Le cours présente un tour d’horizon introductif des interactions entre la mobilité et les dynamiques urbaines. Il propose des outils méthodologiques et opérationnels permettant d’appréhender et de réguler la mobilité. Ces vingt dernières années, la mobilité urbaine a beaucoup changé. Le nombre de déplacements de loisirs a augmenté tandis que la part des déplacements pour motif travail a diminué. Dans le même temps, de nouvelles formes de mobilités se sont développées, comme la multirésidentialité, la pendularité de longue distance, le tourisme urbain et l’excursionnisme. Ces changements ont été concommittants de transformations urbaines comme l’étalement urbain ou la fragmentation. Dans ce contexte, la mobilité est un enjeu pour l’ingénierie des transports urbains et le développement territorial, en particulier urbain: sa régulation nécessite une appréhension nouvelle de la demande de transport. Le cours montre ainsi aux étudiants les interrelations entre la ville et la mobilité, l’espace urbain et les flux de déplacements, tout en leur offrant une vision renouvelée du transport et de son impact sur le territoire et les modes de vie.
Part 3: Le piétonnier de Bruxelles
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En provenance du cours de École Polytechnique Fédérale de Lausanne
Mobilité et urbanisme
62 notes
À partir de la leçon
La transformation des territoires par la mobilité
L’objectif du premier cours est d’identifier les qualités conceptuelles que doivent avoir les outils de description des flux et des déplacements pour répondre aux enjeux de l’aménagement du territoire et de l’urbanisme contemporain. Il consiste en une série de discussions théoriques autour du concept de mobilité.
Rencontrer les enseignants
Vincent KaufmannProfesseur
Laboratoire de Sociologie Urbaine, Faculté de l’Environnement Naturel, Architectural et Construit, École Polytechnique Fédérale de Lausanne
Aniss M. MezouedDocteur
Laboratoire de Sociologie Urbaine, Faculté de l’Environnement Naturel, Architectural et Construit, École Polytechnique Fédérale de Lausanne
Bernard DeclèveProfesseur
Faculté d’Architecture, d’ingénierie architecturale et d’urbanisme, Université catholique de Louvain
For me, the pedestrian, the great Brussels' central pedestrian
is extremely important
in the history of the city center of Brussels.
Why ? Because for the first time
and in such a dramatic way, I would say,
we realize that a public space
is not only a place of mobility,
was it sustainable, was it durable,
but is also a place, at least as much,
a place of pleasant stillness.
And so, many local residents, many passers-by,
many visitors realized
the fun one could have by occupying this public space,
by strolling there, by staying still for a while,
by chatting there without being constantly disturbed
by noise and by car odors.
And so, to me, that is a very important thing.
Obviously this is only a small space over all of the Brussels Region
but it made noise and there are already now
redevelopment underway or planned
for several other municipal places
and several other places in Brussels.
So I think it's really something
which must affect not only places
but also the streets of our entire city,
streets that, too, must cease to be in a priority
places where we move quickly to get from one place to another
in order to be places where we can stay
to talk with others, to let our children play.
So about this issue of understanding the general context
in which appears the pedestrian project
it seems to me important to remember, even briefly,
some trends that seem to me decisive and major.
It's economically incontestably
the idea that historic city centers, especially here,
must be able to give a new appeal
in a jet of competition with peripheral centers.
It's how city centers redefine their atmospheres,
their qualities to ensure the attractiveness,
that is sometimes threatened by a strong competition
from the peripheral centers.
That is perhaps a first general line
on an economic stand point.
Socially, I think it's interesting too
to note that overall the policies of the city,
of the urban renewal,
of the consideration of the importance of urban quality
must be understood in a context
that is of a weakening of the policies
of the income redistribution.
In the global context of trade,
there is undoubtedly more constraints and difficulties
to organize social cohesion
via income redistribution.
And therefore, city policies are playing an increasingly important role
to ensure, to induce forms of social cohesion,
of conviviality, of living together.
And so, there is an important point at this level
that is given to city policies.
The development of public spaces therefore participates ...
And thus improvements of public spaces
to pedestrian or semi-pedestrian,
clearly take part of this trend.
Third element is of course, the environmental dimension.
I basically take back the three spheres of sustainable development,
the environmental dimension,
which aims tp seek to develop
the least polluting modes of transport,
the least expensive, therefore,
in terms of resources and emissions.
And so it is obviously also in relation with health issues,
so gives more place to weak users
who can practice and exercise.
So here are also major public health issues.
So it all also contributes to the understanding
in this general context to say that finally,
at the political level itself,
there is no doubt in Brussels a sort of a political momentum
at the level of the city of Brussels,
which allows to understand that there is a shared and common vision
between the different parties, personalities,
who are currently in power in the city of Brussels
because it basically is a project
which dates back many years,
this idea of transforming the central boulevards,
and above all the central boulevard,
but also to re-articulate the boulevards to the nearby neighborhoods.
This is a project that dates back several years,
which today, here, looks ready to go to something
that would be this pedestrian.
No doubt we should put quotation marks around the pedestrian,
insofar considering that the accessibility
by car is allowed for residents,
for the elderly,
for people with reduced mobility, to taxis, etc
it is probably in a layout
that will be further situated somewhere
near a semi-pedestrian shared space.
We'll see exactly where to place the cursor
but we must also agree on this.
But I am convinced that in all residential areas of cities
there are ways to restore the hierarchy that should really prevail
in all of these places, which is as follows,
which is already done in some places of the world:
a street, a space between the houses must be first
a place where children can play;
secondly, a place where vehicles may be parked;
and only thirdly a place
where cars can move to go from their home region,
their starting point
to where they can park.
For me, it's the hierarchy in a residential area.
And when you have this hierarchy,
the relationship between people is transformed.
A merchant, resident of the city told me
that when the pedestrian was created,
suddenly she began to breathe for the first time
since long ago.
And she took time to talk with her neighbors.
And to me, that's it.
That's the transformation, the change in hierarchy
in the use of public space.
It is also a transformation of relationships between people,
because if children play in the streets,
parents speak with each other
and collusion will establish solidarity, collaboration.
That's a city transformed
by conversion of the mobility mode.
On the specific issue of challenges to meet
to pursue this approach,
I think there is undoubtedly a sociological issue
which is to make the center of Brussels
an urban space where the Brussels-based company can do society
so to speak, where everyone feels somewhere equally at home.
Today, Brussels lacks those places.
No doubt that Brussels is a city of neighborhoods,
made of too many neighborhoods and not of enough centers.
I think there is a sociological issue
of social diversity on this issue of living together that arises here.
And the vision scope of pedestrian poles is part of this idea
of social diversity,
a place that would be attractive
and that would interest all of Brussels.
That certainly is a question.
A second issue is the city model
thaht we want to defend today
for this rehabilitation of historic centers.
I think the idea here is scope to develop
a city model inhabited, an inhabitad center,
so a mix of uses, functions.
So the center of Brussels will not be a shopping mall
in competition with other shopping malls,
but will be of a living space shared by inhabitants,
external users, employees,
strollers, students, and so on.
So there it really is, I think, this city model
which also underlies this proposal.
It is important to say it, compared to other projects
of city centers, even European,
that sometimes tend toward too much monofunctionality.
A third element, to me it seems, compared with the stakes,
is the challenge of mobility, undoubtedly.
The boulevard would allow to <i> bypass </ i>, I would say,
the weakest link of the inner ring,
which is the west side link, along the canal.
The central boulevard would allow to <i> bypass </ i> that.
From the moment we limit transit,
very clearly here,
with the pedestrian project
it must be ensured that the movement of traffic,
even though we can aim for a reduction of the car pressure
it must in any case be ensured that this displacement
finds its place in a redefinition of the crown, belt,
of the heart of Brussels.
And that is obviously an important issue that must be resolved
for the municipal and regional authorities from elsewhere.
This is an issue that clearly arises at both levels.
And finally, I'll point perhaps a final challenge
that seems interesting
and that is the issue of time management.
I mentioned briefly that some users
can access the center.
I have not mentioned, for example, suppliers
who can come in from this hour to that hour in the morning,
that some users may be able to park on certain streets
sometimes.
We can already see that in the Rue Neuve there is an improvement,
a development that was proposed whereas before
Rue Neuve was pedestrian 24/24, 7/7.
Today and before the pedestrian project,
it was adapted with a differentiated temporal management regime
as cars, people, users
could use it for parking at night
to avoid a series of problems
particularly linked to the insecurity of these places and so on.
So I think the question of learning
the differentiated management in times of public space
will arise, is already arising.
And this is a particularly interesting political issue.
It will also manage the issue, in terms of time frames,
of urban events, nocturnal nuisances, and so on.
All this is part of this difficulty,
at least these new issues that arise in a context
of public space that somehow puts society face to face with itself.
So society is once again engaged with itself.
For these dynamic to extend, one will have to realize
thaht it does not apply only to public spaces
which can be assimilated to public places.
It can also be applied to the streets.
So that means it will be needed to also establish
which will often be difficult,
a form of differentiation between different types of blocks,
streets that will continue to serve primarily
for passing cars and other vehicles
and then the streets that will be primarily places
where residents can meet,
can have activities,
can plant trees and so forth.
And so it obviously demands
to act locally in these places,
it requires thinking broadly at the entire agglomeration
and then resolve the inevitable tensions,
inevitable conflicts,
because what is in the collective interest
is not necessarily in the immediate interest of every inhabitant,
of each resident, of each household
who live in a given city.
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