VISIONS AND CONCEPTS FOR THE SPATIAL POLICY PLAN OF FLANDERS

Transcription

1 VISIONS AND CONCEPTS FOR THE SPATIAL POLICY PLAN OF FLANDERS study commissioned by Ruimte Vlaanderen III Welfare and Well-being A THIRD CITY work developed on the basis of concepts by Francis Cuillier on the sample territory centre jan 2013 LIST / GRAU AWB HNS

2 The work in this document was developed following some of the assumptions and principles stressed by Francis Cuillier during the third Concept Studio : Welfare and well-being. In order to extrapolate some of the principles we chose to concentrate the work of verification and speculation on the central part of Flanders between the southern part of Antwerp, Lier, Mechelen and Willebroek. According to Francis Cuillier, the Flemish network of mid-scale cities, originated in the middle-ages, is still recognizable today, and although its dispersal should not be ignored, it can still support a much more efficient public transportation system. The current system should be gradually transformed and adapt itself to the existing situation of settlement patterns. The relations between urban patterns and mobility systems in Switzerland are used in this study, as suggested by Francis Cuillier, and despite many notable differences between Flemish and Swiss contexts, as an almost endless set of mechanisms, tools and examples that could be used after tuning and readjustment. The outcome of the first Concept Studio, an extrapolation of Paola Vigano s reflection on Flanders was tested on the north-eastern part of Flanders between the Provinces of Antwerp and Limburg. Finally, the second booklet explores principles stressed by Thomas Sieverts on a western territory, between Roeselare and Diksmuide. Antwerp Gent Mechelen Brussels km 3

3 MAJOR PRINCIPLES / ASSUMPTIONS : p FLANDERS ARCHIPELAGO 2. THREE NETWORKS 3. COMPACTNESS / CLUSTERING 4. LEARNING FROM SWITZERLAND 5. DENSIFYING WITHOUT CONGESTION 6. ANTWERP - BRUSSELS SAMPLE TERRITORY : CENTERAL FLANDERS -LIER - MECHELEN - WILLEBROEK p. 15 METHODOLOGY LEARNING FROM SWITZERLAND 1 : COMPARATIVE STUDY p. 25 p SURFACE 2. DENSITY 3. NETWORKS 4. STATIONS 5. FIGURES LEARNING FROM SWITZERLAND 2 : LINE EFFICIENCY (BASEL - ZURICH vs ANTWERP - BRUSSELS) p DISTANCE 2. AGGLOMERATIONS 3. MAIN LINE AND AGGLOMERATIONS 4. MAIN LINE MOBILITY SYSTEM 5. S-BAHN METROPOLITAN SYSTEMS LEARNING FROM SWITZERLAND 3 : SWISS MACHINES (RAIL LINE FROM ZURICH TO LUCERNE) p BAAR 2. ZUG 3. CHAM 4. ROTKREUZ 5. EBIKON 6.LUCERNE FROM SWISS-KNIFE TO FLEMISH-KNIFE : FIVE MECHANISMS p TIME ERGONOMICS 2. CONDENSED CITY ENVIRONMENT 3. TRIPLE-NETWORK ORGANIZATION 4. GREEN, CALM, CONNECTED RESIDENTIAL AREAS 5. BUSINESS AND PRODUCTION CLUSTERS THIRD CITY MOBILITY SYSTEM 20 x 20 km TERRITOIRY : MECHELEN-ANTWERP p. 101 p

4 MAJOR PRINCIPLES / ASSUMPTIONS : 1. FLANDERS ARCHIPELAGO 2. THREE NETWORKS 3. COMPACITY / CLUSTERING 4. LEARNING FROM SWITZERLAND 5. DENSIFYING WITHOUT CONGESTION 6. ANTWERP - BRUSSELS 7

5 1. FLANDERS ARCHIPELAGO We could describe the shape of Flanders by the metaphor of the archipelago, in which the different islands in this system don t stop at the borders, but are functioning in spite of the administrative limits. In the Archipelago of Flanders we recognize the shape of Antwerp and Brussels (+ Leuven), interconnected through a bundle of infrastructures, economy and settlements; the connection of Antwerp to Rotterdam to the north; the development around Ghent, connected to Kortrijk which again is part of a larger cross-border dispersed settlement figure with Lille ; we have Bruges, Oostende and a linear urbanization pattern along the coast connected by the coast tram; To the south of Brussels there is an elongated structure connecting the cities of Mons, Charleroi and Namur ; to the east the cities of Hasselt, Genk, Liège and Maastricht form a larger shape. 2. THREE NETWORKS Separate but more performing systems: inter-regional, inter-urban and urban. Each public transport system has its scale and its reach. We need to separate the inter-regional from the inter-urban, from the urban systems in order to make each of them more performing. A fast connection train cannot stop in every station, a tram network has a certain reach until where it remains efficient. A more performing public transport network on the large scale of crossborder Flanders might reinforce the existing dynamics of the figures in the archipelago. To be more performing on this inter-regional scale, we need to install better connections, faster connections, better information services, comfortable trains, provide in efficient working places and good food services on the train, reduction for frequent users, the provision of park & rides at each stop, ROTTERDAM EINDHOVEN B A urban O G inter urban B H G M K L M C N LILLE Inter regional 8 9

6 3. LEARNING FROM SWITZERLAND Switzerland is a good example for mobility and efficient network. Moreover,Flanders and Switzerland have comparable surface and densities. 6,5 million inhabitants for km 2 in Flanders and 8 million inhabitants for km 2 in Switzerland (60 % of their territory is occupied by the Alps). 4. CLUSTERING / COMPACTNESS Reconversion of the existing: compactness on a small scale, the comeback of local amenities If you want to reduce mobility, a larger density isn t the complete answer to our question. What is more important even is the proximity of sufficient services and amenities. Lately we have seen a trend of a return of neighborhood shops, of local food production and consumption, of a rising popularity of the bicycle because of the proximity of these services, However a trend that is currently more present in cities, the comeback of amenities and local services needn t be a story of cities merely, but could just as easily be introduced in smaller centers, located in now more dispersed areas. By raising the level of amenities, by clustering and limiting the public transport system to these smaller centers to make it faster and more cost-effective, you give these people a choice as well. The right critical mass or size for such settlements, whether it is , people, is something that needs to be investigated further. But the way to affect this pattern through urban rules and strategies, is for example by authorizing higher densities around train, tram or bus stations. public transportation + AMENITY 10 11

7 water highway 5. DENSIFYING WITHOUT CONGESTION Provide the new and larger demand for housing in the large shapes of Flanders archipelago and where you have both the potential for reconversion to an alternative living environment as the connection to the bigger employment poles. If we want to convince a majority of people and not just the progressive and young - to move towards these smaller centers and to leave their cars in favor of a public system, you need to be able to show the advantages of living in these centers. The availability of qualitative housing conditions, the proximity of shops, health care services, parks to have your children play, schools, the elimination of bus stops in between these centers but a better and fast connection from them to the even larger centers are all such advantages that can be an incentive for moving. In this gradual transformation process you should be able to capture and act upon the moments where a house is in need of renovation, when older people are moving out, 6. ANTWERP - BRUSSEL The urban transport networks of Brussels and Antwerp are almost touching each other in between. Compared to the optimal distances of the intercity networks in Switzerland, this in-between is at the right position to potentially become an important additional node. If we add to this the need for more housing in the future and the observation that the area in between around Willebroek, Puurs, Boom connecting to Mechelen still has potentials in offering new workplaces, new industry, new housing, we can see a new project emerging in which the green-blue structure of the Rupel river could serve as the backbone for the development of a metropolitan area in between Brussels and Antwerp. An entirely different living environment with high density, but closer to the natural system and with a new relation to also industrial workplaces gives people the choice of living environment and could even counter social segregation. As for the business locations, in the same sort of strategy of gradual relocation, the businesses that are not soil-bound could be regrouped around the axes of infrastructure, where you can offer these companies better logistics and where they can profit from the proximity of other often similar companies to share knowledge, services, Meanwhile, for companies that haven t yet taken the step to relocate, a local bus transport organized by these companies themselves, can be a way to reduce mobility. HOUSINGS HOUSINGS 20 min 10 min train 45 km INDUSTRIAL PLATFORM 12 13

8 SAMPLE TERRITORY : CENTRAL FLANDERS -LIER - MECHELEN - WILLEBROEK Antwerp Gent Mechelen Brussels 15

9 aerial view km 16 17

10 0 built space km

11 LIER BOOM RUISBROEK SAUVEGARDE ST KATELIJN MECHELEN KAPELLE infrastructure km 20 21

12 Ferraris Atlas, km 22 23

13 METHODOLOGY This study tries to push further the idea of Flanders as a Metropolitan Region - a Metropolitan system whose essence is a complementary constellation of large, medium and small scale cities. This hypothesis, in order to be viable and sustainable, requires not only a highly efficient mobility network but also a perfect adequacy between mobility networks and urbanization in which all different scales co-exist. The swiss mobility system and its relation to urbanization seem to be an exemplary reference. The work in this document explores its qualities and possible applications in Central Flanders through three micro studies : 1. A macro-scale comparative study between Swiss (minus the Alps) and Flemish mobility vs urbanization systems. 2. A «Between Two Cities» comparison, using the Basel-Zurich connection as a possible mirror image of Antwerp-Brussels. 3. A study examining mobility and station «effect» upon small and midscale cities on the small line connection from Zurich to Lucerne. The major conclusions of the three studies are transformed into a conceptual (and operational) «swiss-knife», developing five mechanisms that might become Flemish ones : A triple-network organization TIme ergonomics Condensed city environment Green, calm, connected residential areas Business and production clusters These five mechanisms are «sky-dropped» and quickly «adapted» to several locations in Central Flanders, establishing modified relations between transportation spaces, urbanization, landscape, economy and living environment. The following step explores the hypothesis of a central line, loop or other S-Bahn system that could help to stimulate and reorganize the chain of in-between towns and cities as a third urban system, beside Antwerp and Brussels, with the potential of articulating living quality, a «central park» around the Rupel, important economic clusters, etc. 25

14 LEARNING FROM SWITZERLAND 1 : COMPARATIVE STUDY 1. SURFACE 2. DENSITY 3. NETWORKS 4. STATIONS 5. FIGURES 27

15 SWITZERLAND: FLANDERS: S = km 2 S = km 2 8 M inhabitants km 6,2 M inhabitants km 28 29

16 JURA 10% PLATEAU SUISSE 30% ALPES 60% JURA + PLATEAU SUISSE: FLANDERS: S = km 2 S = km 2 6,4 M inhabitants km 6,2 M inhabitants km 30 31

17 100 km 100 km 100 km Swiss theoretical network density 100 km Flemish theoretical network density RAILWAY NETWORK : L = km RAILWAY NETWORK : L = km km km 32 33

18 100 km 100 km 12% 25% 100 km 100 km Swiss theoretical urban footprint Flemish theoretical urban footprint URBAN FOOTPRINT : URBAN FOOTPRINT : S = km2 S = km km km

19 100 km 100 km S2 = 18% S2 = 45% S1 = 82% S1 = 55% 100 km 100 km Swiss theoretical urban footprint distribution along network Flemish theoretical urban footprint distribution along network URBAN FOOTPRINT ALONG RAILWAY NETWORK : URBAN FOOTPRINT ALONG RAILWAY NETWORK : S1 (max 2 km distance from railway network) = km2 = 82 % S1 (max 2 km distance from railway network) = km2 = 55 % S2 (more than 2 km distance from railway network) = 293 km2 = 18 % km S2 (more than 2 km distance from railway network) = km2 = 45 % km

20 SWISS THEORETICAL MODEL FLEMISH THEORETICAL MODEL 12% 25% urban footprint urban footprint network density network density S 2 = 18% S 1 = 82% S 2 = 45% S 1 = 55% footprint distribution along network km footprint distribution along network km 38 39

21 LICHTERVELDE BASEL 38 BADEN WINTERTHUR AARAU ZURICH SANKT-GALLEN DELEMONT OLTEN RAPPERSWILL ESSEN TURNHOUT NEUCHATEL BERN 36 LUZERN OSTENDE 40 BRUGGE ANTWERP OVERPELT LIER 112 YVERDON THUN 18 GENT AALST MECHELEM AARSCHOT LEUVEN HASSELT KORTIJK BRUSSEL 38 GERAARDSBERGEN LAUSANNE LIEGE 118 MONTREUX MONS CHARLEROI NAMUR GENEVE TRAIN FREQUENCY TRAIN FREQUENCY km km 40 41

22 BASEL WINTERTHUR BADEN SANKT-GALLEN AMSTERDAM DELEMONT OLTEN RAPPERSWILL NEUCHATEL BERN LUZERN ANVERS THUN BRUXELLES FRANKFORT COLOGNE LAUSANNE LONDON PARIS LILLE LIEGE GENEVE MAIN LINES MAIN LINES km km 42 43

23 LEARNING FROM SWITZERLAND 2 : BASEL - ZURICH vs ANTWERP - BRUSSELS 1. DISTANCE 2. AGGLOMERATIONS 3. MAIN LINE AND AGGLOMERATIONS 4. MAIN LINE MOBILITY SYSTEM 5. S-BAHN METROPOLITAN SYSTEMS 45

24 1. DISTANCE ANTWERP BASEL ZURICH 0 BRUSSELS 46 47

25 2. AGGLOMERATIONS 1M 493K ANTWERP LIER BOOM PUURS WILLEBROEK S KATELIJN BASEL DENDERMONDE LONDERZEEL KAPELLE MECHELEN RHEINFELDEN STEIN 167K LIESTAL SISSACH GELTERKINDEN FRICK BRUGG BADEN DIETIKON ZURICH MERCHTEM AARAU LENZBURG BRUSSELS OLTEN 390K 163K 1,15M km km 48 49

26 3. MAIN LINE AND AGGLOMERATIONS ANTWERP BASEL ZURICH BRUSSELS km km 50 51

27 4. MAIN LINE MOBILITY SYSTEM : THE LINE ANTWERP - BRUSSELS 138 Trains per weekday (single direction) a train every 7 minutes all sharing the same infrastructure 21 fast connections 34 IC trains 66 IR trains 17 slow trains (line 25) 17 T 79' 19 T 63' 13 T 62' FYRA IC f IR i LINE 25 THALYS IC n IR b IR d 17 T 19 T 51' 15 T IR n 50' 47' 17 T 45' 35' 10 T 37' 11 T FAST INTERNATIONAL TRAINS IC TRAINS IR TRAINS S-BAHN TRAINS LOCAL STOP-TRAIN 52 53

28 53' 53' 4. MAIN LINE MOBILITY SYSTEM : THE LINE BASEL - ZURICH 76 Trains per weekday (single direction) two equal distance trajectories (via Frick ; via Aarau) 13 fast connections 24 IC trains (same speed as fast trains) 39 IR trains 21 T 71' 18 T 65' ICE TGV IC IR (via Frick) 7 T 6 T 22 T EC IR (via Aarau) 2 FAST INTERNATIONAL TRAINS IC TRAINS IR TRAINS S-BAHN TRAINS 54 55

29 5. S-BAHN METROPOLITAN SYSTEMS : BASEL AND ZURICH BASEL WINTERTHUR ZURICH SANKT-GALLEN BERN LUZERN BASEL LAUSANNE 3 IMBRICATED SCALES OF NETWORK : Main lines (tgv, intercity) Region, region-express S-bahn- tramways ZURICH km km 56 57

30 5. S-BAHN METROPOLITAN SYSTEMS : BASEL AND ZURICH TAB : Trinationale Agglomeration Basel Population : inhabitants Zurich Metropolitan Region Population : inhabitants R = 40 km FREIBURG R = 40 km SCHAFFHAUSEN WALDSHUT FRAUENFELD MULHOUSE ZELL IM WIESENTAL BRUGG WINTERTHUR WIL WALDSHUT ZURICH BASEL LAUFENBURG WOHLEN FRICK RAPPERSWIL DELÉMONT ZUG OLTEN km km 58 59

31 5. S-BAHN METROPOLITAN SYSTEMS : ANTWERP AND BRUSSELS (The future GEN-network for Brussels and the tramlines for Antwerp) ANTWERP R = 4 km R = 33 km DENDERMONDE MECHELEN AALST LEUVEN ZOTTEGEM BRUSSELS VILLIERS- LA-VILLE BRAINE- LE-COMTE NIVELLES LOUVAIN- LA-NEUVE km 61

32 LEARNING FROM SWITZERLAND 3 : SWISS MACHINES (RAIL LINE FROM ZURICH TO LUCERNE) 1. BAAR 2. ZUG 3. CHAM 4. ROTKREUZ 5. EBIKON 6.LUCERNE 63

33 ZURICH ZURICH BAAR CHAM ZUG ROTKREUZ EBIKON LUCERNE LUCERNE 64 65

34 Programs : BAAR 1 Railway Station with shops, offices and apartments 2 Hotel 3 Offices 4 Collective housing 5 School 6 Industry 7 Individual Houses Baar station 66 67

35 Programs : ZUG 1 Railway Station with shops 2 Offices 3 Shopping mall with offices 4 Offices 5 Business centre with offices 6 Industry 7 Individual Houses 8 Lake Zug 9 Rigi Mountain Zug station

36 Programs : 1 Railway Station 2 Waterfront park (Hirsgarten) 3 Individual Houses 4 Lake Zug 5 Rigi Mountain CHAM Cham station, by the lac shore

37 Programs : 1 Railway Station 2 Collective housing with shops 3 Hotel 4 Offices 5 Collective housing 6 Sport fields 7 Individual Houses ROTKREUZ Rotkreuz station 72 73

38 Programs : 1 Railway Station 2 Collective housing 3 Collective housing 4 Sport fields 5 Industry 6 Green Corridor 7 Individual Houses EBIKON Ebikon station 74 75

39 Programs : 1 Railway Station, hotel and shops 2 Culture and Congress Centre 3 University 4 Parking 5 Collective housing 6 Park 7 Lake Lucerne LUCERNE Lucern culture & congress centre, Jean Nouvel 76 77

40 FROM SWISS-KNIFE TO FLEMISH-KNIFE : FIVE MECHANISMS 1. TIME ERGONOMICS 2. CONDENSED CITY ENVIRONMENT 3. TRIPLE-NETWORK ORGANIZATION 4. GREEN, CALM, CONNECTED RESIDENTIAL AREAS 5. BUSINESS AND PRODUCTION CLUSTERS 79

41 FIVE SWISS MECHANISM : 1. TRIPLE-NETWORK ORGANIZATION : main lines (TGV, InterCity, InterRegio) regional lines (Region, Region-express) urban lines (tramway, S-bahn) 2. TIME ERGONOMICS : ponctuality and frequency of trains spatial qualities of stations, platforms, trains, bridges and tunnels train as a working time-space 3. CONDENSED CITY ENVIRONMENT : circumscribed urban environment around train stations concentration of economic functions (offices and production) visual and / or physical connection to natural or public amenities 4. GREEN, CALM, CONNECTED RESIDENTIAL AREAS : new housing areas next to natural amenities...with efficient connection to major cities 5. BUSINESS AND PRODUCTION CLUSTERS : delimited, dense, and well-equipped platforms trimodal connection (rail, water, road) BOOM 4 5 SFr SFr $ $ RUISBROEK SAUVEGARDE ST KATELIJN 2 MECHELEN 4 KAPELLE case study applications 80 81

42 MECHANISM n 1 : TRIPLE-NETWORK ORGANIZATION main lines (TGV, InterCity, InterRegio) regional lines (Region, Region-express) urban lines (tramway, S-bahn) ANTWERP IC LIER Kontich Reet S-bahn Waarloos BOOM DUFFEL ST KATELIJNE WAVER Puurs WILLEBROEK Mechelen Nekerspoel Mechelen centre MECHELEN IR Kapelle Coloma Eglegemvijer Circular S-bahn speculation km Near Thierrens, Western Switzerland 83

43 MECHANISM n 2: TIME ERGONOMICS ponctuality and frequency of trains spatial qualities of stations, platforms, trains, bridges and tunnels train as a working time-space ANTWERP GENT MECHELEN KAPELLE-OP-DEN-BOS BRUSSELS Kapelle-Op-Den-Bos station today S-Bahn Haltestelle Dreispitz Walkewegbrücke Basel RailCity, Bern 84 85

44 1 Existing station 2 New suspended station 3 Willebroek Canal 4 Promenade 5 Sport facilities 6 Eternit factory 7 Panoramic view above roofs Mechelen - 7' (every 30' / 60') Gent - 51' (every 30' / 60') 6 3 Suspended station at Kapelle-op-den-Bos m 86 87

45 MECHANISM n 3 : CONDENSED CITY ENVIRONMENT circumscribed urban environment around train stations concentration of economic functions (offices and production) visual and / or physical connection to natural or public amenities ANTWERP ST NIKLAAS RUISBROEK - SAUVEGARDE MECHELEN BRUSSELS Ruisbroek-Sauvegarde station today Baar Station Chur [CH] 88 89

46 1 Existing station 2 New station 3 Klein Brabant health care centre (existing) 4 School (new) 5 Collective housing (new) 6 Shops (new) 7 Offices (new) 8 Public piazza 9 Existing forest Condensed urban station at Ruisbroek-Sauvegarde m 90 91

47 MECHANISM N 4 : GREEN, CALM, CONNECTED RESIDENTIAL AREAS new housing areas next to natural amenities...with efficient connection to major cities ANTWERP SINT-KATELIJNE-WAVER MECHELEN BRUSSELS Sint-Katelijne-Waver station today Housing Development Broëlberg I, Kilchberg (CH) Swiss Jura 92 93

48 1 Transformation of existing station 2 Old fortress 3 Parking (new) 4 Collective housing (new) 5 Attached, low-rise individual housing (new) 6 Park 7 Connection towards Rupel waterfront 8 Rupel 9 Existing allotment 10 Towards Sint-Katelijne centre Residential area at Sint Katelijne Waver m 94 95

49 MECHANISM N 5 : BUSINESS AND PRODUCTION CLUSTERS delimited, dense, and well-equipped platforms trimodal connection (rail, water, road) ANTWERP ST NIKLAAS BOOM SFr SFr $ $ MECHELEN BRUSSELS Boom Peugeot Factory, Canal Rhône au Rhin Peugeot Factory, Canal Rhône au Rhin 96 97

50 1 New station with shops and offices 2 Public space 3 Office complex with river view 4 Forest and green soft connection 5 Residential area with river view 6 production cluster with extension and transformation grid 7 A12 highway (Brussels-Antwerp) 8 Pedestrian connection 9 River Business and production cluster at Boom m 98 99

51 THIRD CITY MOBILITY SYSTEM 101

52 6 POSSIBLE SCENARIOS ANTWERP ANTWERP SINT-NIKLAAS SINT-NIKLAAS Temse LIER Temse LIER Bornem Boom Bornem Boom DENDERMONDE Puurs Londerzeel Merchtem Willebroek Kapelle BRUSSELS S Katelijn MECHELEN 1st Scenario : «Tabula Rasa» : Circular line around central Park Total Lenght of line = 50 km Length of created line = 50 km Lenght of used rails = 0 km Towns «in» : Mechelen, St Katelijne, Puurs + possible new towns and areas Towns «out» : Lier, Boom, Willebroek, Bornem, Kapelle,... DENDERMONDE Puurs Londerzeel Merchtem Willebroek Kapelle BRUSSELS S Katelijn MECHELEN 4th Scenario : «Central Sun» : Circular line around Eastern Park with extensions Total Lenght of line = 67 km Length of created line = 10 km Lenght of used rails = 50 km Towns «in» : Mechelen, St Katelijne, Lier, Puurs, Boom, Bornem, Kapelle, Londerzeel Towns «out» : Sint Niklaas, Temse ANTWERP ANTWERP SINT-NIKLAAS SINT-NIKLAAS Temse LIER Temse LIER Bornem Boom Bornem Boom 5th Scenario : «Vertical Loop» : Puurs Willebroek S Katelijn 2nd Scenario : «Adapted Park Loop» : Puurs Willebroek S Katelijn Circular line around central Park DENDERMONDE Londerzeel Merchtem Kapelle BRUSSELS MECHELEN Circular line around central Park Total Lenght of line = 58 km Length of created line = 20 km Lenght of used rails = 38 km Towns «in» : Mechelen, St Katelijne, Willebroek, Puurs, Boom, Bornem Towns «out» : Lier, Kapelle, Temse, Sint Niklaas DENDERMONDE Londerzeel Merchtem Kapelle BRUSSELS MECHELEN Total Lenght of line = 47 km Length of created line = 9 km on top of the N171 road (old rail) Lenght of used rails = 38 km Towns «in» : Mechelen, St Katelijne, Willebroek, Boom, Lier, Kontich Towns «out» : Puurs, Bornem, Kapelle, Temse, Sint Niklaas ANTWERP ANTWERP SINT-NIKLAAS SINT-NIKLAAS Temse LIER Temse LIER Bornem Boom Bornem Boom Puurs Willebroek S Katelijn 3rd Scenario : «Small Loop» : Puurs Willebroek S Katelijn 6th Scenario : «Rhizome Re-Use» : DENDERMONDE MECHELEN Circular line around Eastern Park DENDERMONDE MECHELEN Multiple ends central line Londerzeel Merchtem Kapelle Total Lenght of line = 36 km Length of created line = 10 km Lenght of used rails = 26 km Londerzeel Merchtem Kapelle Total Lenght of line = 62 km Length of created line = 0 km Lenght of used rails = 62 km BRUSSELS Towns «in» : Mechelen, St Katelijne, Willebroek, Boom Towns «out» : Lier, Kapelle, Temse, Sint Niklaas, Puurs, Bornem,... BRUSSELS Towns «in» : Mechelen, St Katelijne, Willebroek, Boom, Lier, Kapelle, Temse, Sint Niklaas, Bornem, Londerzeel Towns «out» : Kontich

53 MECHELEN-GENT LINE (53) current frequency analysis ANTWERP MECHELEN-SINT NIKLAAS LINE (54) current frequency analysis ANTWERP SINT-NIKLAAS SINT-NIKLAAS Temse LIER Temse LIER Bornem Boom Bornem Boom Puurs Willebroek S Katelijn Puurs Willebroek S Katelijn DENDERMONDE DENDERMONDE MECHELEN MECHELEN GENT Londerzeel Kapelle Londerzeel Kapelle Merchtem Merchtem BRUSSELS BRUSSELS 18 T 62' GENT IR f LINE 53 IR a MECHELEN 47' WETTEREN MECHELEN Kapelle-op-den-Bos 8' Londerzeel 12' Peak hour train MECHELEN Willebroek 9' 17 T 45' GENT Malderen 16' Puurs 16' DENDERMONDE 19' Buggenhout 19' 32' WETTEREN DERNDERMONDE 26' Baasrode 23' 5 T 34' SINT-NIKLAAS Temse 26' Bornem 22' 17 T IR TRAINS S-BAHN TRAINS IR TRAINS S-BAHN TRAINS

54 DEVELOPED SCENARIO Evolutive process STEP I : STEP II : STEP III : PHASE IV : upgrade of the existing Line 54 (Mechelen - Sint Niklaas) upgrade of : fraquencies, accessibility, material,... a fluid connection between workers (mostly at and around Mechelen) and work places (Boom, Willebroek, Bornem) development of condensed urbanised areas (housing, work, leisure) along the line, at existing and new stations. new line and connection between Willebroeck and Brussels (actually being studied) closing the loop on the northern side and along the Antwerp- Brussels line and development of condensed urbanised areas (housing, work, leisure) along the new segment. connection to reconversion areas along the Rupel and redevelopment of these areas. ANTWERP ANTWERP ANTWERP ANTWERP ANTWERP ANTWERP ANTWERP ANTWERP Bornem Boom Bornem Boom Bornem Boom Bornem Boom R+W+H R+W+H R+W+H S Katelijn S Katelijn Puurs Puurs Willebroek Puurs Willebroek Puurs Willebroek Willebroek Mechelen Mechelen Mechelen Mechelen BRUSSEL BRUSSEL BRUSSEL BRUSSEL BRUSSELS BRUSSELS

55 SINT-NIKLAAS Temse Bornem Niel Kontich LIER Boom Duffel Puurs Willebroek S Katelijn Waver MECHELEN Londerzeel Kapelle-op-den-Bos Scenario #6 : relation to urban patterns km Scenario #6 : relation to green and blue network km

56 Niel Bornem Boom Puurs Willebroek MECHELEN inhabitant Scenario #6 : relation to economic clusters km Scenario #6 : potential connection between Mechelen and Working areas in Boom, Willebroek, km

57 SINT-NIKLAAS Temse Bornem Niel Kontich LIER Boom Duffel Puurs Willebroek S Katelijn Waver MECHELEN Londerzeel Kapelle-op-den-Bos Scenario #6 : synthesis km 113

58 20 x 20 km TERRITOIRY : MECHELEN-ANTWERP Antwerp Gent Mechelen Brussels km 115

59 S-bahn with station Train station with panoramic view Business and production cluster R+W+H Rail, Water, Highway connections Metropolitan sport facilities «Condensed city environment» Biodiversity zone «Green, calm, connected residential areas» Reconversion areas +H W +H R+H R+ R+H R+ W R+ R+ H R+ W W R+ H R+W +H R+ W + H R+H R+H R+W +H 0 Projected situation in 2050 (without existing urbanisation) km R+ W + H 0 Projected situation in 2050 (with existing urbanisation) km

60 For all the material in this document : LIST except : p.16 : no credit p.17 : Orthophoto s, middenschalig, zomervlucht 2009, AGIV p.18 : no credit p.19 : CADMAP, Algemene Administratie van de Patrimoniumdocumentatie p.20 : no credit p.22 : no credit p.23 : Ferraris Atlas pp : Corine Land Cover 2006, Version 16 (04/2012), European Environment Agency p.65 : Aerial photograph: Luftbilt Schweiz ; Panorama image : Emil Schulthess Erben Photoarchiv, Zürich p.67 : Gigon Guyer p.69 : no credit p.71 : no credit p.73 : no credit p.75 : no credit ; Schindler p.77 : Jean Nouvel p.83 : no credit p.84 : no credit ; Ruedi Walti,Basel p.85 : no credit p.88 : Gigon Guyer ; no credit p.89 : no credit p.92 : no credit ; Gigon Guyer p.93 : Aerial photograph: Luftbilt Schweiz p.96 : no credit p.97 : no credit The cartographic work in this document is based upon the following data sources : CADMAP, Algemene Administratie van de Patrimoniumdocumentatie Bosreservaten : Vectoriële versie van Bosreservaten Vlaanderen, MVG-LIN-AMINAL- IBW Vectoriële versie van de Biologische Waarderingskaart, versie 2, Instituut voor Natuur en Bosonderzoek (INBO) Bedrijventerreinen, AGIV & AO Percelen bedrijventerreinen, AGIV & AO Historisch Bos, Opname , Instituut voor Natuur- en Bosonderzoek Landbouwgebruikspercelen : Landbouwgebruikspercelen, Agentschap voor Landbouw en Visserij (ALV) Regionale landschappen : Vectoriële versie van de Regionale Landcshappen, MVG- LIN-AMINAL-Natuur, toestand 01/06/2003 Natuurinrichtingsprojecten : Natuurinrichtingsprojecten, Vlaamse Landmaatschappij afdeling Landelijke Inrichting (VLM) Natuurreservaten : Vectoriële versie van de Natuurreservaten, MVG-LIN-AMINAL- Instituut voor Natuurbehoud, toestand 01/01/2002 Navstreets : NAVSTREETS (native) Vector, Luchtfoto s : Orthofoto s, middenschalig, zomervlucht 2009, AGIV Topografische Kaart 1: : Topografische kaart NGI 1/ raster, Numerieke reeks Topografische Kaart 1: : Topografische kaart 1/50.000, raster, NGI, Nationaal Geografisch Instituut Topografische Kaart 1: : Topografische kaart 1/ , raster, NGI, Opname ; Nationaal Geografisch Instituut Vlaamse Hydrografische Atlas : Vectoriële versie van de VHA-waterlopen & -zones, Vlaamse Milieumaatschappij - Afdeling Operationeel Waterbeheer Overstromingsgevoelige gebieden : Overstromingsgevoelige gebieden, AGIV & CIW Ferrariskaart : Ferraris, Joseph Johann von; Bracke, Wouter. - De Grote Atlas van Ferraris. Brussel : Koninklijke Bibliotheek van België; Lannoo; Nationaal Geografisch Instituut; Racine, 2009 Corine Land Cover : Corine land cover 2006, Version 16 (04/2012), European Environment Agency (EEA). Alle gegevens, met uitzondering van de Ferrariskaart en Corine Land Use, verkregen via het Agentschap voor Geografische Informatie Vlaanderen, AGIV

61 COLOPHON BRV -Beleidsplan Ruimte Vlaanderen Concept Studio III : WELFARE AND WELL-BEING, October 2012 Concept Studio Experts : Francis Cuillier Marcial Echenique Hervé Huntzinger Julie Wagner Further Development : Francis Cuillier Projet team : LIST : Ido Avissar, Thaïs de Roquemaurel, Sonia Te-Hok AWB : Joachim Declerck, Julie Mabilde, Nik Naudts, Thomas Cattrysse, Tine Segers HNS : Lodewijk van Nieuwenhuijze Jelte Boeijenga Bart Vink Commissioner : Flemish Regional Authority, Spatial Planning Division (Charlotte Geldof, Jan Zaman, Geert Mertens) Thanks to : Hans Van Hoof, De Lijn Ilse Moeremans, Ruimte Vlaanderen Kobe Boussauw, Universiteit Gent Marc Van Hee, provincie Antwerpen 121

62 LIST Architecture-Urbanisme 5, rue Bréguet Paris, France T