Fall 2016. Brusselsnord: Rethinking Open Space Systems in Brussels North.

Brusselsnord

Rethinking Open Space Systems in Brussels North

Fall Studio 2016 Studio Catalogue 2016 K.U.Leuven, Master of Human Settlements, Master of Urbanism and Strategic Planning Bruno De Meulder, Racha Daher, and Eric Van Daele

STUDIO FACULTY TEAM

STUDIO Participants

Bruno De Meulder

Charlotte Timmers

Racha Daher Eric Van Daele

Naomi Swagata Das Karyna Assaf

IN COOPERATION WITH

Orla Aurelle Santiago

MORE INFO ?

MAHS / MAUSP / EMU Master Programs Department ASRO, K.U.Leuven Kasteelpark Arenberg 1, B-3001 Heverlee, Belgium Tel: + 32(0)16 321 391 Email: info@mahsmausp.be

Youssef Beydoun Homero Dipika Hiba El Nemer Carolina Shanshan

Rethinking Open Space Systems in Brussels North

ISBN XXXXXXXX Wettelijk depot XXXXXXXX © Copyright by K.U.Leuven Without written permission of the promotors and the authors it is forbidden to reproduce or adapt in any form or by any means any part of this publication. Requests for obtaining the right to reproduce or utilize parts of this publication should be addressed to K.U.Leuven, Faculty of Engineering – Kasteelpark Arenberg 1, B-3001 Heverlee (België). Telefoon +32-16-32 13 50 & Fax. +32-16-32 19 88.

Brusselsnord

gUEST CRITICS jan Zaman Julie Marin Matteo Motti Cecilia Furlan

MANY THANKS TO

A written permission of the promotor is also required to use the methods, products, schematics and programs described in this work for industrial or commercial use, and for submitting this publication in scientific contests.

All images in this booklet are, unless credits are given, made or drawn by the authors (Water Urbanism Studio Suzhou, 2017).

Fall Studio 2016 Studio Catalogue 2016 K.U.Leuven, Master of Human Settlements, Master of Urbanism and Strategic Planning Bruno De Meulder, Racha Daher, and Eric Van Daele

Table of Contents

Foreword Introduction Photo Essay Analysis Student Projects

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Table of Contents

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01

Introduction

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Introduction Because Brussels is an administrative entity lying within the Flemish region of Belgium, the city and its edges are considered two separate urban systems. They are not only divided by administrative boundaries, but also by an open space structure referred to as a green belt.

The city of Brussels is composed of a compact metropolitan system - a dense fabric with urban typologies and an open space structure of metropolitan parks. What is now considered as the ‘edge’ of Brussels (the area just outside of its administrative boundary), historically showed a slow urbanization process, which sped up in the 20th century, mainly, under the influence of a motorway network. As a result, the ‘edge’ is a 20th century fringe that is car-oriented, low density, dispersed, and composed of an open space structure that consists mainly of road verges, sport fields, gardens, enclosed agriculture and road-based industrial economies. Its character is rather suburban.

From a societal point of view, the separation between city and edge is also rather noticeable.

Interestingly, the city center is mainly home to low-income immigrant populations, with high levels of unemployment. As you radiate outward from the center, the level of income of social groups increases, and by the time you reach the ‘edge’ of the city, the social demographic changes to upper middleclass and rich native Belgians. This socio-spatial distinction further emphasizes the tension between centre and edge.

Although Brussels’ centre and its Flemish edge both have different urban characters (the former urban, the latter suburban), and different political and social contexts, they function as one system of communicating vessels. One of the important elements in this interdependence is demographic pressure. Since the turn of the 21st century, Brussels has faced a demographic boom that has begun to influence the edge. As the city grows, it expects to receive an additional population of 20 percent by 2030. With the city center already being saturated, the north eastern region known as, Brusselsnord, is showing signs of accommodating this growth. This will will in turn extend the edge of Brussels and blur the boundary of what is urban and suburban, what is urban and rural.

But how could this blurring of edge take shape?

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Introduction

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This studio explores the form and the possible strategies of this blurring of edge, of this extension of the city. Does this erasure of ‘edge’ create an extension of Brussels or does it become a new autonomous urban system? How will a non-metropolitan context address this demographic increase and accommodate for it? These are questions being raised by the Flemish Administration of Spatial Development (RWO), as well as by the Brussels region in a study on the city’s metropolitan landscapes.

This blurring or extension can be tackled by considering the characteristics of the current ‘edge’ that will influence its future urbanity: landscape, mobility, economy, and demography.

Landscape Landscape gives this area its main characteristic quality, and is an integral component of the urban system. Trees and green structure are omni-present in the ‘edge’, and offer the current incentive for development here. Existing built-up areas are rather low-density, and under-utilized offering the opportunity for their re-use.

Mediacluster near Meiser. But because economic growth is currently slow, their presence is vital to the economy. At the same time, there has been a cessation of building commercial office buildings and shopping centres in and around the edge.

What economic activities can be thought of and integrated into the dispersed configuration of the edge?

Demography The edge is under extreme land speculation. The main physical characteristics of the area that have made it attractive to developpers are the direct connection to nature, as well as to the highway system. These qualities seem to imply that on a social level, the demographic growth in the edge will be selective.

But are there strategies to also blur societal divisions to stimulate a social mix?

These four components landscape, mobility, economy, and demography make up the Open Space System that this studio investigates.

How can densification strategies that strengthen the landscape structure (as opposed to consuming it) accommodate demographic growth?

Mobility Public transit and a soft-mobility infrastructure in the edge is mediocre at most. As beforementioned, the area is car-oriented with limited access to public transport, and bike and pedestrian connections are dead-ended. Improved accessibility can become a protection mechanism against further fragmentation and a stimulus for higher densification along it.

What multi-layered mobility systems can be developed for the ‘edge’, to create a coherent network that favors urban development based on proximity to public transit?

Economy Existing economies in the area consist of large-scale, mono-functional, and car-oriented industrial companies, such as, Mercedescity, Loozenberg, Zaventem Zuid, Weiveld,

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Introduction

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The Studio Open Space System The four components aforementioned, landscape, mobility, economy, and demography, intertwine not only in space, but also in operation. This juxtaposition of those components, each a system of its own, and the relationships between them, make up the Open Space System of the ‘edge’ that will be used to tackle the main assumption of the studio:

Brussels expects a 20% population growth by 2030. This studio explores how Open Space Systems could be utilized to create a qualitative infrastructure that could set the ground for future urban and population growth.

Four Big Questions The questions and explorations of the studio could be summarized as follows: 1- How can the application of an open space system blur the division between the urban center and the suburban fringe?

2- How can landscape and public space structures be investigated to create a qualitative infrastructure that could set the ground for future growth?

3- How can current mobility patterns be rethought to create more connected neighborhoods that could facilitate this growth?

4- What could this densification look like, what form would it take, and what kinds of dynamics between city and stakeholders could take place?

Design Approach In addition to the design challenges of the studio, the participants were further challenged to tackle these questions, and visualize their work using two main strategies: Scale and Time

Scale: A multi-scalar approach, where they simultaneously looked at their sites through shifting scales from the city scale, to the large and medium neighborhood scales, to the small and human scales.

Time: Phasing and transcient considerations, where they approached their site areas as ever-changing grounds.

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Introduction

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02

Photo Essay

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Location

Brussels

Brussels, Belgium

Flanders Wallonia

50.8503° N, 4.3517° E

Brussels

Flanders

Area of Study: Brusselsnord

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Brusselsnord Studio Catalgue

Introduction

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20

Brusselsnord Studio Catalgue

Photo Essay

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Brusselsnord Studio Catalgue

Photo Essay

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24

Brusselsnord Studio Catalgue

Photo Essay

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26

Brusselsnord Studio Catalgue

Photo Essay

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28

Brusselsnord Studio Catalgue

Photo Essay

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30

Brusselsnord Studio Catalgue

Photo Essay

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32

Brusselsnord Studio Catalgue

Photo Essay

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34

Brusselsnord Studio Catalgue

Photo Essay

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36

Brusselsnord Studio Catalgue

Photo Essay

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38

Brusselsnord Studio Catalgue

Photo Essay

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Brusselsnord Studio Catalgue

Photo Essay

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42

Brusselsnord Studio Catalgue

Photo Essay

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44

Brusselsnord Studio Catalgue

Photo Essay

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Brusselsnord Studio Catalgue

Photo Essay

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48

Brusselsnord Studio Catalgue

Photo Essay

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Brusselsnord Studio Catalgue

Photo Essay

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Photo Essay

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Analysis

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03 Analysis

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Analysis

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Urban Development History Landscape structures and settlements before 1717

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1814 - A Slow Development

Analysis

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1950 - Industrialization

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2016 - Current Situation

Analysis

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Landscape Morphology

SITE SITE

Regional landscape figure FEATURE REGIONAL LANDSCAPE REGIONAL LANDSCAPE FEATURE

REGIONAL LANDSCAPE FEATURE

Landscape features

SITE

SITE

SITE

THE SITE INTERMEDIATE ZONE POSITIONED BETWEEN THE CLEAR LOGIC THE SITE IS IS ANAN INTERMEDIATE ZONE POSITIONED BETWEEN THE CLEAR LOGIC OFOF THE EAST AND WEST, THENORTH NORTH AND SOUTH THE EAST AND WEST, THE AND SOUTH

leuven haacht haachtleuven

brussels brussels

THE SITE IS AN INTERMEDIATE ZONE POSITIONED BETWEEN THE CLEAR LOGIC OF THE SITE IS AN INTERMEDIATE ZONE POSITIONED BETWEEN THE CLEAR LOGIC OFTHE SITE IS AN INTERMEDIATE ZONEAND POSITIONED THESOUTH CLEAR LOGIC OF THE EAST WEST, THEBETWEEN NORTH AND THE EAST AND WEST, THE NORTH AND SOUTH THE EAST AND WEST, THE NORTH AND SOUTH Agglomeration landscape Agglomeration WetWet landscape haacht

haacht

leuven

haacht

leuven

leuven

brussels

brussels

brussels

Agglomeration

Agglomeration 62

Brusselsnord Studio Catalgue

Wet landscape Water system Water system

Agglomeration

Green Green

Wet landscape

Wet landscape Analysis

63

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Analysis

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Studio Urbanism - The «Noordrand» (Brussels) Types of infrastructures

Mobility & «Noordrand» Accessibilty Studio Urbanism - The (Brussels)

Airways Types of infrastructures

Mobility & «Noordrand» Accessibilty Studio Urbanism - The (Brussels) Mobility & Accessibilty

Airways

Types of infrastructures

Mobility

Airways

3 mple scale - ???

SaTerritorial le 2 Samp

Motorways

National roads

Motorways Studio Urbanism

- The «Noordrand» (Brussels)

le 3 Samp

Mobility & Accessibilty Motorways

B B

National roads

Studio Urbanism - The «Noordrand» (Brussels)

B B

B

B

B

B

B

B

B

B B

le 1 Samp

B

B

B

B

B

B

B B

B

B

B

B

B

B B

B

B

B B B

B

B

B

B

B B

B

B

B

B

B

B

B

B

le 4 Samp

B B

Mobility & Accessibilty

le 1 Samp

2 4 mple le SaSamp

National roads

B

B

B

B

B

B

B

B

B

B

B

B

B

B

B

B

Railways

Bike paths

B

B

B

B

B

B B B

B

B

B B B

B

B

B B

B

B

B

B B

B

B

B

B B

B

B

B

B

B

B

B

TRAMWAY B B

HIGHWAY

B

B

URBAN ROADS

B

B

BICYCLE LANE

B

B

B

B

TERTIARY ROADNETWORKS

B

B

B

B

LEGENDS MOBILITY NETWORKS B RAILWAY

B

B

B

B

B

B

B

B

B

B

B

B

Bike paths

B

B

B

B

B

Railways

B

B

B B

B

B

B

B

B

B

B

B

B

B

B

B

B

B

Bike paths

Railways National roads

B

B

B

B

B

B

POINT OF CONVERGENCE / DIVERGENCE TO HIGHWAY

B

B

FLOW OF CONVERGENCE / DIVERGENCE TO/ FROM HIGHWAY

B

B

B

B

B

B

POINT OF CONVERGENCE / DIVERGENCE TO URBAN ROADS

B

FLOW OF CONVERGENCE / DIVERGENCE TO/ FROM HIGHWAY & URBAN ROAD

B B B B

B

B

B B

B

B

B

B

B B

B B

B

B

B

National roads

BUS STOP

B

B

B

B

B

BRIDGE

LEGENDS

B

B

MOBILITY NETWORKS B

B RAILWAY

B

TRAMWAY

B

B B

B

B

B

B

HIGHWAY

B

B

URBAN ROADS

B

B

TERTIARY ROADNETWORKS BICYCLE LANE

B

B B

B

B

B

B B

Bike paths

BUS STOP

POINT OF CONVERGENCE / DIVERGENCE TO HIGHWAY

B

B

FLOW OF CONVERGENCE / DIVERGENCE TO/ FROM HIGHWAY

B

B B

B

POINT OF CONVERGENCE / DIVERGENCE TO URBAN ROADS

B

FLOW OF CONVERGENCE / DIVERGENCE TO/ FROM HIGHWAY & URBAN ROAD

Bike paths B

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BRIDGE

Analysis

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Samples Samples scale Samples -scale nodes scale - nodes for - nodes potential for for potential potential development development development SampleSample 1 Sample 1 1

SampleSample 4 Sample 4 4

68

TOD analysis - train stations TOD analysis - train stations

TOD analysis - train stations

* Biggest economic * Biggest zone economic of theeconomic region zone of zone the region * Biggest of the region

Brusselsnord Studio Catalgue

* Constant flow of people until pm of until * Constant * Constant flow of5people flow people 5 pm until 5 pm

* Constant flow * Constant of people * Constant flow >> of «urban people flow of life» >> people «urban >> life» «urban life» * Daily flow characterized * Daily flow * Daily characterized byflow peakcharacterized hoursby+peak economic by hours peakactivies +hours economic + economic activies activies * Fringe of Brussels, * Fringeend *ofFringe Brussels, of Brussels’ of Brussels, endinfrastructures of Brussels’ end of Brussels’ infrastructures (traminfrastructures endstation) (tram endstation) (tram endstation) >> «workers»>>area. «workers» >> «workers» area. area. * Saturday flow * Saturday >> bivalent * Saturday flowuse, >>flow week bivalent >>vs.bivalent use, week-end week use,vs.week week-end vs. week-end

Analysis

69

Samples scaleSamples - nodesscale and -potentialities nodes and potentialities Sample 2

Sample 2

LEGENDS

Sample 3

Diegem Train Station Diegem Train Station

LEGENDS

s

diu

0m

Ra

ANALYSIS NETWORKS TOD MOBILITY DIU

0M

RA

80

TRAMWAY

TRAMWAY

HIGHWAY

HIGHWAY

URBAN ROADS M TERTIARY 400 ROADNETWORKS 800M BICYCLE LANE

URBAN ROADS

B

BUS STOP

GENDS

STATION NEIGHBOURHOOD

STATION HUB

ANALYSIS NETWORKS TOD MOBILITY

A OF INFLUENCE

70

TRAMWAY

HIGHWAY

B

BUS STOP

OCCUPANCY

B

BUS STOP

S

0M

S

DIU RA B

DIU

0M

40

RA

40

OCCUPANCY

B

B

ECONOMIC ACTIVITIES SHOPS

NEIGHBOURHOOD STATION FACILITIES HUB STATIONLEISURE

FACILITIES

B

B

LEISURE RESIDENTIAL NEIGHBOURHOOD OF INFLUENCE STATION STATION'S AREA

STATION NEIGHBOURHOOD

MOBILITY NETWORKS RAILWAY TRAMWAY

HIGHWAY

URBAN ROADS TERTIARY ROADNETWORKS BICYCLE LANE

B

BUS STOP

RAILWAY CROSS-SECTION

RAILWAY CROSS-SECTION

OCCUPANCY

NEIGHBOURHOOD STATION FACILITIES HUB STATIONLEISURE RESIDENTIAL

STATION HUB

DHL Belgium

B

BICYCLE LANE

B

STATION'S AREA OF INFLUENCE

ECONOMIC ACTIVITIES

INFLUENCE AREA OF SHOPS

B

STATION HUB

TERTIARY ROADNETWORKS

INFLUENCE AREA OF SHOPS

RESIDENTIAL

URBAN ROADS M TERTIARY 400 ROADNETWORKS 800M BICYCLE LANE

800M

TION NEIGHBOURHOOD

TION HUB

RAILWAY

M

M

400

ECONOMIC ACTIVITIES

LEGENDS

20 0

20 0

M

NALYSIS

TOD analysis - train stations

TOD analysis - train stations

OCCUPANCY AREA OF INFLUENCE

B

DHL Belgium

B

0M

800M

RAILWAY

20

20

0M

M

B

RA

80

RAILWAY

400

Ra

20

B

S

DIU

MOBILITY NETWORKS 0M

s

diu

0m

20

S

TOD ANALYSIS

Sample 3

Brusselsnord Studio Catalgue

ECONOMIC ACTIVITIES SHOPS

* Daily flow characterized by * Daily peak hours flow characterized and economicbyactivies peak hours >> «workers» and economic area activies >> «workers» area

FACILITIES

* Daily flow characterized by * Daily peak hours flow characterized and economicbyactivies peak hours >> «workers» and economic area activies >> «workers» area

LEISURE

RESIDENTIAL

Analysis

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Territorial scale - infrastructures a spaces Types of infrastructures related to land-uses AIRPORT RAIL WAY

Territorial scale - infrastructures a spaces Topography and Landuse

Territorial scale - infrastructures a spaces

HIGH WAY

NATIONAL ROAD

FIELD

Types of infrastructures related to land-uses HOUSING

AIRPORT

Profiles to landuse

AIRPORT

HOUSING

HOUSING

Types of infrastructures related to land-uses

Profiles to landuse

RAIL WAY

RAIL WAY

HIGH WAY

NATIONAL ROAD NATIONAL

RAIL WAY

FIELD

HIGH WAY

NATIONAL ROAD

AIRPORT

HIGH WAY

ROAD

FIELD

INDUSTRY

FIELD

INDUSTRY

INDUSTRY

AIRPORT HOUSING AIRPORT

HOUSING

HOUSING

HOUSINGHOUSING

HOUSING

RAIL WAY

AIRPORT

HIGH WAY

NATIONAL ROAD

RAIL WAY

RAIL WAY

FIELD

FIELD

HIGH WAY

HIGH WAY

NATIONAL ROAD

NATIONAL ROAD

FIELD

FIELD

OFFICES

INDUSTRY

AIRPORT

AIRPORT

INDUSTRY

AIRPORT

INDUSTRY

RAIL WAY

FIELD

FIELD

FIELD

FIELD

HOUSING

Topographic profiles

HOUSING HIGH WAY

NATIONAL ROAD

HIGH WAY

NATIONAL ROAD

RAIL WAY

OFFICES

FIELD HOUSING

INDUSTRY

INDUSTRY

RAIL WAY

HIGH WAY HIGH WAY

HIGH WAY

INDUSTRY OFFICES

RAIL WAY

HIGH WAY

AIRPORT

OFFICES

HOUSING

AIRPORT

HIGH WAY HIGH WAY

NATIONAL NATIONAL ROAD ROAD NATIONAL ROAD

RAIL WAY

OFFICES AIRPORT

INDUSTRY

INDUSTRY

RAIL WAY

HIGH WAY

HOUSING

INDUSTRY

INDUSTRY

HOUSING

FIELD

HIGH WAY

NATIONAL ROAD

FIELD INDUSTRY

HOUSING

FIELD

AIRPORT

OFFICES

Topographic profiles Topographic profiles Topographic profiles Topographic profiles

HOUSING

RAIL WAY

HOUSING

INDUSTRY

NATIONAL

HIGH WAY

INDUSTRY ROAD

HOUSING

AIRPORT

FIELD

RAIL WAY

RAIL WAY

HIGH WAY

OFFICES

HIGH WAY

HOUSING

INDUSTRY HOUSING

FIELD

INDUSTRY

FIELD FIELD

HOUSING

HOUSING INDUSTRY

OFFICES

RAIL WAY

FIELD

HOUSING HOUSING

OFFICES

HIGH WAY

HOUSING HOUSING

HIGH WAY HIGH WAY HIGH WAY

NATIONAL ROAD

FIELD FIELD

FIELD

HOUSING

RAIL RAIL WAY WAY

INDUSTRY HOUSING

OFFICES OFFICES

INDUSTRY

HOUSING

RAIL WAY TRAM

RAIL WAY

TRAM

OFFICES

OFFICES

OFFICES

OFFICES

HOUSING

HOUSING HOUSING HOUSING HOUSING HOUSING

RAIL WAY RAIL WAY

TRAM

HOUSING

PARK

INDUSTRY HOUSING

HOUSING

OFFICES

RAIL WAY

TRAM

RAIL WAY RAIL WAY

TRAM

PARK

PARK

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Brusselsnord Studio Catalgue

RAIL WAY

PARK

HOUSING

HOUSING

FIELD

TRAM

HOUSING

HOUSING HOUSING

HOUSING

RAIL WAY

NATIONAL NATIONAL ROAD ROAD

TRAM

HOUSING

TRAM

OFFICES

MIXED

HOUSING MIXED

NATIONAL ROAD

TRAM

HOUSING

MIXED

HOUSING OFFICES MIXED

RAIL WAY

RAIL WAY RAIL WAY

HOUSING HOUSING

TRAM

OFFICES

OFFICES

OFFICES HOUSING HOUSING

HIGH WAY HIGH HIGH WAY WAY

NATIONALNATIONAL NATIONAL ROAD ROAD ROAD

FIELD

HOUSING PARK

OFFICES

OFFICES

HOUSING

HOUSING

FIELD

FIELD

HOUSING

HOUSING HOUSING

HOUSING

TRAM

FIELD

HIGH WAY HIGH WAY

HOUSING

NATIONALNATIONAL ROAD ROAD

RAIL WAY

FIELD

HOUSING

HOUSING

NATIONAL ROAD

TRAM

HIGH WAY

RAIL WAY

FIELD FIELD

OFFICES INDUSTRY

HOUSING

RAIL RAIL WAY WAY

NATIONAL HOUSING NATIONAL ROAD ROAD

INDUSTRY

HIGH WAY

OFFICES FIELD OFFICES

HOUSING FIELD

HIGH WAY

FIELD

OFFICES HIGH WAY HIGH WAY

HOUSING

RAIL WAY

FIELD

HIGH WAY

OFFICES

HOUSING HOUSING

RAIL INDUSTRY WAY

HIGH WAY

HIGH WAY

INDUSTRY

NATIONAL ROAD

FIELD

RAIL WAY

NATIONAL ROAD

FIELD

RAIL WAY

OFFICES

NATIONAL ROAD

HOUSING

FIELD

INDUSTRY

Topographic profiles

HOUSING HIGH WAY

OFFICES

MIXED

MIXED MIXED

NATIONAL ROAD

MIXED

HOUSING

HOUSING HOUSING

PARK

PARK HIGH WAY

HIGH WAY

PARK HOUSING

MIXED PARK MIXED PARK HOUSING

HIGH WAY

HIGH WAY

HOUSING

HOUSING

HOUSING

Analysis

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Economy Economic synthesis

Economic morphology

1960

1970

1980

delayering industries

1990

2000

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Analysis

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Projects

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04 45

Student Projects

four projects...etc

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Student Projects

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A Hybrid Growth of Zaventem South Guided by landscape and an alternate mobility system

The project aims at creating a hybrid growth between industry and living with the Leuvensesteenweg acting as a catalyst, by creating a dialogue between the tissue and its environment. The project focusses on strengthening the landscape and creating an alternate mobility system in order to achieve the same.

By hybrid growth, the project not just targets the rising population growth but also provides a chance for growth of economy by guiding the industries to densify in a sensible manner.

The project works on three basic principles: de-mixing the mobility, creating mono-functional to multifunctional growth and reducing floor area with the landscape acting as a guideline for future densification. By creating a separate route to cater to the logistics of the industry, the intention is to transform the motorway into a fast uninterrupted mode of mobility as opposed to the Leuvensesteenweg which functions more as a collector and connector. Emphasis is also on the railway which operates as a fast mobility connected with modes of soft mobility which permeates into the area with bike sharing points at strategic locations. The role of landscape is more of a guiding element in preparing the ground for future densification. As such, the existing urban pattern is strengthened and extended to create a better working environment for the industry as well as giving a new characteristics to the Leuvensesteenweg. Also, introducing a blue system to intertwine with the green, functions better to strengthen the landscape strategy. Apart from that, the placement of the new logistic route catering to the industry is hoped to influence industries of bigger typologies and ones in need of heavy logistics to shift to the south of the site making the area along Leuvensesteenweg primarily composed of small industries with commercial functions. This also impacts the kind of demographics being attracted to create a hybrid work and live environment along the street. We see these changes happening in phases with the design interventions acting as a guide to allow a flexible appropriation of the spaces over time.

Authors: Charlotte Timmers Swagata Das Naomi Thiru

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Student Projects

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Guiding towards a hybrid growth

Legend new residential buildings new offices or make industries big logistics fast connection to highway bus route bus stop Parking silo 500m

50

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Student Projects

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Map showing site in relation to the regional scale

1

Zaventem South Construction site Total Area: 1 530 000 m2 (153 Ha)

Built - Economical F. Built - Economical - offered

Sevecos

Empty lot - Not offered Empty lot - offered 8

Community service Not built - Economical F. Green buffer 7

Private housing

10

12

2 6

11

4 5 3

1 E40

9

ASCO

2

Zaventem Luchthaven met Brucargo

XL | REgional scale

3

Lozenberg St.-Stevens-Woluwe

4

Zaventem Noord

5

Keiberg

6

Bedrijventerreinen Diegem

7

Bedrijventerreinen Machelen

8

Cargoville - Centrale - Westvaartdijk

9

Humaniteitslaan

Zaventem South embodied in the pheriphery of Brussels is a unique location where the landscape, suburbanity and landscape go hand in hand. It is located on the Old remnants of the Forrest of Brussels that today has been scattered by the urban expansion of Brussels. In the bigger picture Zaventem South has a very distinct economical zoning. The area does not consist of Sevesos areas, and is built according to the villa principle, a big piece of ground with the building in the middle and a green surrounding in the edges. Moreover, with a life span of 15 to 20 years , these industries provides an opportunity for a crucial rotation between buildings and empty lots.

10 GA Parking C Heizel - Strombeek-Bever West

IKEA

Toyota

Long term.

15-20 years. Short term

The companies own their own piece of land so the rotation is minimised.

Big parts of the industrial area are owned by one and the same owner who subrents the plot. This in combination with the cheap prices of the construcions, indicates the possibility of a new economy within 15 to 20 years because of this short term rotation.

35 percent BUILT 65 percent OPEN 21,5 percent PARKING 70 000m2 PARKING

11 Gossetlaan, Maalbeek and Noordkustlaan Groot-Bijgaarden 12 13

52

Z.4 Broekooi Boortmeerbeek Kanaal

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Student Projects

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LANDSCAPE

map showing topography to determine hydrological flow

55

57

58

55 56

61 61

62

65 61

66

69

68

67

61

62 61 56

61

62

60

63

62

63

62

59

66 58

61

67 69

60

64

66

66

64 67

64

60

59

56

60

58

62 63

59

61

60

62

62

65 70

Wide building roofs

60

60

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66

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63

67

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66

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The various components of the lanscape play a different role as they relate to each other. The wide building roofs contribute to the hard landscape of the area, with a great amount of surface runoff. This offers an opportunity for rain water harvesting both for use and to mitigate the flooding risk of the lowlands of the Woluwe. The planted areas contrubute greatly to the built up environment of the area. The green structure allows for percolation of water, the tall trees also serve break the winds, provide shade and create a comfortable enviroment for living and working. Planting more vegetation would further enhance the ecological soundness of this area. The impervious hard landscape of parking, which also contribute to a great amount of surface run-off can be softened by introducing permeable slabs to allow percolation of water and reduce surface run-off.

64

70

fully grown trees Strips of mature trees and shrubbery, mainly along Wide building roofs boundaries of the different parcels forming Increased an interesting surface run-off pattern of urban green strips with great potential. The predominant trees found in this area are Beech trees and Oak trees

Planted Areas

Increased surface run-off

MICROTOPOGRAPHY of the plots The color gradient show a difference of 1m. The hight of the section is exagerated by 20%

ground cover Small segments of well manicured lawn are Planted Areas interspersed in various parts of the area.

Impervious surfaces Increased surface run-off

Impervious surfaces Increased surface run-off

Beech

Green buffer

Oak

Interplay between the different components of the Landscape Interplay between the different components of the Landscape

TOPOGRAPHY A study of the topography shows that the area gently slopes towards the leuvensesteenweg. This makes the road a collector of most of the run-off water from the industrial area. This presents an opportunity to design a system along the Leuvensesteenweg to collect and drain the water in such a way as to reduce any risk of flooding in the low lands.

Wide building roofs

Planted Areas

Increased surface run-off Impervious surfaces Increased surface run-off

Interplay between the different components of the Landscape

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ECONOMY

Juxtaposed to the landscape is the reality of the building method of the industries that goes hand in hand with a high footprint and an excess of concrete and car based mobility. This pattern is found in the different industrial plots offering various services distinguishable within the industrial park. Each of these attract a different kind of mobility. The heavy traffic flow inside the neighborhood around Leuvensesteenweg cause congestion. As the bus network is not integrated in the industrial zone and the bike network completely scattered, an alternate infrastructure to relief this congestion is required for the employees working in the industrial area. The only bike connection that exists is a dangerous one next to the busy Leuvensesteenweg where one would need to cross a three street road full of trucks to go from the station to the workplace.

FOOD LOGISTICS SERVICES PRODUCTION CREATIVE OFFICES RETAIL IT

Map showing flow

Concrete slabs Empty lots Regional Traffic Flow Buslines Bike paths Empty Lots

Understanding the industries of zaventem south

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CHANGING CHARACTER OF LEUVENSESTEENWEG

Frequency 0

1

4

6

9

12

16

18

21

22

24 H

351 358

bringing in the landscape

652 616

re-thinking the relationship between the street and the built

830 RUSH HOURS

Station Luchthaven Zaventem

An important intervention is a planting strategy to change character of Leuvensesteenweg from a route of transit to a collector and conector. The aim is to reduce cars and make it a slow mobility route with various interventions at strategic points. All of these interventions focus on creating a pleasant experience of driving or biking along the Leuvensesteenweg as well as injecting specific activities to revive the community life of the future demographics

Station Zaventem

PUBLIC TRANSPORT

Station Nossegem

Station Bus stop 351 358 652 616 830

Brussel - Leuven Brussel - Leuven Leuven - Cargo Machelen

common public space

changing the street profile

Leuven - Zaventem Groenendaal - Machelen 15 min Frequency 30 min Frequency 1 Hour Frequency

A slight modification to the existing bus routes can create a more integrated alternative

LANDSCAPE AS A GUIDING ELEMENT

SOFT NETWORK Extended bicycle path Existing bicycle path Bikesharing point Fast route

53

351

The potential of Zaventem South lies in the landscape with fully grown trees. It is harnessed by strengthening and enhancing this pattern to create usuable green spaces as well as enveloping the parcels to guide future appropriation with the shift of industries.

358 652 616 830

Proximity of the strategic points of bus stops, bike sharing and car sharing 351 358

FAST vs slow

652

Fast route

616

Cargo connection Parking silo

830

ZAVENTEM

250 m

NOSSEGEM

Leuvensesteenweg

From the highway a fast track starts heading to the industrial park of Zaventem South. This system that needs to attract heavy truck trafic is totally seperated from the fine grain network we see today. In this way, the Leuvensesteenweg can become the catalyst to start shifting the growth envisioned along it.

500m

BLUE SYSTEM permeable parking rain water harvesting retention basin The existing green system is used to introduce a blue system with elements like permeable parking, retention basins to recharge groundwater as well as enhance the character of Leuvensesteenweg.

500m

E40 250 m

EXISTING infrastructure

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sites for DENSIFICATION

ROTATION

500m

gradient of industries

leisure

Hybrid growth between industry and living in Zaventem South: The aim is to create densification to fulfil the needs of different demographics as well as provide a sensible growth of future industries.

rotation of industries

Rotation based on: function

typology

Time span of industries

logistics

Densification scheme for industry work

small

retail

Densification scheme for housing

500m

share

15y/o vacant

eat

shar

live

big

share e share

Increase floor ratio Reduce footprint

Multifunctional spaces

New typology of work and living

Reduced footprint

New economy

PHASING Phase 1

Phase 3 de-mixing mobility a new hybrid environmnt

preparing the ground

Instigating rotation

huge building footprints

densification

monofunctional buildings

Existing mixed mobility

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Brusselsnord Studio Catalgue

Phase 2

Student Projects

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A WALK THROUgH LEUVENSESTEENWEG

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Strip showing gradient of changing function Increasing densification of Residential and Economical buidlings, with a lower footprint.

d roun tion a h it sifica l den enweg, w ferent entia dif te Resid uvenses ation by v e the L dfloor acti tions c n grou ercial fun comm

The monolithic big block is rotated to the highway area. Where it can blossom in its logistics function.

Bus stops Bike sharing Public area New densification Fast track Car, Truck Bus line Water

New housing with commercial functions on the ground floor

New offices

Communal hybrid workspace. The centre of the industrial park, open to inhabitants and employees.

20 Years

Possible scenario 30 Years

e n th ed o

Landscape implementations that invite different activities. Using the original concrete groundfloor of the empty building.

10 Years

s focus try, indus ces grain and offi ller y Sma g industr makin

Leuvensesteenweg

NOW

The first residential buildings are already implemented, and a new landscape and public structure is provided making the area attractive for a variety

sed focus lots, trial c indus uck traffi Big tr eavy on h

In this slice we visualize a possible scenario of the implementations of the strategies. We see a gradient going from north to south of the size of building blocks. This also refers to a change of economic activity that is present today. Along the Leuvensesteenweg we see a smaller grain ed residential area with groundfloor activation.

Crossing the Leuvensesteenweg we enter the industrial zone, where we go from office, make industry and retail companies to the big logistic firms that are located closest to the highway, where a seperate road system provides fast acces for trucks and a safe environment for the whole area as the regional trucks and the local traffic is completely seperated. By this rotation we can free up a lot of space that can make a better ecological environment and a healthier work environment. All of these contribute to an economical growth, making Zaventem South a n unique and competetive industrial area.

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Brusselsnord Studio Catalgue

Parking Silo

Lane for Cargo traffic

B

Student Projects

65

This strip shows the area where the Leuvensesteenweg meets Mechelsesteenweg, and falls on the eastern area of the Zavantem industy area. It has industrial and residential functions co-existing alongside each other, and seperated with different mobility access and a landscape figure

section showing the new area of densification

This area also has the potential to develop a diverse densification, with a new kind of industry, and living. A new road will open up this area, and improve accessibility. The road forms part of the new bus route that will form the new mobility system for the area.

A new Multi-modal Street Profile New built up area

New Road

Exisiting Industrial Building

ELEVATION SHOWING THE CONTINUOUS PUBLIC SPACE

A vibrant edge, that serves as a strong continuous connection of the different functions along the strip, providing a public space for slow mobility and creating a dialogue between the industry area and the sorrounding open landscapes of Nossegem

Cycling track within the urban green structure

Widened sidewalk and Leuvensesteenweg continuous public space

A view of the new Mechelsesteenweg

New Densification, with multi-functional buildings combining work, living and recreation and hierarchy of open spaces with courtyards, opening up to a middle square, that opens up to the sorrounding open landscapes of Nossegem

Cargo Traffic Lane

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Living at the periphery: the Woluwe valley From amorphous urban sprawl to contrasted landscape

The ‘Noordrand’ immediate periphery of Brussels is characterized by the confrontation between 2 scales and speeds urbanism. In one hand, we have the fast expanding economic parks, including multinational headquarters, big boxes, heavy infrastructures and square kilometres of parkings. And just beside this, still some low density residential areas, whose inhabitants aspire to a quiet, peaceful and green lifestyle.

In-between those conflictual next-door occupancies appears the green open spaces. It seems that here, in area Diegem-Woluwe-Zaventem, landscape plays a crucial role of mediator, through dense vegetation ‘hiding’ such big infrastructures like highways, railways and regional road, as well through large pieces of farm lands that keep distance between extremely opposed types of urban tissues.

In the actual context of demographic pressure, green open spaces are the first under threat, since filing the gaps is the easiest strategy to address this demographic boom. Our proposal is to shift from an amorphous and sprout urban expansion to a more contrasted model, with very dense neighborhoods vs. large natural lands, and based on spatial strategies.

Following the hypothesis that in future the selected sites would be high densified and populated, it is necessary to keep in mind the other component of our global plan: the natural environment. The specific landscape of the region would be reinforced, protected and glorified through ecological continuous interventions and punctual structures for social activities. This landscape is characterized by the Woluwe valley, occupied now by the Woluwedal (fast road with high cars frequency), and its plateaux.

We propose to shift to a soft mobility in this valley in order to give more importance to ecological an social values, as well on the plateaux where the existing paths network will be reinforced and become an ecological network.

In our scenario, densification should happen only along existing infrastructures - which are numerous in this peripheral area- and shouldn’t increase footprint. And actually the spatial configuration of economic parks has to be put in question as it shows some potentialities for addressing our guidelines: huge spaces with concrete ground that could be built, infrastructural lines for future developments, low density built environment,… Two areas were selected to apply our principles and develop projects: the end of Leopold Boulevard and the Diegem Industries park.

Authors: Caroline Custine Hiba elNemer Shanshan Tao

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concept & project_Masterplan

Urban tissues + mediating spaces

LANDSCAPE

Valley + plateaux

Rendesificatin along Boulevard Leopld

farmlands and pedestrian network

the Woluwe river

the Woluwe laan (regional road) Rendesificatin along Hector Henneau Boulvard

cars parked anywhere i economic areas Protecting the valley natural environment

Reinforcing green coridors network

Creating new tram lines

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mixed economic parks

densification along infrastructures

+

Diegem Industries

valley landscape

farm lands / mediating landscape

+

sint stevens woluwe

water storage

farm lands / mediating landscape

+

zaventem

valley landscape

farm lands / mediating landscape

+

sint stevens woluwe

valley landscape

densification along infrastructures

mixed economic parks

+

highway landscape

sint stevens woluwe

farm lands / mediating landscape water storage

highway landscape

highway landscape

+

kraainem

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farm lands / mediating landscape water storage

+

farm lands / mediating landscape

kraainem

valley landscape

farm lands / mediating landscape

+

Sint lambert woluwe

valley landscape

valley landscape

+

Sint lambert woluwe

water storage

valley landscape

+

Sint Pieter woluwe

+

Sint Pieter woluwe

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Brusselsnord Studio Catalgue

valley landscape

Student Projects

75

ANALYSIS & CONCEPT_Landscape Analysis: Woluwe laan, regional connector

+

PROJECT_Landscape Strenghtening the landscape: the Woluwe valley and its plateaux

services, facilties

1° strategy: soft mobility and mobility nodes

recreative activities

ZAVENTEM

+

DIEGEM INDUSTRIES tram stop

+

SINT STEVENS WOLUWE

+

LOZENBERG bikes/cars parkings

+

E40

KRAAINEM

+

ALMA CAMPUS

+

waste collection

SINT LAMBERT WOLUWE

2° strategy: production spaces in the valley * food production

waste composting

Analysis: Infrastructures landscape + mediating landscape

waste recycling

food production parcels

water from the Woluwe

* water acquifer refill

sec public open space

tio

n1

Analysis: Soil conditions storm water bassin

percolation

3° strategy: black water purification plants

sec

constructed wetlands

tio

n2

water puriication through plants

Analysis: Woluwe valley, backside

4° strategy: green corridors: water, pedestrians, biodiversity

+ +

+

++

pedestrian/bike network «holle weg»

+

+

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Brusselsnord Studio Catalgue

tributary wilderness corridor

sec

tio

n3

Woluwe

wilderness corridor tributary pedestrian/bike network

protected natural lands (Wolwe thickness) pedestrian/bike network

scale: 1/2500

Student Projects

77

PROJECT_Landscape

section 1

section 2

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Brusselsnord Studio Catalgue

Student Projects

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section 3

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Brusselsnord Studio Catalgue

Student Projects

81

2° strategy: increasing FAR and decreasing footprint 30 m Pedestrian Car/Bike Parkings 2° strategy: increasing FAR and decreasing footprint Cross

Analysis: Under-used space along the Boulevard Analysis: Under-used space along the Boulevard

Seris Academy-Training

Living at the periphery: the WoluweLEOPOLD’ valley CONCEPT_redesigning ‘BOULEVARD

285Floors m

PROJECT_REDESIGNING ‘BOULEVARD LEOPOLD III’

60 m

Tram Station

30 m 30 m

82 m

Existing

Increase Height Decrease Footprint Increase Height Decrease Footprint

30 m

Increase Height Decrease Footprint

1° strategy: Leopold III as a future ‘Urban Boulevard’Analysis: relationship with the environment 2° strategy: increasing FAR and decreasing footprint Boulevard’

Analysis: Block Comparison

5 min of walk

5 min of walk

Greenhouse

-Act as a transition connects indoor a space.

alk fw no mi 5 alk fw no

lk wa of

-Connect to the na spaces) to meliora environment/levels the buildings.

Roof Gardening

-Provide natural lig mance of roof sky

Green Courtyards

Roof Gardening North Roof Gardening

Catering Industry Shopping Center Creative Industry Education Companies Retail

Pedestrian 30 m Pedestrian Cross Cross

- Large 25-meter h ‘open valley’ with terraces and publi for both individua and mobile work.

-Create common s people socialise/g

Dimension Data Company

30 m

Increase Height

Green Courtyards Green Courtyards

South

-Help to maintain mate of the buildin

Studio Brussels - Fall Semester 2016-2017

Existing Existing

Analysis: relationship with the environment

3° strategy: developing green spaces with different hierarchy Analysis: Block Comparison Proposed Green Corridors

Urban Farming

Proposed

4° strategy: Designing Atrium for better energy efficiency and social interactions

2° strategy: increasing FAR and decreasing footprint 2° strategy: increasing FAR and decreasing footprint Seris Academy-Training 5

Seris Academy-Training BT Town Telecommunication BT Center Town Telecommunicamin

types of Analysis: Block ComparisonDifferent vegetations Analysis: Block Comparison intensification of the boulevard area by a mixed-use strategy

- Large 25-meter high atrium or ‘open valley’ with interconnected

4° strategy: Designing Atrium for better energy efficiency and social interactions terraces and public workspaces for both individual, collaborative 4° strategy: Designing Atrium for better energy efficiency and social interactions and mobile work.

Greenhouse

lk wa of

intensification of the boulevard area by a mixed-use strategy

tion Center

-Act as a transitional space that connects indoor and outdoor space.

South

North

-Create common space where people socialise/gather

40 m 40 m Roof Gardening Dimension Data Dimension Data Company Company

Seris Academy Seris Academy

30 m

Green Courtyards North

North

South South

-Connect to the nature (sun/green spaces) to meliorate the indoor environment/levels of comfort of the buildings.

-Provide natural lighting performance of roof skylight systems.

South

North

BT Town TelecomBT Town Telecommunication munication

-Help to maintain the indoor climate of the building.

Studio Brussels - Fall Semester 2016-2017

4° strategy: Designing Atrium for better energy efficiency and social interactions

m Analysis:30Block Comparison

Catering Industry Shopping Center Catering Industry Creative Industry Shopping Center Education Creative Industry Companies Education Retail Companies

30 m 30 m

Retail

82

North

Different types of South vegetations

BT Town Telecommunication

Car/Bike Decrease ParkingsFootprint Car/Bike Parkings

Increase Height Increase Height Decrease Footprint Decrease Footprint

Greenhouse

Different types of

vegetations Greenhouse

Seris Academy

82 m

-Provide wide sidewalks for shop-Provide wide sidewalks ping and outdoor caffes. for shopping and outdoor caffes.

5 min of walk

Urban Farming

mi

min

Tram Station Tram Station

60 m

North

Urban Farming Urban Farming

Different types of vegetations

Tramway Tramway

Green Cou

Shopping Center Creative IndustryIndustry Catering Education Shopping Center Companies Creative Industry Retail Education Companies Retail

30 m

3° strategy: developing green spaces with different hierarchy

5

-Decrease car speed -Decrease car speed

Roof GardeningCatering Industry

5

40 m

BT Town Telecommunication

30 m

3° strategy: developing green spaces with different hierarchy 3° strategy: developing green spaces with different hierarchy Studio Brus 4° strategy: Designing Atrium for better energy efficiency and social interactions

Local Service Green Corridors LocalBus Service Road/ Lane Bike Lane intensification of the boulevard area by a mixed-use strategy Green Corridors BT Town TelecommunicaRoad/ Bus Lane Bike Lane Green Corridors tion Center Car Lanes Car Lanes

5 min of walk

85 m

North

BT Town Telecommunication BT Town Telecommunication

Catering Industry Shopping Center Creative Industry Education Companies Retail

Seris Academy-Training

2 Floors

Green

Different types of vegetations

Seris Academy

30 m

Analysis: relationship with the environment Proposed Analysis: relationship with the environment

1° strategy: Leopold III asthe a Boulevard future ‘Urban Analysis: Under-used space along

Seris Academy

Dimension Data Company

60 m

Pedestrian Cross

Dimension Data Company Dimension Data Company

Seris Academy

lk wa of

40 m

82 m

Car/Bike Parkings

-Bike and Pedestrian Crossings to -Bikeconnectivity and Pedestrian Crossings create for both sides to create connectivity for both sides

Green Corridors intensification of the boulevard area by a mixed-use strategy

min

Tramway

Urban Farming

5

82 m

-Provide wide sidewalks for shopping and outdoor caffes.

85 m 85 m

BT Town Telecommunication Center

4° strategy

Analysis: Block Comparison

40 m

5 min of walk

60 m

-Increase the height of the trees along the Boulevard and the Sidewalks

2 Floors 2 Floors

Seris Academy-Training

2 Floors

Car Lanes 85 m

-Decrease car speed

-Increase the height of the trees -Increase the height of the the trees along the Boulevard and along the Boulevard and the Sidewalks Sidewalks

Local Service Road/ Bus Lane

Bike Lane

Catering Industry Shopping Center Creative Industry Education Companies Retail

3° strategy: developing green spaces with different hierarchy

2° strategy: increasing FAR and decreasing footprint 40 m

-Bike and Pedestrian Crossings to create connectivity for both sides

-Promote a tramway that -Promote a tramway connects Brussels to thethat Airport connects Brussels to the Airport

intensification of the boulevard area by a mixed-use strategy Increase Height 30 m Decrease Footprint intensification of the boulevard area by a mixed-use strategy

Proposed

85 m

-Promote a tramway that connects Brussels to the Airport

luwe valley oluwe valley ULEVARD OULEVARDLEOPOLD LEOPOLDIII’ III’

BT Town TelecommunicaSeris Academy-Training tion Center BT Town Telecommunication Center

Analysis: relationship with the environment

Analysis: Under-used theBoulevard’ Boulevard 1° strategy: Leopold III as aspace futurealong ‘Urban

Analysis: parking lots occupy large spaces

Existing

2 Floors

North

South

Brusselsnord Studio Catalgue 3° strategy: developing green spaces with different hierarchy 3° strategy: developing green spaces with different hierarchy

- Large 25-meter high atrium or ‘open valley’ with interconnected terraces and public workspaces for both individual, collaborative North and mobile work.

North -Act as a transitional space that connects indoor and outdoor space.

South South

Studio Brussels - Fall Semester 2016-2017 Studio Brussels - Fall Semester 2016-2017

-Create common space where

- Large 25-meter high atrium or ‘open valley’ with interconnected - Large 25-meter high atrium or terraces public ‘openand valley’ withworkspaces interconnected for both individual, collaborative terraces and public workspaces andfor mobile both work. individual, collaborative and mobile work.

-Act as a transitional space that connects and outdoor -Act asindoor a transitional space that space. connects indoor and outdoor space.

-Create common space where people socialise/gather -Create common space where people socialise/gather -Connect to the nature (sun/green spaces) to meliorate the indoor -Connect to the nature (sun/green environment/levels of comfort of spaces) to meliorate the indoor the environment/levels buildings. of comfort of the buildings.

-Provide natural lighting performance of roof skylight systems.

-Provide natural lighting performance of roof skylight systems.

-Help to maintain the indoor climate of the -Help to building. maintain the indoor climate of the building.

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FOOD COURT

Brusselsnord Studio Catalgue

North View Studio Brussels - Fall Semester 2016-2017

Atrium

Hotel Rooms

Retail Shops

Living at the periphery: the Wolu PROJECT_REDESIGNING ‘BOULEVARD LEO Parking

Proposed AA Scale: 1/250 Pr�p�s�dSection ����������������������������

Parking

Studio Brussels - Fall Semester 2016-2017

Atrium

Boulevard View mixed-use strategy

North View 84

North View

FOOD MARKET

FOOD COURT

PROJECT_redesigning ‘BOULEVARD LEOPOLD’ Existing FAR≈ 0.58 Proposed FAR≈ 0.84

Proposed Total Construction Area: 182,000 m2

Existing Section AA Scale: 1/350 Exis��������������������������������

FOOD COURT

FOOD MARKET

Proposed AA Scale: 1/250 Pr�p�s�dSection ����������������������������

Existing Section AA Scale: 1/350 Exis��������������������������������

FOOD MARKET

Hotel Rooms

intensification of the boulevard area by a mixed-use strategy

Existing Total Construction Area: 130,000 m2

Retail Shops

Existing Total Construction Area: 130,000 m2

Proposed Total Construction Area: 182,000 m2

Existing FAR≈ 0.58

Living at the periphery: the Woluwe valley PROJECT_REDESIGNING ‘BOULEVARD LEOPOLD III’

Proposed FAR≈ 0.84

Boulevard View

Boulevard View

Student Projects

85

ANALYSIs & CONCEPT_redesigning ‘diegem industries’ Analysis: mobility issues

Analysis: low density of buildings

Analysis: parking lots occupy large spaces

Analysis: relationship with the environment

1° strategy: developing multi-modal nodes of public transports

3° strategy: building underground parkings

4° strategy: developing green spaces with different hierarchy 2° strategy: increasing FAR and decreasing footprint

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Brusselsnord Studio Catalgue

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PROJECT_redesigning ‘diegem industries’

Development phases

Section BB

Section CC

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Brusselsnord Studio Catalgue

Student Projects

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Restitching the Woluwe Valley Neighbourhoods with better connectivity and communal spaces

The main strength of the site is identified as the woluwe valley and hence we aim at recovering the ecology of the valley and connecting the neighbourhood through mobility and creating communal spaces at nodal locations overlooking the Woluwe Valley which would thereby make the neighbourhood take advantage of the landscape figure and densification will be implemented.

Currently the woluwe river is either fragmented by infrastructures, hidden by privately owned buildings and houses or looked away by its surrounding. We aim to change this scenario by strengthening the existing landscape feature with the continuation of different types of open spaces in the form of parks, ecologically reserved areas, play grounds, recreational area and transferring the private ownership of woluwe and the surrounding public and making it part of the urban system.

The valley and its ecology is hugely disturbed by the heavy vehicular flow through the regional road R22 that bisects the valley in our stretch. Hence we propose to divert the vehicular flow to the E40 highway using the existing local infrastructures. The existing heavy traffic is also assumed to be reduced after the implementation of our traffic reduction strategies that promotes mass public transportation (new bus and tram line propositions) and carpooling, bike renting instead of solo driven cars.

We identified two main anchor points of the site where we tend to densify complementing to the idea to taking advantage of the woluwe. The first one is the highly commercial area of Lozemberg which exercises its territory between the green Woluwe valley in the northwest the urban road Leuvensesteenweg which is also a destination in itself.

The second chosen area is the old industrial area of Zavantem where woluwee is totally hidden underneath the buildings and unused green spaces that only acts as a back yard of unused abandoned houses. The area is not sufficiently dense as the existing new warehouses drills huge footprints and limits its built spaces only to 2 or 3 stories. This site completely lacks functional mix and hence acts as an introverted urban tissue that deficiencies dialogue with the neighbouring residential tissue where some level of functional diversity already persists. Similarly a lot of spaces is now being used as parking areas and the streets are acting only as a collector for reaching destination.

Authors: Homero Mayorga Dipika Pradhan Youssef Beydoun

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Problematic: Traffic jam

Mobility Tissue

Problematic: Urban Tissues

B B

B B

B

B

B

B B

Public Transport

B

B

B

B B B

B

B

B

B

B

B

B

B

B B

B B

B B B

B

B

B B

B

B

B

B B

B

B

B

B B B

B

B

B

B

B

B

B

B

B B B B B

B

B

B

B B

B B B

B

B

B

B B

B B

B

B

B

B

B

LEGENDS

B

B

MOBILITY NETWORKS B

B RAILWAY

B

TRAMWAY

B

B B

B

B

B

B

HIGHWAY

B

B

URBAN ROADS

B

B

TERTIARY ROADNETWORKS BICYCLE LANE

B

B B

B

B

B

B B

BUS STOP

POINT OF CONVERGENCE / DIVERGENCE TO HIGHWAY

B

B

FLOW OF CONVERGENCE / DIVERGENCE TO/ FROM HIGHWAY

B

B

Proposal

Mobility Stratregy

B

B

POINT OF CONVERGENCE / DIVERGENCE TO URBAN ROADS

B

FLOW OF CONVERGENCE / DIVERGENCE TO/ FROM HIGHWAY & URBAN ROAD B

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Brusselsnord Studio Catalgue

BRIDGE

Student Projects

93

Functions

Parking and roads

Heights in m

Car

Of-

Residential

Retail

18

12

9

5

Buildings for redensification

Parking spots Road Network

B’

A’

B

A

94

Section aa’

Brusselsnord Studio Catalgue

Leuvensesteenwag Redensification

Student Projects

95

1. Mobility

2. Open spaces

3.Functional Usage

4. Density

Zaventem Historical Buildings Restoration

Zaventem old industrial area zoomed in

Sectional elevation 2 96

Brusselsnord Studio Catalgue

Student Projects

elevation 3

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North Plaza (chimney) Redensification

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Reclaiming of the E40 From parkway to urban park

The North-Eastern edge of Brussels is a major gateway to the city of Brussels, historically through the roadway of Leuven and by means of the E40 motorway since de the end of the 1960’s. The particularity of the E40 being that it allows to enter at a high speed far into the city ending in an array of tunnels that lead into the city center, staging a scenographic entry into Brussels.

The proximity of E40 and the Chaussée de Louvain has shaped the features of urban development in the area comprised between them. The presence of East-West oriented road infrastructures, has placed the area in a position of an in-between, characterized by a spontaneous spatial articulation of economic activities and habitat and a strong functional divide between them. As a result the North-Eastern edge portrays a landscape shaped by incongruities in terms of land use, contrasts between dense and dispensed urban tissue and a general lack of public amenities such as public space and public transport.

At the same time the site offers large untapped resources of space on private but also public estate bringing it into the focus of strategic public investments such as the refurbishment of the RTBF-VRT site into a “Mediapark” and development of social housing. In this frame the decision taken by Brussels Capital Region to reduce the capacity of the E40 from 12 to 8 lanes must be taken as a opportunity to operate an urban metamorphosis of the site on three interdependent levels: the sudden availability of strongly defined public space on a stretch of 2,5 km in a relatively dense urban environment gives the opportunity to insert a new centrality that has the potential to become a destination in itself - symbolizing a new kind of liberty in contrast with the 20th century ideal of liberty linked to the private individual means of transport; this rectilinear open space figure will articulate further urbanization patterns catalyzing processes on multiple levels, among which the rise in land prices will trigger a recomposition of land use. Economic and residential functions are likely to reassemble in a new mosaic of mediations, breaking up with the business-as-usual densification. The expected outcome is an increased FAR in an economically lively environment; by positioning the site at the metropolitan level in terms of public transportation at the crossroads of North-South and East-West connections: a new tramway line and a fast bicycle track on the freed space of the E40 will allow the flexibility of an urban connection on the stretch before the Brussels regional border and a high-speed suburban transport beyond it.

Authors:

In terms of urban design the public space on the 4 freed lanes of the E40 and its surrounding green buffer will offer contrasting experiences for the pedestrian and the cyclist, characterized both by high open belvedere-like platforms and low intimate green spaces. The possibility of a flexible civil-society driven programming will be preserved by keeping the designerly interventions in this space minimal.

Karina Assaf Olga Koukoui Santiago Molano Bernal Aurèle Rattez

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Key Plan

From Parkway to Parksystem

First Phase Second Phase Third Phase Planted Area Asphalt Tramway

0

100

500

N

General Plan

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E40 + surrounding before the proposal

Exploded axonometry

E40 + surrounding after the proposal

View from the Bridge

legend existing neighborhood greenery along the parkway reduced motorway proposed parkway proposed tram line proposed bicycle lane proposed densiication

existing residential and offices

proposed tram line

proposed densiication

reduced motorway

Axonometric Plan of Zoom-in Area 1 proposed parkway

existing residential and offices

existing residential and offices

existing residential and offices

proposed densiication

existing playground

existing residential and offices

proposed densiication

proposed densiication

Brusselsnord Studio Catalgue

proposed parkway

existing residential

reduced motorway

proposed proposed proposed parkway bicycle lane tram line

proposed densiication

existing residential

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proposed proposed bicycle lane tram line

proposed bicycle lane

proposed bicycle lane

proposed parkway

proposed tram line

proposed tram line

proposed tram line

existing residential

reduced motorway

existing residential

reduced motorway

reduced motorway

reduced motorway

Greenery

existing residential

existing motorway

Student Projects

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View from the Parkway: Changing Scenes

Section of the Parkway

Axonometry

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Brusselsnord Studio Catalgue

Student Projects

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Axonometry of the intermodal node

Public Equipment

Housing

Supermarket View of the crossing Axonometry

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Student Projects

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Conclusion

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