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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Introduction
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Photo Essay
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Photo Essay
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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
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Wet landscape Water system Water system
Agglomeration
Green Green
Wet landscape
Wet landscape Analysis
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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
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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
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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
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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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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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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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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
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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
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ASCO
2
Zaventem Luchthaven met Brucargo
XL | REgional scale
3
Lozenberg St.-Stevens-Woluwe
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Zaventem Noord
5
Keiberg
6
Bedrijventerreinen Diegem
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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
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Z.4 Broekooi Boortmeerbeek Kanaal
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LANDSCAPE
map showing topography to determine hydrological flow
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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.
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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
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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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Phase 2
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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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Parking Silo
Lane for Cargo traffic
B
Student Projects
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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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valley landscape
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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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tributary wilderness corridor
sec
tio
n3
Woluwe
wilderness corridor tributary pedestrian/bike network
protected natural lands (Wolwe thickness) pedestrian/bike network
scale: 1/2500
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PROJECT_Landscape
section 1
section 2
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section 3
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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
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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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PROJECT_redesigning ‘diegem industries’
Development phases
Section BB
Section CC
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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
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B B
B B
B B B
B
B
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LEGENDS
B
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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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BRIDGE
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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
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Section aa’
Brusselsnord Studio Catalgue
Leuvensesteenwag Redensification
Student Projects
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1. Mobility
2. Open spaces
3.Functional Usage
4. Density
Zaventem Historical Buildings Restoration
Zaventem old industrial area zoomed in
Sectional elevation 2 96
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elevation 3
97
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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Brusselsnord Studio Catalgue
Student Projects
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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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Brusselsnord Studio Catalgue
Student Projects
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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
105
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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Brusselsnord Studio Catalgue
Student Projects
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Brusselsnord Studio Catalgue
Conclusion
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