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The Steenweg, an east-west axis crossing through Brussels Metropolitan Centre, has been earmarked to play a key role in the implementation of the city’s future mobility vision. Moreover, recent research [De Visscher et al., 2020] suggests that this axis presents high stakes in terms of social inclusion for Brussels. In anticipation of future refurbishments, this article delves deeper into this latter proposition, opening lines of thought regarding the potential for “inclusion in urbanity” along the Steenweg. Working from Remy’s suggestion for communication in distance [Remy, 2020 [1990]] and using a socio-spatial approach, the article focuses on morphologies that participate in enabling an inclusive access to the social and spatial fabric of urbanity to diverse groups. To do so, the results of an exploratory research within one type of morphology found along the Steenweg – commercial galleries - are presented. The article then suggests possibilities for thinking further about morphologies that enable communication in distance along the axis by mapping out all publicly accessible spaces beyond the usual limits of the Steenweg’s open air public spaces.

The Steenweg, an east-west axis crossing through Brussels Metropolitan Centre, has been earmarked to play a key role in the implementation of the city’s future mobility vision. Moreover, recent research [De Visscher et al., 2020] suggests that this axis presents high stakes in terms of social inclusion for Brussels. In anticipation of future refurbishments, this article delves deeper into this latter proposition, opening lines of thought regarding the potential for “inclusion in urbanity” along the Steenweg. Working from Remy’s suggestion for communication in distance [Remy, 2020 [1990]] and using a socio-spatial approach, the article focuses on morphologies that participate in enabling an inclusive access to the social and spatial fabric of urbanity to diverse groups. To do so, the results of an exploratory research within one type of morphology found along the Steenweg – commercial galleries - are presented. The article then suggests possibilities for thinking further about morphologies that enable communication in distance along the axis by mapping out all publicly accessible spaces beyond the usual limits of the Steenweg’s open air public spaces.

The Steenweg, an east-west axis crossing through Brussels Metropolitan Centre, has been earmarked to play a key role in the implementation of the city’s future mobility vision. Moreover, recent research [De Visscher et al., 2020] suggests that this axis presents high stakes in terms of social inclusion for Brussels. In anticipation of future refurbishments, this article delves deeper into this latter proposition, opening lines of thought regarding the potential for “inclusion in urbanity” along the Steenweg. Working from Remy’s suggestion for communication in distance [Remy, 2020 [1990]] and using a socio-spatial approach, the article focuses on morphologies that participate in enabling an inclusive access to the social and spatial fabric of urbanity to diverse groups. To do so, the results of an exploratory research within one type of morphology found along the Steenweg – commercial galleries - are presented. The article then suggests possibilities for thinking further about morphologies that enable communication in distance along the axis by mapping out all publicly accessible spaces beyond the usual limits of the Steenweg’s open air public spaces.

The new pedestrian area has been one of the main urban projects designed for the centre of Brussels in recent decades. In 2015, the transit route in the city centre - Boulevard Anspach - was closed to traffic. The redevelopment of public space and the renovation of the main metro stations are now nearing completion. The finalisation of this urban project and the challenges it has faced are, by definition, complex. Experiences elsewhere in the country and abroad, as well as the data collected by BSI-BCO, show that it will have a significant impact at different levels: quality of public space, housing and facilities, local economy and employment, mobility, accessibility and logistics, social and cultural activities, etc. This synopsis is an update of a previously published work (no. 115). Part 1 sets out the general context of this project which has not been spared by several external crises (lockdown following the attacks in Paris, attacks in Brussels, the tunnel crisis and, of course, the covid crisis). Part 2 develops the challenges which remain. In conclusion, this synopsis proposes some concrete ways to improve the quality and management of the project.

The new pedestrian area has been one of the main urban projects designed for the centre of Brussels in recent decades. In 2015, the transit route in the city centre - Boulevard Anspach - was closed to traffic. The redevelopment of public space and the renovation of the main metro stations are now nearing completion. The finalisation of this urban project and the challenges it has faced are, by definition, complex. Experiences elsewhere in the country and abroad, as well as the data collected by BSI-BCO, show that it will have a significant impact at different levels: quality of public space, housing and facilities, local economy and employment, mobility, accessibility and logistics, social and cultural activities, etc. This synopsis is an update of a previously published work (no. 115). Part 1 sets out the general context of this project which has not been spared by several external crises (lockdown following the attacks in Paris, attacks in Brussels, the tunnel crisis and, of course, the covid crisis). Part 2 develops the challenges which remain. In conclusion, this synopsis proposes some concrete ways to improve the quality and management of the project.

The new pedestrian area has been one of the main urban projects designed for the centre of Brussels in recent decades. In 2015, the transit route in the city centre - Boulevard Anspach - was closed to traffic. The redevelopment of public space and the renovation of the main metro stations are now nearing completion. The finalisation of this urban project and the challenges it has faced are, by definition, complex. Experiences elsewhere in the country and abroad, as well as the data collected by BSI-BCO, show that it will have a significant impact at different levels: quality of public space, housing and facilities, local economy and employment, mobility, accessibility and logistics, social and cultural activities, etc. This synopsis is an update of a previously published work (no 115). Part 1 sets out the general context of this project which has not been spared by several external crises (lockdown following the attacks in Paris, attacks in Brussels, the tunnel crisis and, of course, the covid crisis). Part 2 develops the challenges which remain. In conclusion, this synopsis proposes some concrete ways to improve the quality and management of the project.

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 paper focuses on the question of home-to-work and home-to-school commuting in Brussels. Since the latter is highly affected in terms of time and place, such an analysis is confronted with a double challenge: at a macroeconomic level the matching of supply and demand, and, for households and individuals, the capacity to put in place sustainable daily routines.The paper also raises the fundamental question of the break in the continuity of data provision due to the suppression of the former censuses on population and housing. Nowadays those are exclusively based on administrative data, leading to a lack of data on the workers’ and pupils’ mobility.This is the reason why we have chosen to use a patchwork of sources (survey on the workforce and the 2011 Census for commuting to work; data from the French and Flemish communities as well as data and school pre-diagnostics from the Brussels-Capital Region for commuting to school) so as to provide the richest possible picture.Our analysis reveals an increase in distances due to a range of factors such as the flexibilisation of the labour and career markets, structural unemployment, specialisation of activities, etc. and the socio-spatial segmentation of school supply. The growth in population in Brussels increases the gap between supply and demand and consequently the rise in distances. Simultaneously car transport is declining as a consequence of more and more restraints (drop in the socioeconomic level, increase in traffic congestion, changing attitudes to private car possession, etc.), while departure hours are spreading to avoid congestions.In conclusion we critically suggest different potential actions, stressing the importance of not limiting daily commuting to the sole question of the resolution of flows and of taking into account the territorial planning of the functions in question (residence, school and work) as much as the structures and logics specific to each of those activities.

The new pedestrian area in the centre of Brussels is one of the most important urban projects of the last decades. In 2015, the central traffic artery, Boulevard Anspach, was pedestrianised. The public space and the biggest metro stations must still be renovated. The implementation of this project and the challenges it faces are inherently complex. Experiences in Belgium and abroad show that the impact on the city centre of Brussels will be significant at different levels: the quality of public space; housing and public services; local economy and employment; mobility, logistics and accessibility; and social and cultural activities. However, recent data and analyses are fragmented, non-existent or inaccessible for all stakeholders involved. Nevertheless, an urban project may only succeed when knowledge and expertise are gathered and shared, and used to support decision-making. Therefore, BSI - Brussels Centre Observatory (BSI-BCO) is monitoring this project closely. Previously published research is further developed in this synopsis [Portfolio#1]. Part 1 discusses the context of the project. Part 2 details the four main challenges based on our first observations. The synopsis concludes with concrete scenarios to improve the overall quality and management of the project.

The new pedestrian area in the centre of Brussels is one of the most important urban projects of the last decades. In 2015, the central traffic artery, Boulevard Anspach, was pedestrianised. The public space and the biggest metro stations must still be renovated. The implementation of this project and the challenges it faces are inherently complex. Experiences in Belgium and abroad show that the impact on the city centre of Brussels will be significant at different levels: the quality of public space; housing and public services; local economy and employment; mobility, logistics and accessibility; and social and cultural activities. However, recent data and analyses are fragmented, non-existent or inaccessible for all stakeholders involved. Nevertheless, an urban project may only succeed when knowledge and expertise are gathered and shared, and used to support decision-making. Therefore, BSI - Brussels Centre Observatory (BSI-BCO) is monitoring this project closely. Previously published research is further developed in this synopsis [Portfolio#1]. Part 1 discusses the context of the project. Part 2 details the four main challenges based on our first observations. The synopsis concludes with concrete scenarios to improve the overall quality and management of the project.

The new pedestrian area in the centre of Brussels is one of the most important urban projects of the last decades. In 2015, the central traffic artery, Boulevard Anspach, was pedestrianised. The public space and the biggest metro stations must still be renovated. The implementation of this project and the challenges it faces are inherently complex. Experiences in Belgium and abroad show that the impact on the city centre of Brussels will be significant at different levels: the quality of public space; housing and public services; local economy and employment; mobility, logistics and accessibility; and social and cultural activities. However, recent data and analyses are fragmented, non-existent or inaccessible for all stakeholders involved. Nevertheless, an urban project may only succeed when knowledge and expertise are gathered and shared, and used to support decision-making. Therefore, BSI - Brussels Centre Observatory (BSI-BCO) is monitoring this project closely. Previously published research is further developed in this synopsis [Portfolio#1]. Part 1 discusses the context of the project. Part 2 details the four main challenges based on our first observations. The synopsis concludes with concrete scenarios to improve the overall quality and management of the project.

This synopsis makes use of the data and analyses from the first two Cahiers de l’Observatoire de la mobilité of the Brussels-Capital Region, bringing up to date the synopsis from the Citizens’ Forum of Brussels published in 2009 and adding to it considerably. It provides a complete and detailed overview of this matter, which represents one of the Region’s key responsibilities and expenses. The first part of the synopsis presents the main challenges which Brussels faces. It then looks at the tools and institutional challenges (the means of action are particularly complex in Brussels and the balance of powers between stakeholders is formidable), before ending with an analysis of the convergences and divergences surrounding two undertakings which many feel are a priority for Brussels: the development of the railway network of the Société des Transports Intercommunaux Bruxellois (STIB) and the operating of the future RER.

This synopsis makes use of the data and analyses from the first two Cahiers de l’Observatoire de la mobilité of the Brussels-Capital Region, bringing up to date the synopsis from the Citizens’ Forum of Brussels published in 2009 and adding to it considerably. It provides a complete and detailed overview of this matter, which represents one of the Region’s key responsibilities and expenses. The first part of the synopsis presents the main challenges which Brussels faces. It then looks at the tools and institutional challenges (the means of action are particularly complex in Brussels and the balance of powers between stakeholders is formidable), before ending with an analysis of the convergences and divergences surrounding two undertakings which many feel are a priority for Brussels: the development of the railway network of the Société des Transports Intercommunaux Bruxellois (STIB) and the operating of the future RER.

This synopsis makes use of the data and analyses from the first two Cahiers de l’Observatoire de la mobilité of the Brussels-Capital Region, bringing up to date the synopsis from the Citizens’ Forum of Brussels published in 2009 and adding to it considerably. It provides a complete and detailed overview of this matter, which represents one of the Region’s key responsibilities and expenses. The first part of the synopsis presents the main challenges which Brussels faces. It then looks at the tools and institutional challenges (the means of action are particularly complex in Brussels and the balance of powers between stakeholders is formidable), before ending with an analysis of the convergences and divergences surrounding two undertakings which many feel are a priority for Brussels: the development of the railway network of the Société des Transports Intercommunaux Bruxellois (STIB) and the operating of the future RER.

This article analyzes the issue of transfers within an urban public transport network as a factor which may make citizens’ journeys difficult or arduous. A critical analysis of the literature on transfers confirms that they are difficult for passengers and off-putting for those who must make modal choices. The article then presents an analysis of the evolution of transfers imposed upon users of the Brussels network. It reveals that many neighbourhoods and close to a quarter of the population have lost access to the center due to the recent reform of the network.

The master plan was designed in the framework of the 2002 Regional Development Plan (RDP) as the preferred tool for the development of the fourteen “areas of regional interest”. The plan thus made a triple promise: better coordination of public action, effective public/private partnerships (PPPs) and true democratic participation. The tool was implemented for the first time during the last regional legislature, and is evaluated here based on an empirical study of several cases including the emblematic case of the state administrative district, as well as an afternoon meeting to discuss the results. The authors feel that the administrative complexity, the opposing interests of the public and private sectors, and the difficulty to establish true participation on behalf of inhabitants jeopardise the efficiency of a tool which – when all is said and done – is not binding. But they do not confine themselves to this acknowledgment of (partial) failure. Instead of recommending the elimination of this mechanism, they outline proposals to improve it. Although the ‘master plan’ tool is headed in the right direction, it calls for other advancements towards urban management which is more democratic, more effective, respectful of collective interests and beneficial for the future of the city.

The master plan was designed in the framework of the 2002 Regional Development Plan (RDP) as the preferred tool for the development of the fourteen “areas of regional interest”. The plan thus made a triple promise: better coordination of public action, effective public/private partnerships (PPPs) and true democratic participation. The tool was implemented for the first time during the last regional legislature, and is evaluated here based on an empirical study of several cases including the emblematic case of the state administrative district, as well as an afternoon meeting to discuss the results. The authors feel that the administrative complexity, the opposing interests of the public and private sectors, and the difficulty to establish true participation on behalf of inhabitants jeopardise the efficiency of a tool which – when all is said and done – is not binding. But they do not confine themselves to this acknowledgment of (partial) failure. Instead of recommending the elimination of this mechanism, they outline proposals to improve it. Although the ‘master plan’ tool is headed in the right direction, it calls for other advancements towards urban management which is more democratic, more effective, respectful of collective interests and beneficial for the future of the city.

The master plan was designed in the framework of the 2002 Regional Development Plan (RDP) as the preferred tool for the development of the fourteen “areas of regional interest”. The plan thus made a triple promise: better coordination of public action, effective public/private partnerships (PPPs) and true democratic participation. The tool was implemented for the first time during the last regional legislature, and is evaluated here based on an empirical study of several cases including the emblematic case of the state administrative district, as well as an afternoon meeting to discuss the results. The authors feel that the administrative complexity, the opposing interests of the public and private sectors, and the difficulty to establish true participation on behalf of inhabitants jeopardise the efficiency of a tool which – when all is said and done – is not binding. But they do not confine themselves to this acknowledgment of (partial) failure. Instead of recommending the elimination of this mechanism, they outline proposals to improve it. Although the ‘master plan’ tool is headed in the right direction, it calls for other advancements towards urban management which is more democratic, more effective, respectful of collective interests and beneficial for the future of the city.

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.

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.

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.

By means of a typology of “attitudes towards space and time”, the authors evaluate the suitability of various modes of transport in terms of the limitations of people who live with children under the age of twelve and who travel on a daily basis in Brussels. The study underlines the shortcomings of public transport, in particular regarding those for whom time management is especially important (for themselves or for the well-being of the children who accompany them). In order to meet the needs of a public who are often stressed, in a hurry and worried, the authors suggest that the transport service must be humanised in order to make life easier for users, rather than expecting them to acquire more and more technical skills to make use of the tangled networks and adapt to the offer. In this respect, improvements in the comfort, equipment and accessibility at stops and points of modal and intermodal change are particularly important and all too rare in Brussels. More generally, the authors assess the attractiveness of public transport by considering the different stages of life of users and the many ways they organise their daily activities. They also insist on the contribution which public transport may make to the necessary synchronisation of urban temporalities.

By means of a typology of “attitudes towards space and time”, the authors evaluate the suitability of various modes of transport in terms of the limitations of people who live with children under the age of twelve and who travel on a daily basis in Brussels. The study underlines the shortcomings of public transport, in particular regarding those for whom time management is especially important (for themselves or for the well-being of the children who accompany them). In order to meet the needs of a public who are often stressed, in a hurry and worried, the authors suggest that the transport service must be humanised in order to make life easier for users, rather than expecting them to acquire more and more technical skills to make use of the tangled networks and adapt to the offer. In this respect, improvements in the comfort, equipment and accessibility at stops and points of modal and intermodal change are particularly important and all too rare in Brussels. More generally, the authors assess the attractiveness of public transport by considering the different stages of life of users and the many ways they organise their daily activities. They also insist on the contribution which public transport may make to the necessary synchronisation of urban temporalities.

By means of a typology of “attitudes towards space and time”, the authors evaluate the suitability of various modes of transport in terms of the limitations of people who live with children under the age of twelve and who travel on a daily basis in Brussels. The study underlines the shortcomings of public transport, in particular regarding those for whom time management is especially important (for themselves or for the well-being of the children who accompany them). In order to meet the needs of a public who are often stressed, in a hurry and worried, the authors suggest that the transport service must be humanised in order to make life easier for users, rather than expecting them to acquire more and more technical skills to make use of the tangled networks and adapt to the offer. In this respect, improvements in the comfort, equipment and accessibility at stops and points of modal and intermodal change are particularly important and all too rare in Brussels. More generally, the authors assess the attractiveness of public transport by considering the different stages of life of users and the many ways they organise their daily activities. They also insist on the contribution which public transport may make to the necessary synchronisation of urban temporalities.