, goods, suburban trains, subways, trams – later buses – pedestrians, cyclists, and automobiles finally converged on this place at different levels, completing the intricacies of a threedimensional geometry which, for the first time in history, was inserted into a compact city.

Renovation Concept of Liepaja City Centre Construction after World War II

2015 ◽  
pp. 157
Author(s):  
Silvija Ozola
Keyword(s):  
World War Ii ◽  
Baltic Sea ◽  
City Council ◽  
City Centre ◽  
World War ◽  
The Baltic Sea ◽  
The World ◽  
The Baltic ◽  
The City ◽  
The Rose

The port city Liepaja had gained recognition in Europe and the world by World War I. On the coast of the Baltic Sea a resort developed, to which around 1880 a wide promenade – Kurhaus Avenue provided a functional link between the finance and trade centre in Old Liepaja. On November 8, 1890 the building conditions for Liepaja, developed according to the sample of Riga building regulations, were partly confirmed: the construction territory was divided into districts of wooden and stone buildings. In 1888 after the reconstruction of the trade canal Liepaja became the third most significant port in the Russian Empire. The railway (engineer Gavriil Semikolenov; 1879) and metal bridges (engineers Huten and Ruktesel; 1881) across the trade canal provided the link between Old Liepaja and the industrial territory in New Liepaja, where industrial companies and building of houses developed in the neighbourhood of the railway hub, but in spring 1899 the construction of a ten-kilometre long street electric railway line and power station was commenced. Since September 25 the tram movement provided a regular traffic between Naval Port (Latvian: Karosta), the residential and industrial districts in New Liepaja and the city centre in Old Liepaja. In 1907 the construction of the ambitious “Emperor Alexander’s III Military Port” and maritime fortress was completed, but already in the following year the fortress was closed. In the new military port there were based not only the navy squadrons of the Baltic Sea, but also the Pacific Ocean before sending them off in the war against Japan. The development of Liepaja continued: promenades, surrounded by Dutch linden trees, joined squares and parks in one united plantation system. On September 20, 1910 Liepaja City Council made a decision to close the New Market and start modernization of the city centre. In 1911 Liepaja obtained its symbol – the Rose Square. In the independent Republic of Latvia the implementation of the agrarian reform was started and the task to provide inhabitants with flats was set. Around 1927 in the Technical Department of Liepaja City the development of the master-plan was started: the territory of the city was divided into the industrial, commercial, residential and resort zone, which was greened. It was planned to lengthen Lord’s (Latvian: Kungu) Street with a dam, partly filling up Lake Liepaja in order to build the water-main and provide traffic with the eastern bank. The passed “Law of City Lands” and “Regulations for City Construction and Development of Construction Plans and Development Procedure” in Latvia Republic in 1928 promoted a gradual development of cities. In 1932 Liepaja received the radio transmitter. On the northern outskirts a sugar factory was built (architect Kārlis Bikše; 1933). The construction of the city centre was supplemented with the Latvian Society House (architect Kārlis Blauss and Valdis Zebauers; 1934-1935) and Army Economical Shop (architect Aleksandrs Racenis), as well as the building of a pawnshop and saving bank (architect Valdis Zebauers; 1936-1937). The hotel “Pēterpils”, which became the property of the municipality in 1936, was renamed as the “City Hotel” and it was rebuilt in 1938. In New Liepaja the Friendly Appeal Elementary school was built (architect Karlis Bikše), but in the Naval Officers Meeting House was restored and it was adapted for the needs of the Red Cross Bone Tuberculosis Sanatorium (architect Aleksandrs Klinklāvs; 1930-1939). The Soviet military power was restored in Latvia and it was included in the Union of Soviet Socialist Republics. During the World War II buildings in the city centre around the Rose Square and Great (Latvian: Lielā) Street were razed. When the war finished, the “Building Complex Scheme for 1946-1950” was developed for Liepaja. In August 1950 the city was announced as closed: the trade port was adapted to military needs. Neglecting the historical planning of the city, in 1952 the restoration of the city centre building was started, applying standard projects. The restoration of Liepaja City centre building carried out during the post-war period has not been studied. Research goal: analyse restoration proposals for Liepaja City centre building, destroyed during World War II, and the conception appropriate to the socialism ideology and further development of construction.

scholarly journals Allelopathic effect of Ulva intestinalis L. on the Baltic filamentous cyanobacterium Nostoc sp.

2018 ◽  
Author(s):  
Gracjana Budzałek ◽  
Sylwia Śliwińska-Wilczewska ◽  
Adam Latała
Keyword(s):  
Control Treatment ◽  
Natural Phenomenon ◽  
Allelopathic Effect ◽  
Filamentous Cyanobacterium ◽  
Filamentous Cyanobacteria ◽  
The Baltic Sea ◽  
Initial Amount ◽  
Ulva Intestinalis ◽  
The Baltic ◽  
First Time

Allelopathy is a prevalent natural phenomenon in aquatic ecosystem. We reported the effects of the green macroalga Ulva intestinalis L. collected from estuaries of the Baltic Sea (Poland) on the growth and chlorophyll fluorescence of common filamentous cyanobacterium Nostoc sp. It was found that the addition of 50 µL mL–1 extracts obtained from U. intestinalis inhibited growth of cyanobacterium and after one week of exposition the reduction was 35% of initial amount of Nostoc sp. In addition, we demonstrated that on the seventh day of the exposition, the values of Fv/Fm of target cyanobacterium after addition of 100 µL mL–1 extracts obtained from U. intestinalis was reduced to 49%, compared to control treatment. These results showed for the first time the allelopathic activity of U. intestinalis on Baltic filamentous cyanobacteria Nostoc sp.

scholarly journals Potential links between Baltic Sea submarine terraces and groundwater seeping

2020 ◽  
Vol 8 (1) ◽  
pp. 1-15 ◽  
Author(s):  
Martin Jakobsson ◽  
Matt O'Regan ◽  
Carl-Magnus Mörth ◽  
Christian Stranne ◽  
Elizabeth Weidner ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Geological Mapping ◽  
The Baltic Sea ◽  
Remotely Operated Vehicle ◽  
Sea Floor ◽  
Groundwater Levels ◽  
Starting Point ◽  
Glacial Clay ◽  
Stockholm Archipelago ◽  
The Baltic

Abstract. Submarine groundwater discharge (SGD) influences ocean chemistry, circulation, and the spreading of nutrients and pollutants; it also shapes sea floor morphology. In the Baltic Sea, SGD was linked to the development of terraces and semicircular depressions mapped in an area of the southern Stockholm archipelago, Sweden, in the 1990s. We mapped additional parts of the Stockholm archipelago, areas in Blekinge, southern Sweden, and southern Finland using high-resolution multibeam sonars and sub-bottom profilers to investigate if the sea floor morphological features discovered in the 1990s are widespread and to further address the hypothesis linking their formation to SGD. Sediment coring and sea floor photography conducted with a remotely operated vehicle (ROV) and divers add additional information to the geophysical mapping results. We find that terraces, with general bathymetric expressions of about 1 m and lateral extents of sometimes >100 m, are widespread in the surveyed areas of the Baltic Sea and are consistently formed in glacial clay. Semicircular depressions, however, are only found in a limited part of a surveyed area east of the island of Askö, southern Stockholm archipelago. While submarine terraces can be produced by several processes, we interpret our results to be in support of the basic hypothesis of terrace formation initially proposed in the 1990s; i.e. groundwater flows through siltier, more permeable layers in glacial clay to discharge at the sea floor, leading to the formation of a sharp terrace when the clay layers above seepage zones are undermined enough to collapse. By linking the terraces to a specific geologic setting, our study further refines the formation hypothesis and thereby forms the foundation for a future assessment of SGD in the Baltic Sea that may use marine geological mapping as a starting point. We propose that SGD through the submarine sea floor terraces is plausible and could be intermittent and linked to periods of higher groundwater levels, implying that to quantify the contribution of freshwater to the Baltic Sea through this potential mechanism, more complex hydrogeological studies are required.

scholarly journals Model for leisure boat activities and emissions – implementation for the Baltic Sea

2020 ◽  
Author(s):  
Lasse Johansson ◽  
Erik Ytreberg ◽  
Jukka-Pekka Jalkanen ◽  
Erik Fridell ◽  
K. Martin Eriksson ◽  
...  
Keyword(s):  
Baltic Sea ◽  
The Baltic Sea ◽  
Temporal And Spatial Distribution ◽  
Antifouling Paints ◽  
Temporal And Spatial ◽  
The Baltic ◽  
June July ◽  
First Time ◽  
Cu And Zn ◽  
Modelling Approach

Abstract. The activities and emissions from leisure boats at the Baltic Sea have been modelled in a comprehensive approach for the first time, using a new simulation model leisure boat emissions and activities simulator (BEAM). The model utilizes survey data to characterize the national leisure boat fleets. Leisure boats have been categorized based on their size, usage and engine specifications and for these sub-categories emission factors for NOx, PM2.5, CO, NMVOCs and releases of copper (Cu) and zinc (Zn) from anti-fouling paints have been estimated according to literature values. The modelling approach also considers the temporal and spatial distribution of leisure boat activities, which are applied to each simulated leisure boat separately. According to our results the CO and NMVOC emissions from leisure boats, as well as Cu and Zn released from antifouling paints, are significant when compared against the emissions originating from registered commercial shipping in the Baltic Sea. CO emissions equal 70 % of the registered shipping emissions and NMVOC emissions equal 160 % when compared against the modelled results at the Baltic Sea in 2014. Modelled NOx and PM2.5 from the leisure boats are less significant compared to the registered shipping emissions. The emissions from leisure boats are concentrated on the summer months of June, July and August and are released in the vicinity of inhabited coastal areas. Given the large emission estimates for leisure boats, this commonly overlooked source of emissions should be further investigated in greater detail.

MORPHODYNAMICS OF THE SHORES OF THE VISTULA SPIT (THE BALTIC SEA) IN A PERIOD OF 2002-2015 BY RESULTS OF IN-SITU MEASUREMENTS

2017 ◽  
Author(s):  
Valentina Bobykina ◽  
Valentina Bobykina ◽  
Boris Chubarenko ◽  
Boris Chubarenko ◽  
Konstantin Karmanov ◽  
...  
Keyword(s):  
Erosion Rate ◽  
The South ◽  
The Baltic Sea ◽  
The North ◽  
Quantitative Characteristics ◽  
The Subject ◽  
The Baltic ◽  
First Time

For the first time, the quantitative characteristics of the Vistula Spit shore dynamics based on the ground-based monitoring data for 2002-2015 were presented. On the sea shore, 3 sections can be distinguished by the direction of coastal processes, i.e. the stable section to the north of the Strait of Baltiysk, the eroded 4-km section to the south of the Strait of Baltiysk, with maximum erosion rate up to 2 m/year; in the remaining area of the Spit (21 km) to the Polish border there is an alternation of stable, eroded and accumulative areas. Since 2011, a steady erosion (in the stable segments of the third section) and general weakening of the erosion rate (in the second section) have been recorded. 50% of the length of the lagoon shore was the subject to annual active erosion (0.2 - 1.4 m/year). The beaches of the sea and lagoon shores of the Vistula Spit were mainly composed of medium sands. The alongshore variability in particle size distribution on the sea and lagoon shores (according to the 2015 survey data) actually fail to correlate with long-term dynamic processes, with the exception of the steadily eroded 4-kilometer area on the sea coast to the south of the Strait of Baltiysk. Variations in the composition of sediment along the shore on the shoreline are most likely associated with the results of the latest wave processing (or storm processing and eolian transport in the case of an average beach sample).

scholarly journals Mobile measurements of ship emissions in two harbour areas in Finland

2014 ◽  
Vol 7 (1) ◽  
pp. 149-161 ◽  
Author(s):  
L. Pirjola ◽  
A. Pajunoja ◽  
J. Walden ◽  
J.-P. Jalkanen ◽  
T. Rönkkö ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Particle Number ◽  
City Centre ◽  
Particulate Emissions ◽  
Size Distributions ◽  
So2 Emissions ◽  
The Baltic Sea ◽  
Eu Directive ◽  
The Baltic ◽  
The City

Abstract. Four measurement campaigns were performed in two different environments – inside the harbour areas in the city centre of Helsinki, and along the narrow shipping channel near the city of Turku, Finland – using a mobile laboratory van during winter and summer conditions in 2010–2011. The characteristics of gaseous (CO, CO2, SO2, NO, NO2, NOx) and particulate (number and volume size distributions as well as PM2.5) emissions for 11 ships regularly operating on the Baltic Sea were studied to determine the emission parameters. The highest particle concentrations were 1.5 × 106 and 1.6 × 105 cm−3 in Helsinki and Turku, respectively, and the particle number size distributions had two modes. The dominating mode peaked at 20–30 nm, and the accumulation mode at 80–100 nm. The majority of the particle mass was volatile, since after heating the sample to 265 °C, the particle volume of the studied ship decreased by around 70%. The emission factors for NOx varied in the range of 25–100 g (kg fuel)−1, for SO2 in the range of 2.5–17.0 g (kg fuel)−1, for particle number in the range of (0.32–2.26) × 1016 # (kg fuel)−1, and for PM2.5 between 1.0–4.9 g (kg fuel)−1. The ships equipped with SCR (selective catalytic reduction) had the lowest NOx emissions, whereas the ships with DWI (direct water injection) and HAMs (humid air motors) had the lowest SO2 emissions but the highest particulate emissions. For all ships, the averaged fuel sulphur contents (FSCs) were less than 1% (by mass) but none of them was below 0.1% which will be the new EU directive starting 1 January 2015 in the SOx emission control areas; this indicates that ships operating on the Baltic Sea will face large challenges.

scholarly journals Marine accidents as potential crisis situations on the Baltic sea

2020 ◽  
Vol 54 (2) ◽  
pp. 125-135
Author(s):  
Tomasz Szubrycht
Keyword(s):  
Baltic Sea ◽  
Traffic Engineering ◽  
Research Process ◽  
Modern Technology ◽  
Baltic States ◽  
The Baltic Sea ◽  
Ship Traffic ◽  
Oil Transport ◽  
Crisis Situation ◽  
The Baltic

People responsible for crisis management, especially in coastal voivodships (Pomeranian, West Pomeranian and Warmian-Masurian Voivodeship) must be aware and prepared to take effective action in the event of emergencies in maritime waters. The geographical, hydro meteorological conditions and geographical conditions of the Baltic Sea of the Baltic Sea and the increasing intensity of Baltic shipping, and in particular the increase in oil transport, mean that the likelihood of maritime accidents that can generate crises in sea areas increases significantly. There are about 2000 ships in the Baltic marine area at any given moment and about 3500 - 5500 ships navigate through the Baltic Sea per month. Approximately 20% of the ships in the Baltic Sea are tankers. Despite different uncertainties some trends in the Baltic shipping can be expected. For example ship traffic is likely to increase yearly and it is expected that vessel size will increase because the maritime transport must be more efficient and cost-saving. Such trends create serious threats for Baltic States. The maritime administrations of the Baltic States and international maritime organizations undertake a number of actions to increase maritime safety in the Baltic Sea. The publication characterizes Baltic shipping and analyzes the scale of threats generated by maritime accidents, as well as ways of responding and minimizing the probability of emergencies in the Baltic Sea. Activities including: legislative and organizational activity were also characterized; practical use of modern technology both on vessels and in land navigation monitoring systems; marine traffic engineering and shipbuilding, which aim is to minimize the likelihood of maritime accidents in the Baltic Sea and analyses of Baltic states capacity to oil spill response. In addition, the publication proposes a definition of a crisis situation in relation to sea areas and presents when a maritime accident or incident can generate a crisis situation in sea areas. The result of the research process is proposals for actions that, in the author's opinion, should be taken to reduce the number of maritime accidents in the Baltic Sea.

First record of the oriental shrimp Palaemon macrodactylus M. J. Rathbun, 1902 in the Baltic Sea

2014 ◽  
Vol 43 (4) ◽  
Author(s):  
Urszula Janas ◽  
Beata Tutak
Keyword(s):  
Baltic Sea ◽  
Coastal Waters ◽  
First Record ◽  
The Baltic Sea ◽  
Palaemon Macrodactylus ◽  
Oriental Shrimp ◽  
The Baltic ◽  
First Time

AbstractThe present paper reports for the first time on the occurrence of the oriental shrimp Palaemon macrodactylus M. J. Rathbun, 1902 in the coastal waters of the Baltic Sea in 2014. Ovigerous females and young individuals were found, indicating a possible establishment of this species in the Baltic Sea.

scholarly journals Links between Baltic Sea submarine terraces and groundwater sapping

2019 ◽  
Author(s):  
Martin Jakobsson ◽  
Matt O'Regan ◽  
Carl-Magnus Mörth ◽  
Christian Stranne ◽  
Elizabeth Weidner ◽  
...  
Keyword(s):  
Baltic Sea ◽  
Geological Mapping ◽  
The Baltic Sea ◽  
Groundwater Levels ◽  
Additional Information ◽  
Future Assessment ◽  
Starting Point ◽  
Glacial Clay ◽  
Stockholm Archipelago ◽  
The Baltic

Abstract. Submarine Groundwater Discharge (SGD) influences ocean chemistry, circulation, spreading of nutrients and pollutants, and shapes seafloor morphology. In the Baltic Sea, SGD was linked to the development of terraces and semi-circular depressions mapped in an area of the southern Stockholm Archipelago, Sweden, in the 1990s. We mapped additional parts of the Stockholm Archipelago, areas in Blekinge, southern Sweden, and southern Finland using high-resolution multibeam sonars and sub-bottom profilers to investigate if the seafloor morphological features discovered in the 1990s are widespread and to further address the hypothesis linking SGD to their formation. Sediment coring and seafloor photography conducted with a Remote Operated Vehicle (ROV) and divers add additional information to the geophysical mapping results. We find that terraces, with general bathymetric expressions of about 1 m and lateral extents of sometimes > 100 m, are widespread in the surveyed areas of the Baltic Sea and are consistently formed in glacial clay. Semi-circular depressions, however, are only found in a limited part of a surveyed area east of the island Askö, southern Stockholm Archipelago. Our study supports the basic hypothesis of terrace formation initially proposed in the 1990s, i.e. groundwater flows through siltier permeable layers in glacial clay to discharge at the seafloor, leading to the formation of a sharp terrace when the clay layers above seepage zones are undermined enough to collapse. By linking the terraces to a specific geologic setting, our study further refines the formation hypothesis and forms the foundation for a future assessment of SGD in the Baltic Sea that may use marine geological mapping as a starting point. We propose that SGD through the sub-marine seafloor terraces is most likely intermittent and linked to periods of higher groundwater levels, implying that to quantify the contribution of freshwater to the Baltic Sea through this mechanism, more complex hydrogeological studies are required.

scholarly journals Hydroxylamine (NH<sub>2</sub>OH) in the Baltic Sea

2004 ◽  
Vol 1 (1) ◽  
pp. 709-724 ◽  
Author(s):  
S. Gebhardt ◽  
S. Walter ◽  
G. Nausch ◽  
H. W. Bange
Keyword(s):  
Baltic Sea ◽  
Sea Water ◽  
Ammonium Oxidation ◽  
The Baltic Sea ◽  
Oxidation Rates ◽  
Inflow Event ◽  
The Baltic ◽  
First Time ◽  
The Vertical Distribution

Abstract. The vertical distribution of dissolved hydroxylamine (NH2OH) was measured for the first time at 10 stations in the western, southern and central Baltic Sea during a cruise in February 2004. The distribution of dissolved NH2OH was complex due to the interplay of in-situ production in the shallow western and southern Baltic Sea and the hydrographical setting in the central Baltic Sea caused by the major North Sea water inflow event in January 2003. We conclude that nitrification might be the major source of NH2OH, whereas anaerobic ammonium oxidation (anammox) appeared to be negligible. We suggest that a "fresh" nitrifying system, in which the NH+4-oxidation rates exceeded the NO−2-oxidation rates, favoured the build-up of NH2OH.

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