Kategoriarkiv: Sydhavn, Sluseholmen

Havneholmen, kanalbyen Engholmene, Frederiksholm, Teglholmen, Sluseholmen og Fordgrunden

Sydhavn, Sluseholmen

Pladehallen er blevet til et politisk slagsmål

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Sydhavnen

Et flertal i BR har forhindret en omdannelse af Pladehallen på Frederiks Brygge til butiks- og café center.

Pladehallen skal bruges minimum 50% til et kultur center -oprindeligt tanken -men skal

H.C. Ørstedsværket 2012
H.C. Ørstedsværket 2012

nu betales af private investorer, mener flertallet i BR, mens Nordea, som oprindelig var primus motor på projektet, har koblet fra, så nu ligger projektet hen.

S er modstandere af projektet og fastholder et butikscenter, men kultur- og fritidsborgmester, Carl Christian Ebbesen, DF, jubler over afgørelsen: Den havde jeg ikke set komme. Ud over en idrætshal har det nye Sydhavnen stort set ikke noget kulturliv. Man kan undre sig over, at det ikke er hele Borgerrepræsentationen, der stemmer for det her, siger han til Politiken.

Nu ligger indkøbscentret Fisketorvet jo kun på den anden side af gaden, så det er næppe butikker de mangler, men planlægningen af København er svær at forstå, og er ofte til for arkitekter på bekostning af byens brugere.

Metrolpolzonen, Sydhavn, Sluseholmen

Sydhavnsmetroen

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Ny Ellebjerg station anlægges som en underjordisk station, og ikke som først planlagt i terræn.

  • Metroen til Sydhavn skal efter planen til at stå klar i 2023.
  • Benet til Sydhavnen består af fem underjordiske stationer fra Fisketorvet til Ny Ellebjerg. De fem stationer bliver en del af den ny metrolinje Cityringen, der også via stationer i den Indre by får et ben til Nordhavn.
  • Det koster ca. 615 mio. kr. at anlægge Ny Ellebjerg station under jorden.
  • I den nye aftale skyder København og Frederiksberg hver 150 mio. kr. i anlægget. Københavns bidrag består af en byggegrund til 100 mio. kr. og et direkte tilskud på 50 mio. kr.
  • Staten bidrager med en byggegrund, som Metroselskabet har værdisat til 120 mio. kr. Hvis denne værdi ikke kan realiseres, er det aftalt, at beløbet dækkes indenfor Metroselskabets langtidsbudget.
  • København ejer 95% af By & Havn, som står for anlæg. Staten ejer 41,7% af Metroselskabet, som står for driften, mens Frederiksberg ejer 8,3% og Københavns Kommune ejer50 %.
  • Aftalen skal godkendes af Borgerrepræsentationen.

Regnestykket går ikke op, men det er der sikkert en forklaring på? Og den er, at et byggeri ovenpå stationen ikke længere anslås til at have en værdi på 250 mio. som Ministeriet mente i maj, men kun 120 mio. Det som ikke er oplyst kan læses på Ministeriets hjemmeside, hvor det manglende beløb på 200 mio. kr. forventes at kunne skaffes gennem øgede billetindtægter.

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Amager, Sydhavn, Sluseholmen

Københavns infrastruktur i stormvejr.

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IMG_4592På flere fronter er virkeligheden en anden end den bystyret ønsker sig. Det gælder selvfølgelig fri hash, og den positive særbehandling man ønsker at tildele det kriminelle miljø på Christiania.

Aktuelt gælder det infrastrukturen i København, hvor Kommunen ønsker sig yderligere statslig støtte til metroen, og et frontal angreb på Københavns Politi, da Morten Kabell mener, at de blander sig i hans korstog mod bilister.

Metro Cityringen er i dag alene Københavns Kommunes økonomiske ansvar, men By & Havn mangler igen penge til projektet, og Københavns Kommune vil have Staten til at punge yderligere ud.

Da Staten i 2014, i forbindelse med en aftale om finansiering af et ben til Sydhavn, trådte ud af By & Havn, overtog København, efter eget ønske, den fulde økonomiske styring med kyshånd. En gæld på 16 mia. og samtlige forpligtigelser, men i dag mangler man så hjælp til at bygge Ny Ellebjerg station.

I en tid, hvor letbaneprojektet Lyngby – Ishøj til 11 mia. kroner med lup ses efter i sømmene, og Staten sætter sig tungt på både budget og styring (belært af metroen, red.), så vil Københavns Kommune have sikkerhed for mindst 615 mio. kroner ekstra til at bygge Ny Ellebjerg, en underjordisk station de ikke havde planlagt.

Frederiksberg forlanger, at stationen bliver underjordisk. Hvis ikke, så kan stationen ikke senere hægtes på et ben til Nørrebro.

Staten tilbyder 250 mio. kr. i en byggemodel, men Københavns Kommune afviser Statens løsning : »Det er en løsning, der stiller flere spørgsmål, end den svarer. Finansiering bygget på fremtidigt byggeri, som ingen reelt kender værdien af, er jeg stærkt kritisk over for. Det ligner mest af alt fugle på taget«.

Skulle overborgmester Frank Jensen have udtalt.

Det samme kunne man i sin tid have sagt om metroens passagerprognoser. Idag har den – efter 10 år – 57 mio. passagerer om året mod oprindelig anslået 80 mio. passagerer, og det samme kan man sige om rentabiliteten i Metro Cityringens rentabilitet, men sådan er der så meget.

Men det er ikke kun metroen som har det svært. Morten Kabell, borgmester fra EL er rasende. Han kan ikke kan få lov af politiet til, at nedlægge yderligere 80 parkeringspladser i gadeplan ved Frederiksholmskanal, og så nu, hvor der kommer en ny p-kælder i BLOX.

Bondam ville i sin tid slet ikke have p-pladser tilknyttet BLOX. Hele området omkring Café Kanalen skal gøres bilfrit, mener Morten Kabell, men trafikalt afviser politiet løsningen. Politiet skal ikke blande sig i trafikale spørgsmål (kun løse dem, red.), for ellers er det trafikpolitik, for hvis politikerne synes, at der ikke skal være plads til biler, men kun til cykler, så skal politiet blande sig udenom. Men politiet obstruerer flere projekter, siger Morten Kabell.

Morten Kabell har tilsyneladende mistet overblikket, og spørgsmålet som rejser sig: Hvilken by er det som kommunen er i gang med at planlægge? Skal butikker og caféer lukke, skal de have varerne bragt med ladcykler, og hvad med håndværkere og gæstetrafik til ministerier osv. for der ligger bortset fra en skole kun offentlige institutioner på stedet.

Det virker som om kommunen handler og beslutter i panik, når denne type simple problemer ikke er afklaret i planlægningsfasen. Man tillader byggeri af et mastodont byggeri, som så samtidig gøres til et stridsspørgsmål for de som har boet der hele tiden. Besynderligt.

Lige for tiden reklamerer ATP med udlejning af kontorarealer i deres domicil bygget på det yderste af Langelinie, hvor man vel nærmest kun kan komme til med en helikopter! Det giver ikke mening.

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Metrolpolzonen, Sydhavn, Sluseholmen

Sydhavnsmetroen

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Placeringen af metrostationerne er fastlagt, og der bliver for mange af de lokale langt at gå til nogle af stationerne. Er man metrobruger kræver det nok en god cykel, gode ben og p-muligheder.

Efter København H kører metroen via Enghave Plads til første stop, som er ved Fisketorvet. Fisketorvets station skal placeres på selve Havneholmen, hvilket er godt for Havneholmens beboere, og ny erhverv på Cirkuspladsen, men ikke ideelt for pendlere eller turister som holder til på Kalvebod Brygge.

Enghave Brygge, ikke så langt derfra, bliver den næste station, men hvordan den skal spille sammen med den ny Kanalby, Cirkuspladsen, H.C. Ørstedsværket, Teglholmen, og LMG grunden med 1350 ny boliger ud til Vasbygade undervejs, det er stadig uklart. Den skulle være tænkt som en lang tarm mellem Kanalby projektet og H.C. Ørstedsværket.

Det ser ud til, at taberne bliver Teglholmen med mange erhverv og mange boliger, som sammen med Sluseholmens boliger får en lang gå afstand. Til gengæld ligger Metrogrunden, hvor der skal bygges, centralt. Mozart Plads ligger centralt, og Ny Ellebjerg station må betragtes som en slags fødelinje til Indre By for pendlere, og de ny boliger undervejs på det tidligere Grønttorv.

Hvordan dette kommer til at fungere i praksis, det kan kun tiden vise, men i vor optik virker det som om man med lange gåafstande i Sydhavnen sætter sig mellem 2 stole. Til sammenligning er afstanden mellem stationerne i Paris i snit 500 meter, typisk fra 300 til max 700 meter. Sydhavnsmetroen bliver 4,5 km lang, forventer 43.000 passagerer, og får med 5 stationer en gå afstand på det dobbelte af en betjening af den indre by, og er mere en mellemting mellem en metro og en expreslinje til forstæderne.

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Hvem flytter ind, og hvem flytter ud, Sydhavn, Sluseholmen

City Danmarks dyreste

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Estate skriver om byens boligpriser :

Med salgspriser der i gennemsnit ligger på 66.500 kr. pr. kvadratmeter, er boligerne i Havnegade dyrere i gennemsnit baseret på faktiske salg end på Strandvejen nord for København. Dermed er Havnegade, der ligger på Gammelholm, kvarteret bag det Kongelige Teater ud mod Københavns Havn, ikke bare Hovedstadens dyreste, men også Danmarks dyreste. Ejerlejlighederne i Havnegade blev i 2015 solgt for 7,5 mio. kr. i gennemsnit, viser en opgørelse fra boligsiden.dk. Den næstdyreste vej i København er Sandkaj, der ligger i Aarhusgadekvarteret på Østerbro. Her er salgsprisen på 56.800 kr. pr. kvm. -Priserne i Københavns Kommune har altid været høje, og de er steget med 34 procent de seneste fem år. Så det er ikke overraskende, at det er her, vi finder den dyreste gade. Men det kan overraske, at der er 10.000 kr. pr. kvm. ned til byens næstdyreste gade, siger Birgit Daetz, der er kommunikationsdirektør for boligsiden.dk

På Holmen koster Galionsvej 53.000 pr. m2 og i Nyhavn koster en bolig ca. 49.000 kr. pr. m2.

På Sluseholmen er planerne for Metro bygningen ny boliger. 

Den mest attraktive af Metros tidligere ejendomme er ejendommen på Sluseholmen i Sydhavn, som af Sadolin & Albæk er er solgt til Danica Ejendomme.

Ejendommen har et grundareal på næsten 39.000 m2, kan bebygges med 58.000 m2, hvoraf de 48.000 m2 forventes at blive til ny boliger, mens de resterende 10.000 m2 skal anvendes til detail- og kontorbebyggelse.

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Broer og bropolitik, Bydelen Christianshavn, Christiansholm, Hvem flytter ind, og hvem flytter ud, Sydhavn, Sluseholmen

København et VIP projekt!

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Boligudviklingen i København er Københavns Kommunes egen skyld, står der at læse i dagens Berlingske. I 1980 og 1990 sanerede byen København de billige boliger væk. Det var ofte nødvendigt. Byen er dog stadig præget af mange 2 og 3 vær. boliger. Mindre nødvendigt var det at sælge kommunens ejendomsportefølje til spotpriser. Den øvelse kostede skatteborgerne generelt en hel del millioner kroner, mens bystyret i København scorede gevinsten, da Staten sikrede indtægten. Dermed skal forstås, at Staten ville udligne et tab, hvis boligmassen blev solgt til en lavere pris end den pris kommunen mente boligmassen var værd. Den var overvurderet, men København gjorde en god handel. Der skulle dengang ryddes ud i byens slum, og det var nødvendigt med hjælp fra Staten, men boligerne, som blev frasolgt i 1990’erne, er dem som i dag koster 30.000 kr. pr. m2. En skrantende økonomi i Ørestadsmetroen, og grundsalget i Københavns Havn var næste skridt, hvor godsarealerne i Københavns Havn vendte udviklingen. Metroen, som var underskudsgivende, blev overdraget til Københavns Havn, og nu blev også Cityringen en realitet. I dag styres det hele af By & Havn, som er ejet 95% af Københavns Kommune. By og Havn har varetaget grundsalget i Københavns Havn, og de har solgt Københavns Havn så dyrt som muligt, da overskuddet skal sikre finansieringen af metro, og redde økonomien i Ørestadsmetroen. Samtidig har de med prissætningen i Havnen prissat en boligs værdi i det resterende København. I dag tager By & Havn alle midler i brug for at få det til at løbe rundt. Høje grundpriser, bilfri by, parkeringsafgifter, som i første halvår 2015 var på 27 mio. kroner, og nu også med en metroskat på de ny boliger i Nordhavn, som sikres ved at gøre den ny bydel bilfri ligesom Christiania er bilfri! Planlovens 25% regel, som betales af skatteyderne som tilskud til de almene boligselskaber, skal iflg. Frank Jensen til gengæld sikre byen billige almene boliger, som ofte slet ikke er billige, hvis ikke, så bliver København et VIP projekt. Det udtaler han i dag i Berlingske. Jo, men det er jo netop gået med udviklingen som kommunen har planlagt. Grundsalg i Københavns Havn sker til højst bydende, og ofte er Pensionsselskaber køberne, og de skal tjene penge. De høje priser på salg og domiciludlejning er samtidig selve forudsætningen for en metro til måske 25 mia. kroner, som økonomisk ikke hænger sammen. Derfor skal skatteborgerne sikkert igen til lommerne, dennegang kun i København, da Staten dennegang har sagt fra, og nu skal de oveni betale milliarder til almene boliger i en håbløs konstruktion, hvis resultat bliver, at de 75% resterende dyre boliger bliver endnu dyrere. Ørestad ligger til grund for byplanlægningen, og er også det første offer, for den er under langsom forvandling fra en ny spændende bydel til en ghetto ingen vil bo i. Det er dyrt, kedelig beton og en bydel uden identitet og visioner, for København har travlt alle mulige andre steder. Bydelen er blevet til en gennemgangslejr for førstegangskøbere. Om Havnen bliver VIP får tiden vise, for måske er prognoserne for befolkningstilvækst ikke langtidsholdbare, og Nykredit har sagt deres domiciler på Kalvebod Brygge op, de har nogen stykker faktisk, så det er lidt som med Amager Bakke, som vist er op af bakke. Her havde man vist budgetteret med affald på 480.000 tons, men borgerne har kun indleveret 350.000 tons, så forbruget må være faldet eller der mangler nogle borgere, og endnu et milliard projekt – forbrænding til 4 mia. kroner – er udsat for en økonomisk lussing, som skal betales af…. Læs eventuelt mere under kommuneplan 2015.

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Nordhavn, Sydhavn, Sluseholmen

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Ny Bolig Den sidste etape af boligbebyggelsen Strandtorvet i Havnevigen på Islands Brygge, med en placering op til Nokken, meldes nu klar til indflytning til september. De resterende boliger sælges fra den 21. februar af NCC til priser fra 5,7 mio. kr. for 122 m2 til 7,1 mio. kr. for 152 m2. med mulighed for tilkøb af en parkeringsplads.

Billedet nedenfor viser de ny boliger på Krøyers Plads som NCC også har sat sat til salg, men de er vist en del dyrere, og om de alle er reserverede vides ikke. IMG_0917

Nordhavn, Islands Brygge og Carlsberg Byen er kun et lille udpluk af de nye boligkvarterer, der i øjeblikket skyder op, skriver TV Lorry.

I samarbejde med den uafhængige boligside Boliga.dk har Berlingske undersøgt kvadratmeterpriserne i Københavns nye bydele, og tendensen er klar: Udbudspriserne ligger væsentligt over gennemsnittet for nybyggerier i resten af hovedstadskommunen.

I Nordhavn koster en bolig i gennemsnit pr. m2 54.003 kroner, og her skal der betales metroskat til BY & Havn. I det øvrige København ligger m2 prisen flere steder på op til 38.000.- kr. mod 23.000 kr. for ikke så længe siden. En ny analyse fra boligsiden Boliga viser, at den gennemsnitlige m2 pris i Københavns Kommune er skudt i vejret fra 22.700 kroner i 2011 til 31.250 kroner i 2015. For lejligheder i prisklassen 3,5 til 4,0 mio. kr. skal hustanden have en indkomst på minimum 1 mio. om året, eller en stor kontant udbetaling.

På Strandvænget med boliger til mellem 5 og 7 mio. kr. kræver det en husstandsindkomst på 1,5 mio. kroner om året for at kunne købe. Københavns overborgmester Franck Jensen er meget bevidst om denne udvikling, som jo i princippet er en direkte konsekvens af udgifterne til metro og metro cityringen, projekter som belaster den kommunale økonomi i de næste minimum 50 år, for om prognoserne for passagertal dennegang er i overensstemmelse med fakta er mere end tvivlsomt, og problemet som opstår i kølvandet mener han kan klares med planlovens ny 25% regel til alment byggeri, som vist bliver droppet igen.

Københavns Kommune har i øjeblikket 3300 almene boliger planlagt til opførelse efter 25% reglen i planloven. Han forventer yderligere 1000 almene boliger i Ørestad, 600 i Carlsberg Byen og 1000 på Levantkaj, (som også skal betale for deres adgang til metro) og på den måde kan kommunen opretholde en fornuftigt balance i byen, da man uforandret er forankret i, at 1000 ny borgere hver måned bosætter sig i byen, og de som ikke har en indkomst på + 1 mio. kroner om året, de skal også have en bolig i byen. DF er dog sammen med de borgerlige partier stemt for at afskaffe reglen, som opfattes som ekspropriation, og en unødig indgriben i den private ejendomsret.

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I Ørestad, hvor det hele startede, hvor bilernes parkeringer er gjort til en pengemaskine for By & Havn, er m2 prisen stadig billligere (mellem 2,5 og 5 – 6 mio. kroner for for mellem 90 m2 og 140 m2) set i forhold til de øvrige områder i Københavns Havn, men det er i dag også ret indlysende at forstå, hvorfor det er gået sådan. Udviklingen af bydelen som boligområde er i dag ikke længere prioriteret, og bydelen henvender sig primært til firmaer som ser placeringen som gunstig for aktiviteter som kræver adgang til Kastrup Lufthavn.

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