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The impact of transport on climate change is becoming increasingly significant, making switching to sustainable vehicles an important step in emission reduction. The use of electric vehicles could be stimulated by a large network of charging stations. However, in Brussels, this network is still limited. In this paper, we propose two complementary methods that can support the deployment of a charging infrastructure. The analysis for public occasional charging is a point of interest (POI) based approach as it demonstrates that the accessibility of the charging infrastructure is improved if charging stations are installed at important Brussels mobility poles. Locations for public residential charging are identified by means of location models that take into account demand forecasts for EVs. The resulting roll-out is first pushed through where the estimated EV adoption is high and then spreads evenly across the entire Region. The combination of both methods offers a solution for residents (location models), as well as for visitors or commuters (POI approach).

The impact of transport on climate change is becoming increasingly significant, making switching to sustainable vehicles an important step in emission reduction. The use of electric vehicles could be stimulated by a large network of charging stations. However, in Brussels, this network is still limited. In this paper, we propose two complementary methods that can support the deployment of a charging infrastructure. The analysis for public occasional charging is a point of interest (POI) based approach as it demonstrates that the accessibility of the charging infrastructure is improved if charging stations are installed at important Brussels mobility poles. Locations for public residential charging are identified by means of location models that take into account demand forecasts for EVs. The resulting roll-out is first pushed through where the estimated EV adoption is high and then spreads evenly across the entire Region. The combination of both methods offers a solution for residents (location models), as well as for visitors or commuters (POI approach).

Travel on foot has been gaining ground in recent years in debates and in people's thinking due to growing congestion and the negative impacts of the “cars come first” approach on health, the environment and public spaces. In order to promote this form of travel in Brussels, Bruxelles Mobilité carried out a diagnosis of public spaces, through the plans for the accessibility of roads and public spaces [Plans d’accessibilité de la voirie et de l’espace public, PAVE]. The research which this article is drawn from adds to this diagnosis by identifying the broad spectrum of pedestrian inconveniences and variations in how they are perceived. To do this, several distinct methodologies were combined (spatial and morphological analysis, analysis of pedestrian flows and behaviours, itineraries with commentary with people with reduced mobility), thus making it possible to develop a dynamic vision of pedestrian movement and the inconveniences which can affect it. On this basis, several possible solutions are proposed in order to achieve a balance between the need for fluidity of movement, the slowing down of pedestrian flows and the experience of walking.

Travel on foot has been gaining ground in recent years in debates and in people's thinking due to growing congestion and the negative impacts of the “cars come first” approach on health, the environment and public spaces. In order to promote this form of travel in Brussels, Bruxelles Mobilité carried out a diagnosis of public spaces, through the plans for the accessibility of roads and public spaces [Plans d’accessibilité de la voirie et de l’espace public, PAVE]. The research which this article is drawn from adds to this diagnosis by identifying the broad spectrum of pedestrian inconveniences and variations in how they are perceived. To do this, several distinct methodologies were combined (spatial and morphological analysis, analysis of pedestrian flows and behaviours, itineraries with commentary with people with reduced mobility), thus making it possible to develop a dynamic vision of pedestrian movement and the inconveniences which can affect it. On this basis, several possible solutions are proposed in order to achieve a balance between the need for fluidity of movement, the slowing down of pedestrian flows and the experience of walking.

Travel on foot has been gaining ground in recent years in debates and in people's thinking due to growing congestion and the negative impacts of the “cars come first” approach on health, the environment and public spaces. In order to promote this form of travel in Brussels, Bruxelles Mobilité carried out a diagnosis of public spaces, through the plans for the accessibility of roads and public spaces [Plans d’accessibilité de la voirie et de l’espace public, PAVE]. The research which this article is drawn from adds to this diagnosis by identifying the broad spectrum of pedestrian inconveniences and variations in how they are perceived. To do this, several distinct methodologies were combined (spatial and morphological analysis, analysis of pedestrian flows and behaviours, itineraries with commentary with people with reduced mobility), thus making it possible to develop a dynamic vision of pedestrian movement and the inconveniences which can affect it. On this basis, several possible solutions are proposed in order to achieve a balance between the need for fluidity of movement, the slowing down of pedestrian flows and the experience of walking.

In 2017, the Brussels-Capital Region 20 700 points of sale for goods and services, accounting for 87 % of the expenditure made by the inhabitants of Brussels. This retail trade provides about 9 % of regional employment. This synopsis reviews what is known about distribution in Brussels, an indispensable economic sector whose complexity makes it difficult to understand due to its diversity, and which is subject to profound changes in consumption, the urban environment and the internal organisation of the profession. After outlining the framework of the analysis by defining trade through its functions, forms and stakeholders, the authors draw up several observations associated with major dynamics in the sector (transformation of supply and demand and changes in public regulation in particular). The third part of the synopsis responds to these observations by identifying clear issues which, if taken into account by the sector and supported by public authorities, could reconcile trade with urban space.

In 2017, the Brussels-Capital Region 20 700 points of sale for goods and services, accounting for 87 % of the expenditure made by the inhabitants of Brussels. This retail trade provides about 9 % of regional employment. This synopsis reviews what is known about distribution in Brussels, an indispensable economic sector whose complexity makes it difficult to understand due to its diversity, and which is subject to profound changes in consumption, the urban environment and the internal organisation of the profession. After outlining the framework of the analysis by defining trade through its functions, forms and stakeholders, the authors draw up several observations associated with major dynamics in the sector (transformation of supply and demand and changes in public regulation in particular). The third part of the synopsis responds to these observations by identifying clear issues which, if taken into account by the sector and supported by public authorities, could reconcile trade with urban space.

In 2017, the Brussels-Capital Region 20 700 points of sale for goods and services, accounting for 87 % of the expenditure made by the inhabitants of Brussels. This retail trade provides about 9 % of regional employment. This synopsis reviews what is known about distribution in Brussels, an indispensable economic sector whose complexity makes it difficult to understand due to its diversity, and which is subject to profound changes in consumption, the urban environment and the internal organisation of the profession. After outlining the framework of the analysis by defining trade through its functions, forms and stakeholders, the authors draw up several observations associated with major dynamics in the sector (transformation of supply and demand and changes in public regulation in particular). The third part of the synopsis responds to these observations by identifying clear issues which, if taken into account by the sector and supported by public authorities, could reconcile trade with urban space.

Mobility between Brussels and its outskirts is a multidimensional issue involving socioeconomic, environmental and political challenges. However, precise data on this issue are relatively limited. In this context, this article proposes to address the issue through an empirical geographical analysis. Thus, the differentiated conditions and ways of travelling to Brussels from its metropolitan area emerge, and are summarised within a typology.

Mobility between Brussels and its outskirts is a multidimensional issue involving socioeconomic, environmental and political challenges. However, precise data on this issue are relatively limited. In this context, this article proposes to address the issue through an empirical geographical analysis. Thus, the differentiated conditions and ways of travelling to Brussels from its metropolitan area emerge, and are summarised within a typology.

Mobility between Brussels and its outskirts is a key multidimensional issue involving socio-economic, environmental and political challenges. However, precise data on this issue are relatively limited. In this context, this article proposes to address the issue through empirical geographical analysis. Thus, the differentiated conditions and ways of travelling to Brussels from its metropolitan area emerge, and are summarised within a typology.

How did the development of the railways affect the urban morphology of the Brussels suburbs? In an attempt to provide a first answer to this broad question, this article examines the role of railway infrastructures of the east railway ring in Brussels (currently line 161). Above all, it proposes to demonstrate that, contrary to a preconceived and still widespread idea, the tremendous development of the rail network in the second half of the 19th century was sometimes a huge obstacle to the urbanisation of certain neighbourhoods, with what could be referred to as “growth barriers” being built in the middle of them. By comparing archives of different types - in particular cartographic (mainly from municipal archives) - and various works on the evolution of urban morphology, through the example of this ring line, this study shows that while stations have often promoted urban development as economic growth areas, the railways crossing the city have had the opposite impact, sometimes acting as obstacles to the growth of certain neighbourhoods.

How did the development of the railways affect the urban morphology of the Brussels suburbs? In an attempt to provide a first answer to this broad question, this article examines the role of railway infrastructures of the east railway ring in Brussels (currently line 161). Above all, it proposes to demonstrate that, contrary to a preconceived and still widespread idea, the tremendous development of the rail network in the second half of the 19th century was sometimes a huge obstacle to the urbanisation of certain neighbourhoods, with what could be referred to as “growth barriers” being built in the middle of them. By comparing archives of different types - in particular cartographic (mainly from municipal archives) - and various works on the evolution of urban morphology, through the example of this ring line, this study shows that while stations have often promoted urban development as economic growth areas, the railways crossing the city have had the opposite impact, sometimes acting as obstacles to the growth of certain neighbourhoods.

How did the development of the railways affect the urban morphology of the Brussels suburbs? In an attempt to provide a first answer to this broad question, this article examines the role of railway infrastructures of the east railway ring in Brussels (currently line 161). Above all, it proposes to demonstrate that, contrary to a preconceived and still widespread idea, the tremendous development of the rail network in the second half of the 19th century was sometimes a huge obstacle to the urbanisation of certain neighbourhoods, with what could be referred to as “growth barriers” being built in the middle of them. By comparing archives of different types - in particular cartographic (mainly from municipal archives) - and various works on the evolution of urban morphology, through the example of this ring line, this study shows that while stations have often promoted urban development as economic growth areas, the railways crossing the city have had the opposite impact, sometimes acting as obstacles to the growth of certain neighbourhoods.

Based on STIB statistics since 1950, this article analyses the choices made in the area of public transport service. A network based almost exclusively on trams gradually became an underground-tram-bus service, which has once again reached the same coverage as in 1950 in terms of kilometres. Although there was soon a consensus regarding the underground, it did not compensate for the decrease in the service due to network operation economies in the 1980s. It is not enough to invest most of the means in one single mode, in particular if its territorial coverage is limited. Although the relationship between the improvement in service and an increase in clientele is not automatic, a conclusion emerges: in 68 years, STIB attracted more users on three occasions when it improved its service throughout the network, especially the frequencies of trams and buses, as the underground frequencies have always been high. The study sheds light on the debate regarding the possible choices: should there be an investment in an underground line between Albert and Bordet or in the surface network (extension via lines with “high-level service”, protection of trams and buses from traffic and increase in frequencies)?

Based on STIB statistics since 1950, this article analyses the choices made in the area of public transport service. A network based almost exclusively on trams gradually became an underground-tram-bus service, which has once again reached the same coverage as in 1950 in terms of kilometres. Although there was soon a consensus regarding the underground, it did not compensate for the decrease in the service due to network operation economies in the 1980s. It is not enough to invest most of the means in one single mode, in particular if its territorial coverage is limited. Although the relationship between the improvement in service and an increase in clientele is not automatic, a conclusion emerges: in 68 years, STIB attracted more users on three occasions when it improved its service throughout the network, especially the frequencies of trams and buses, as the underground frequencies have always been high. The study sheds light on the debate regarding the possible choices: should there be an investment in an underground line between Albert and Bordet or in the surface network (extension via lines with "high-level service", protection of trams and buses from traffic and increase in frequencies)?

Based on STIB statistics since 1950, this article analyses the choices made in the area of public transport service. A network based almost exclusively on trams gradually became an underground-tram-bus service, which has once again reached the same coverage as in 1950 in terms of kilometres. Although there was soon a consensus regarding the underground, it did not compensate for the decrease in the service due to network operation economies in the 1980s. It is not enough to invest most of the means in one single mode, in particular if its territorial coverage is limited. Although the relationship between the improvement in service and an increase in clientele is not automatic, a conclusion emerges: in 68 years, STIB attracted more users on three occasions when it improved its service throughout the network, especially the frequencies of trams and buses, as the underground frequencies have always been high. The study sheds light on the debate regarding the possible choices: should there be an investment in an underground line between Albert and Bordet or in the surface network (extension via lines with “high-level service”, protection of trams and buses from traffic and increase in frequencies)?

Travel between home and work structures the daily life of many workers in Belgium. How is this mobility organised and what are the factors which influence the modal choice of workers? What are the levers which influence this choice and, in particular, what is the role of companies in this area? The objective of this synopsis is to review the current situation of these complex questions and it is organised in three parts: the context of these journeys, the evolution of mobility behaviour and its deciding factors, and the levers for action in order to evolve towards more sustainable mobility. This synopsis also shows that travel between home and work is not only a transport issue, but is also related to people’s residential situation and land use planning. The latter suffers because of the institutional division of Belgium and calls for more coherence and dialogue among stakeholders. Despite this context, companies have significant room for manoeuvre, which this synopsis illustrates through three areas for action: the organisation of work, the management of the mobility of workers and accessibility.

Travel between home and work structures the daily life of many workers in Belgium. How is this mobility organised and what are the factors which influence the modal choice of workers? What are the levers which influence this choice and, in particular, what is the role of companies in this area? The objective of this synopsis is to review the current situation of these complex questions and it is organised in three parts: the context of these journeys, the evolution of mobility behaviour and its deciding factors, and the levers for action in order to evolve towards more sustainable mobility. This synopsis also shows that travel between home and work is not only a transport issue, but is also related to people’s residential situation and land use planning. The latter suffers because of the institutional division of Belgium and calls for more coherence and dialogue among stakeholders. Despite this context, companies have significant room for manoeuvre, which this synopsis illustrates through three areas for action: the organisation of work, the management of the mobility of workers and accessibility.

Travel between home and work structures the daily life of many workers in Belgium. How is this mobility organised and what are the factors which influence the modal choice of workers? What are the levers which influence this choice and, in particular, what is the role of companies in this area? The objective of this synopsis is to review the current situation of these complex questions and it is organised in three parts: the context of these journeys, the evolution of mobility behaviour and its deciding factors, and the levers for action in order to evolve towards more sustainable mobility. This synopsis also shows that travel between home and work is not only a transport issue, but is also related to people’s residential situation and land use planning. The latter suffers because of the institutional division of Belgium and calls for more coherence and dialogue among stakeholders. Despite this context, companies have significant room for manoeuvre, which this synopsis illustrates through three areas for action: the organisation of work, the management of the mobility of workers and accessibility.

This article deals with the socio-spatial situation of Hip-Hop. The study of the spatiality of breakdance battles and training illustrates the contemporary transformations which affect the practices related to this culture. With a growing maturity and the evolution of the social basis of these dancers, breakdance has left the ghetto, literally and figuratively. It takes place currently outside the most disadvantaged areas of the city, in the most mixed neighbourhoods at ethnic and socioeconomic level. Breakdance continues to face great difficulties entering the traditional cultural circuits. Daily artistic activities are in a delicate situation, as the organisation of training depends almost entirely on the initiative of the dancers themselves, who must often develop strategies to set up informal places for their activities. However, this type of appropriation of the public or semi-public space does not take place smoothly. The ignorance with respect to hip-hop culture and its relatively bad image, combined with the dancers’ status as vulnerable users in the places they frequent, generate risks of eviction. Less appealing places which are deserted at certain hours – typically railway stations or underground stations – are used more and more.

During the second half of the 19th century, the River Senne became the preferred outlet for wastewater in Brussels. While at the beginning of the century, faecal matter was collected and sold to farmers as fertiliser, the gradual adoption of mains drainage had the direct effect of causing a lasting increase in pollution levels in the river. This research focuses on this transition. It questions the reasons why excrement recycling was abandoned and how the Senne became the new recipient for some of the wastewater in the capital.Through the analysis of the discussions and projects in connection with the management of faecal matter, this study is aimed at better understanding the transformations in the relationship between Brussels and its environment which took place during the 19th century. It explores the major sanitation works in Brussels by focusing on a little known aspect, i.e. the project for broad irrigation with wastewater.This article therefore highlights the role of planned or built technical infrastructures in the realisation of urban projects and the way in which the impact of Brussels on its environment was modified on a long-term basis.

This article traces the history of the project for a Regional Express Railway (RER) from, towards, in and around Brussels by highlighting the major conflicts between the different stakeholders which have underlain the issue from the start. The RER is at the heart of rivalries regarding the uses, users and visions of the city to be favoured, as well as the concrete mobility policies to develop and the role of the Société Nationale des Chemins de fer Belges (SNCB) in this respect. The article also traces the different steps in the political regulation of the issue, covering the phases of progress and standstill which mark out the history of the RER. By shedding light on the history of these rivalries and antagonisms which have never lost their substance, this article provides a better view of the current situation, illustrating the power of misunderstandings.

As the realisation of urban projects is most often preceded by a long planning stage, urban (re)development areas frequently appear to uselessly lie in wait during certain periods of time. This can however have a negative impact on their environment. Moreover the presence of “useless space” is almost unacceptable, taking into account the strong demand for open and public spaces. This article describes how the current study “The role of temporary use of waiting spaces in urban (re)development” examines if temporary use of these areas could contribute to a more contemporary, flexible and spontaneous approach to urban development. More specifically 10 case studies are described in which the present situation and the existing opportunities for temporary use in the concrete context of the Brussels Capital Region have been explored. The objective is to put the possible role of temporary use in the urban planning of the Region on the agenda. In this way, the present contribution joins other current initiatives, such as the organisation of the symposium “Tijdelijke Publieke Ruimte Tussen Flexibiliteit en Planning” and the master class on “De Uitdaging van Tijdelijke Publieke Ruimtes” of the ]pyblik[ platform in September 2013.

Hypermarkets are self-service shops with a surface area of more than 2 500 m², which sell food and non food products, are located on the outskirts of a city, are easily accessible and have a large car park. They are generally considered to have been invented in France in 1963 (Carrefour in Sainte-Geneviève-des-Bois, close to Paris, 2 500 m²). But nearly two years earlier, in 1961, GB had opened three hypermarkets under the name of SuperBazar, in Bruges, Auderghem and Anderlecht, measuring between 3 300 and 9 100 m². Through an examination of the literature, an exploration of GIB archives and the stories of stakeholders in the Belgian distribution sector, the article compares in detail the history of the first Belgian and French hypermarkets, which has never been done before. If we do not consider the Bruges location of only 3 300 m², which was initially designed as a department store, the point of sale in Auderghem (9 100 m² Boulevard du Souverain), based on the American model of the discount department store but associated with an integrated supermarket, must be considered as the first European hypermarket. Even if the association of food and non food products under the same roof was unusual in the United States, it nevertheless existed. Hypermarkets are therefore an American invention, GB opened the first European hypermarkets in Belgium and Carrefour spread the model of the hypermarket throughout the world, taking over most of the Belgian hypermarkets in 2000.

Whereas it took more than forty years to complete the North-South railway junction, a scant three years was necessary to change the face of the city of Brussels completely and turn it into one of the European capitals with the highest levels of car ownership. Expo ’58 had a crucial role in accelerating this movement. After explaining the circumstances that led to the “car as king” attitude in Brussels, the author wonders about the difficulties of having Brussels embrace an urban development model less dependent on the car. According to the Brussels-Capital Region’s forecasts, the entire territory concerned by the extension of the future Regional Express Rail Network will be under the overwhelming domination of the car by 2015. The prospect of the crisis situation that this will spawn is an opportunity to be seized to turn the trend around. As we approach a new bend in the technological road, only a massive investment plan in Brussels’s mass transport and the latter’s integration in a management and information system on the appropriate functional scale (the REN area) could offset the road network development plans that marked the three decades that began with Expo ’58. Such a policy cannot be waged without thinking about road traffic and parking conditions, the external costs of travelling by car, and the latter’s contribution to financing public transport. Nor will it be possible without setting up civic participation schemes. The loss of attractiveness of urban areas that have been degraded by the colossal road infrastructure projects of the past can be combated, as shown by the examples of urban regeneration carried out in Boston and Madrid.