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Alexander D'Hooghe - Seamless decentralized mobility @Realty19

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Unlocking the Belgian mobility gridlock through urban planning and technological innovation

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Alexander D'Hooghe - Seamless decentralized mobility @Realty19

  1. 1. SEAMLESS DECENTRALIZED MOBILITY UNLOCKING THE BELGIAN MOBILITY GRIDLOCK THROUGH URBAN PLANNING AND TECHNOLOGICAL INNOVATION In collaboration with Funded by and MIT SA+P SEPTEMBER 2019
  2. 2. 2 STUDY OUTLINE 1. SYSTEMIC CONGESTION 2. ELEMENTS OF A NEW POLICY 3. HYPOTHESIS - SEAMLESS DECENTRALIZED MOBILITY 4. KEY INGREDIENTS MICROTRANSIT WITH DEDICATED LANES MICROMOBILITY WITH DEDICATED LANES MULTIMODAL HUBS 5. CASE STUDIES BRUSSELS METROPOLITAN REGION : NOORDRAND ANTWERP VERVOERSREGIO: OOSTRAND 6. APPENDIX - SCAN OF OTHER MOBILITY TECHNOLOGIES
  3. 3. 3 PROPOSED CONDITION BRUSSELS
  4. 4. 4 ANTWERP
  5. 5. 5 The car is the most popular mode of trans- port among Belgians, as 56% of commu- ters use the car to travel to work. Car use varies according to the distance traveled, but appears to be the dominant mode for even short journeys: 1 in 4 trips are made by car, for distances below 5 km, to go to work (10%), professional (4%), pick-ups or drop-offs (15%), leisure (16%), shopping (43%), others (12%). However, it appears that the use of cars has decreased in past years: 15% in the last 6 years, in favor of bicycles, which al- ready account for 16% of commuting mo- des. This is a 10% increase since 2010. Although car use has decreased, the Fe- deral Planning Bureau assumes an annual increase of 0.5% in the number of journeys, based on the projections of the economic and demographic growth (report 2015) . This is equivalent to a 10% increase in the total volume of transport between 2012 and 2030, while passenger transport will increase by 11% during this period. Typical rush hour traffic congestion between Brussels and Antwerp metropolitan areas. Source: Google maps.
  6. 6. 6 ‘Basisbereikbaarheid’: a new cost-efficient and demand-riven public transport network for the Fle- mish regions will be implemented in the beginning of 2021 Spatial planning as corner stone of strategic mobility planning Empowering municipalities (“Regional Mobility Councils”) con- solidating the viewpoints of all local mobility actors including agencies on mobility and infrastructure Mobihubs are key to enhance multimodal travvel planning and shared mobility solutions More collaboration with external stakeholders and private companies 1. 2. 3. 4. 5. A new impetus in Flanders: 15 mobility plans will be created by 2020 driving the u mobility of the future 1. “Basisbereikbaarheid”: a new co demand-driven public transport net Flemish regions will be implemente beginning of 2021 2. Spatial planning as corner stone mobility planning 3. Empowering municipalities (“Re Councils”) consolidating the viewpo mobility actors including infrastruct on mobility and infrastructure 4. Mobihubs are key to enhance mul planning and shared mobility soluti 5. More collaboration with externa stakeholders and private compan A new impetus in Flanders: 15 mobility plans will be created by 2020 driving the urban mobility of the future 1. “Basisbereikbaarheid”: a new cost-efficient and demand-driven public transport network for the Flemish regions will be implemented in the beginning of 2021 2. Spatial planning as corner stone of strategic mobility planning 3. Empowering municipalities (“Regional Mobility Councils”) consolidating the viewpoints of all local mobility actors including infrastructure agencies on mobility and infrastructure 4. Mobihubs are key to enhance multimodal travel planning and shared mobility solutions 5. More collaboration with external A NEW IMPETUS IN FLANDERS: 15 MOBILITY PLANS WILL BE CREATED BY 2020 DRIVING THE URBAN MOBILITY OF THE FUTURE VERVOERREGIO’S VLAANDEREN
  7. 7. 7 GOVERNMENT AND PRIVATE SECTOR WILL CREATE TAILORED MULTI-MODAL HUBS IN ALL MUNICIPALITIES A multi-modal hub is more than a transit station… Parking for bikes and/or cars Including charging points Shared bike and/or car systems Carpool, Cambio, etc. Kiss and Ride Taxi, Uber, drop-off zone Public transport Quick access to train, bus Services Kiosk with real-time information, ATM, package/grocery delivery, bicycle repair, free WIFI, etc. …it enables easy-to-use, door-to-door mob through multiple modes K+R Bremen 80 ‘mobil.punkte’ with 300 shared c 14,000 users Removed 5,000 private cars off the reduced car usage Amsterdam 3,000 users, 250 bikes and 400 ride Physical mobi-hubs with information increased usage by 130% Source: Mobipunt; Mobil.punkt Bremen; Reisviahub Location Interregional, regional, local or neighbourhood The new Flemish framework for “mobipun- ten” (2019) will steer future urban mobility. By offering mobility and other services, “mobipunten” will ease and accelerate multi-modal transport and shared mobility solutions to citizens. source: Mobipunt; Mobil.punkt Bremen; Reisviahub
  8. 8. 8 The global transportation sector is expe- riencing a massive shift which is projec- ted to continue for the next ten years with investments from traditional automotive companies to Mobility as a Service (MaaS) companies. This is largely a consequence of technolo- gical advancements which allow for direct links between a passenger and a service provider through smartphones. MARKET CAPITALIZATION IS SHIFTING TOWARDS MAAS
  9. 9. 9 The Mobility sector could be divided be- tween two main sides; Hardware and Software. The Software side includes the transportation operating companies across the various vehicle modes, and the technology itself, which enables their services to engage with their customers as well as to manage their fleets. On the Hardware side, we are seeing the increase of vehicles and infrastructure networks, which adapt and evolve in order to accom- modate the new mobility ecosystem. MOBILITY MARKET STRUCTURE CLASSIFICATION Mobility as a Service (MaaS) SOFTWARE { { Mobility Technology HARDWARE • Car sharing • Bike sharing • E - hailing • Safe Transport • Motorbike taxis • Microtransit • Public mass transit on demand • Autonomous Vehi- cles • Electric Scooters • Electric Bikes • Air taxis • Segways • Suburban train • Underground train • Light rail tram • Private Vehicle • Mini Bus • Bus • Bicycle • Scooter • Motorbike • Multimodal mobility - service aggrega- tors • Fleet Management • Mapping and jour- ney planning • Dockless parking • Shared bike docks • Bicycle Highways • HOV lanes • Cooperative cor- ridors • Rapid bus lanes with prep for tram infra (radiuses) • Bus Rapid Transit lanes (BRT) • Highways • Roads • Tunnels • Elevated Highways • Rail traks • Sidewalks • Bike lanes Transportation Operators Vehicle Technology Mobility Technology Infrastructure
  10. 10. 10 DIGITAL “MOBILITY AS A SERVICE SOLUTIONS” WILL MAKE MULTI-MODAL TRANSPORT EASIER MaaS uses a digital platform to integrate end-to-end… …Planning, Booking, Paying… …across all modes of transport Total trip cost A B € 4.5 1 2 3 Choose an option Your ticket Leverages on existing capacity and makes it easier to use From supply-driven to demand-driven Influences the modal split by increasing accessibility and creating awareness MaaS uses a digital platform to integrate end-to-end… …Planning, Booking, Paying… …across all modes of transport Total trip cost A B € 4.5 1 2 3 Choose an option Your ticket Leverages on existing capacity and makes it easier to use From supply-driven to demand-driven Influences the modal split by increasing accessibility and creating awareness
  11. 11. 11 DIGITAL “MOBILITY AS A SERVICE SOLUTIONS” WILL MAKE MULTI-MODAL TRANSPORT EASIER MaaS is gaining traction in Belgium and has a track record of delivering modal shift / first cases in Antwerpen (Pikaway-Skipr, Maas Global-Whim, …) Source: Whim, Smile Wien Helsinki Usage of private car dropped by half for Whim users There is an appetite for MaaS in Belgium, both B2B and B2C Vienna 48% used Public Transport more often and intermodality became more popular MaaS is gaining traction in Belgium and has a track record of delivering modal shift /first cases in Antwerpen (Pikaway-Skipr, Maas Global-Whim, ...)
  12. 12. 12 FRONTEND - TRANSPORTATION OPERATORS SHARED VEHICLES ON-DEMAND VEHICLES Shared Bikes Shared Scooters Shared Cars Motorbike taxis Microtransit E-Hailing Safe Transport
  13. 13. 13 FRONTEND - TRANSPORTATION OPERATORS SHARED VEHICLES ON-DEMAND VEHICLES Shared Bikes Shared Scooters Shared Cars Motorbike taxis Microtransit E-Hailing Safe Transport
  14. 14. 14 Carsharing had nearly 5 million mem- bers worldwide in 2014, up from around 350,000 in 2006, and is projected to ex- ceed 23 million members globally by 2024. FRONTEND - CAR SHARING
  15. 15. 15 Between 24.4 and 43 percent of the US population has used apps to summon ri- des. Source: Graehler et al. 2018 source: https://www.wired.com/story/uber-lyft-ride-hail-stats-pew-research/ FRONTEND - E- HAILING / ON DEMAND
  16. 16. 16 OPTIMIZING THE USAGE OF SCARCE ROW SPACE: MAXIMUM PASSENGERS PER HOUR PER LANE Sources: ADB (2012), Solutions for Urban Transport, Asian Development Bank https://www.liveabout.com/passenger-capacity-of-transit-2798765 Commuter Train 50 - 80 K Metro 30 K Bus / tram 10 - 40 K Motorbike 16 K Car 2 K Bike and scooter 14 K Microtransit 10 K Pedestrians 19 K TRANSIT TYPE CLASSIFICATION 1 pass./veh * 19,000 veh/h = 19.000 passengers / h 1 pass. /veh * 14,000 veh/h = 14,000 passengers / h 1 - 5 pass./ veh * 2000 veh/h = 2,000 - 10,000 pass/ h 50 pass /veh * 200 veh/ h = 10,000 passengers/h 90 pass/veh * 3 veh/ train * 100 vehicle sets/h = 27,000 passengers / h 100 pass/veh * 10 veh/ train * 30 vehicle sets / hour = 30,000 passengers / h PEDESTRIAN BICYCLES CARS BRT (AT GRADE) LIGHT RAIL (AT GRADE) METRO (GRADE-SEPARATED)
  17. 17. 17 Population density creates demand and support for mass transport, parks, retail, and services. But what should be the case for the urban periphery? What alternatives do suburba- nites have?URBAN SUBURBAN 1 - 3 dwellings per acre 3 - 10 dwellings per acre 10 - 20 dwellings per acre 30 - 150 dwellings per acre ? TRANSIT TYPE CLASSIFICATION
  18. 18. 18 While the Urban/Suburban transition zone is characterized by abundant infrastruc- ture offerings it is also often overlooked because of its historical position at the periphery of the city, which attracted uses primarily looking for low land values and a willingness to compromise on spatial qua- lity. INFRASTRUCTURE TYPE CLASSIFICATION URBAN SUBURBAN ?
  19. 19. 19 0 Distance ranges in km 5 10 15 20 25 METRO COMMUTER TRAIN BUS / TRAM CAR MOTORBIKE BIKE AND SCOOTER PEDESTRIANS x xx x URBAN SUBURBAN Suburbanites commuting to urban centers have been largely pushed towards using their private cars with lack of sufficient quality choices. Yet today, this intermediary zone has the unique opportunity to become the connective tissue of our metropolitan regions, exactly because it has been historically neglected by ‘normative’ urbanism and has therefore been allowed to maintain a state of flux. INFRASTRUCTURE TYPE CLASSIFICATION
  20. 20. 20 FRONTEND - MICROTRANSIT - SHARED AND ON DEMAND SERVICE Microtransit is a technology enabled tran- sit service which offers flexible routing and/ or flexible scheduling of minibus ve- hicles. This appears to be the current holy grail of public transport. Medium sized buses or vans which operate on demand and with real time adaptive routes. That said, there are several examples of recent companies such as; Kutsuplus, Bri- dj, Chariot and Leap Transit which all fold- ed their business after 2-3 years. A primary factor which has been challeng- ing those businesses is with identifying a cost effective operation which is serving areas with enough demand (density of use) and in which the cos if a ride isnt prohibitive versus other public transport offerings KutsuplusLeap Transit ChariotBridj
  21. 21. 21 These van shuttle services are not a new phenomena in urban regoins worldwi- de. As an example, dollar vans pick up as many as 100,000 riders a day in NYC, largly oriented towards less connected communities in subway desert areas. The main differentiator between those ‘in- formal’ vans and the microtransit trend we are describing is the technological appli- cation which behind the service and allows for real time on demand adaptive routing, which turn it into a premium srvice. NYC Dollar Vans FRONTEND - MICROTRANSIT - SHARED AND ON DEMAND SERVICE
  22. 22. 22 Perhaps the most interesting company in this field is VIA, which is operating both in urban and suburban areas, and customi- zing its pricing policy to its area of opera- tion. In LA for example, where the custo- mer base is lower than central cities, VIA partners with local municipalities and pu- blic transport agencies to cost share and make the business model sustainable.URBAN = CENTRALIZED SUBURBAN = DE-CENTRALIZED FRONTEND - MICROTRANSIT - SHARED AND ON DEMAND SERVICE
  23. 23. 23 PROPOSED DEVELOPMENT PROCESS Current development types beyond the city ‘proper’ present a very low land utilization ratio and high car dependency. This naturally impacts road congestion greatly, especially as those areas cannot support traditional mass transport systems. OFFICE PARK INDUSTRIAL DISTRICT RESIDENTIAL SUBURB
  24. 24. 24 Multimodal transit stations (with parking) Multimodal transit stations (no parking) Dedicated lanes PROPOSED DEVELOPMENT PROCESS By delineating dedicated lanes for microt- ransit and micromobility services, as well as activating select sites for multi-modal transition, we allow for a decentralized mo- bility system to take place, based primarily on recent technological innovations.
  25. 25. 25 In turn, this new network of mobility offe- rings would allow for enhanced real estate development opportunities, both around the stations in a more traditional TOD manner, and also within the area through upzoning incentives and densification pro- grams PROPOSED DEVELOPMENT PROCESS TOD TOD Defining an upzoning to encourage higher utilization of land
  26. 26. 26 Important to note that there is great po- tential in the feedback and collaboration between the real estate development sec- tor and the mobility offerings providers. PPP structures or subsidy mechanisms should take place in order to allow for all stakeholders to benefit and enhance the overall quality of the zone. PROPOSED DEVELOPMENT PROCESS Real Estate Sector Transportation Infrastructure Providers/ Public sectorReal Estate Sector € € Mobility Service Companies
  27. 27. 27 In this intermediary zone we are proposing a new mobility network, composed of multi-modal stations, floating vehicle offerings, dedicated lanes and on-demand services. Combined, those services maximize the technological potential of mobility services in a manner that is both decentra- lized and seamless. 0 Distance ranges in km 5 10 15 20 25 METRO COMMUTER TRAIN BUS / TRAM CAR (SHARING/POOLING) TAXI / E -HAILING MICROTRANSIT MICROCAR MOTORBIKE BIKE AND SCOOTER PEDESTRIANS x x x xx x Static Station On Demand Floating Transportationx P+R INFRASTRUCTURE TYPE CLASSIFICATION
  28. 28. 28 To make such planning a reality it requi- res a coalition of stakeholders from diver- se range of actors: mobility management players, Telecom providers, payment pro- cessors, public and private transporta- tion providers, and local authorities with responsibility for transportation and city planning. Data aggregators / Journey Planners Automotive - Vehicles hardware Online payment systems Real estate Developers Transportation operators Municipal management - Policy / Legal MULTI SECTORIAL STAKEHOLDER COALITIONS
  29. 29. 29 DEDICATED LANES Market Street after the multimodal invasi- on. With prioritized fixed-route transit, and a 10-mph lane for smaller vehicles, the street moves people far more efficiently than four lanes of cars. Sergio Ruiz https://www.curbed.com/word-on-the-street/2018/7/13/17246060/scooters-uber-lyft-bird-lime-streets “bicycle freeway” from Nijmegen to Arn- hem https://www.forbes.com/sites/carltonreid/2018/11/26/dutch-government-invests-extra-e345m-to-get-even-more-people-on-bicy- cles/#6dfd1a03bc69 PUBLIC DEDICATED LANES (HOV) + MICROTRANSIT LANES MICROMOBILITY HIGHWAYS The new dedicated lane offerings in the intermediary zone, will be a combination of micro-mobi- lity highways, micro-mobility slow-ways and micro-transit High Occupancy Vehicle lanes, which would allow for buses, shuttles, trams and carpooling to use it.
  30. 30. 30 source: Regional Plan Association - Fourth plan Images by ORG permanent Modernity DEDICATED LANES - DESIGN STUDIES OF TYPICAL SCENARIOS CURRENT CONDITION PLANNED CONDITION
  31. 31. 31 The new multi-modal transit stations, which would be distributed mostly at the edges of the in-between zones, to accom- modate for micro-mobility, micro-transit, mass-transit, as well as parking offerings, for stations which are at the suburban front of those zones. + + + + MULTIMODAL TRANSIT STATIONS PARKINGMICROMOBILITY MASS TRANSIT MICROTRANSIT AND E-HAILING MULTIMODAL HUBS
  32. 32. 32 MULTIMODAL HUBS - BIG POTENTIAL OF VALUE CREATION FOR SERVICE WITHIN (THE AREA OF) MOBIPUNTEN WILL INCREASE THE ATTRACTIVENESS trave Supermarket, restaurant Fashion, souvenir, parcel delivery Snack & drinks, book shops, platform snack & drinks, food truck, flowers Waiting area, lounge, lockers, kid area, entertainment area, work area, toilets, bike repair, … Recycling area, renewable energy, green area Health care, pharmacy, social services, kid daycare, med center, gym Public transport, shared mobility, cycling, taxi & ride-hailing area Mobility Services Additional services MOBILITY SERVICES ADDITIONAL SERVICES
  33. 33. 33 MULTIMODAL HUBS - ANTWERP SCHIJNPOORT CASE STUDY source: Meng Fu Kuo & Mengqi He, Design Studio MIT, January - May 2019 MIT SA+P
  34. 34. 34 source: Meng Fu Kuo & Mengqi He, Design Studio MIT, January - May 2019 MIT SA+P MULTIMODAL HUBS - ANTWERP SCHIJNPOORT CASE STUDY
  35. 35. 35 source: Meng Fu Kuo & Mengqi He, Design Studio MIT, January - May 2019 MIT SA+P MULTIMODAL HUBS - ANTWERP SCHIJNPOORT CASE STUDY
  36. 36. 36 STRUCTURAL CONGESTION ON HIGHWAYS The issue of congestion conti- nues to increase around the area of Antwerp, particularly for com- muters accessing the city via the eastern and northern Highway. The structural congestion zones indicate the highways where a mi- nimum of 30 minutes of congesti- on during peak morning hours are frequent. In other words, travel- ling on these roads carries a like- lihood of 80-100% of a half-hour of road congestion on weekday mornings.
  37. 37. 37 BRUSSELS CURRENT CONDITION The case study of Brussels inclu- des territories of different entities: on the one side the Brussels Ca- pital Region, on the other site the Flemish municipalities Vilvoorde, Machelen and Zaventem. This al- ready reveals a major issue in the analysis of the area: the compe- tences are divided between diffe- rent territorial entities and there- fore their mobility issues are not always being tackled in a broader vision. Located next to the canal, the area accommodates logistical services, large rail infrastructures, underused plots and vacant land. Major landscape features are the Dockx-shopping centre in the southwest of the area, the priva- te park of the Belgian Royalty in the west and the airport of Brus- sels-Zaventem further in the east of Zaventem (not within the area of analysis).
  38. 38. 38 Fastlanes (planned) Proposed connection for future plans Fastlanes Separate bikelanes Bike infrastructure Project Area Brussels City Border Existing and planned infrastructure: Bicycle Fastlanes (planned) Proposed connection for future plans Fastlanes Separate bikelanes Bike infrastructure Project Area Brussels City Border Existing and planned infrastructure: Bicycle EXISTINGAND PLANNEDBICYCLE INFRASTRUCTURE POPULATION DENSITY LANDUSE BRUSSELS
  39. 39. 39 EXISTING AND PLANNED INFRASTRUCTURE: PUBLIC TRANSPORT Public Transport in the area re- veals an orientation towards the centre of Brussels, while cross-connections are very few: in the whole area of analysis, there are only two connections across the canal (one in the south and one in the north). Park and Ride: Brussels does not have official Park and Ride stati- ons in the area of analysis or next to it.
  40. 40. 40 PLANNED CONDITION - PIPELINE PROJECTS ANALYSIS A variety of changes will occur in the area, among which are: • Masterplan Schaerbeek For- mation • Watersite Vilvoorde: The site is composed out of three subsites. The Kanaalpark and 4 Fonteinen site are currently under development. • Yacht Club: First studies around the redevelopment of the site occurred in 2017 and current plans are suggesting that they will provide recreati- onal grounds and productive activities on the site. • Residential Developments: Diverse residential develop- ments are occurring in the area. • Prison of Haren: The future prison of Haren has a surface of 15ha and is expected to be built in 2022.
  41. 41. 41 Major Hub with Park & Ride (Capacity: 3.000) Major Multimodal Hub P&R with multimodal facilities Multimodal Hub with P&R (Capacity: 500) Multimodal Hub Rideshare lanes Multimobility lanes Project Area Brussels City Border Multimodal Hub with Park & Ride (Capacity: 3.000) PROPOSED HUBS AND MOBILITY LANES
  42. 42. 42 Step over Hub Free-floating step-over Destination Rideshare or micromobility lane Common transport mode (Car, Mass transport) From Antwerp, park car at P+R Arriving at the P+R take a Rideshare to VIlvoorde station From there, use an e-bike to get to the Noordrand Development 1. 2. 3. SEAMLESS DECENTRALIZED MOBILITY - IMPACT PROJECTION FROM ANTWERP SUBURBS TO NOORDRAND DEVELOPMENT
  43. 43. 43 From Leuven, by train to the Aiport Step onto trambus From there, take an e-bike at local mobipoint to Neder-Over-Hembeek From Gent, park car and P+R There, take an e-bike to the destination in the project area Step into a rideshare in direction Schaarbeek 1. 2. 3. 1. 2. 3. SEAMLESS DECENTRALIZED MOBILITY - IMPACT PROJECTION FROM W/E FLANDERS TO MACHELEN AND THROUGH SCHAERBEEK FROM LEUVEN TO NEDER-OVER-HEMBEEK
  44. 44. SEAMLESS DECENTRALIZED MOBILITY - IMPACT PROJECTION PROPOSED CONDITION VILVOORDE MUL- TIMODAL TRANSIT HUB DEDICATED LANES FOR MICROTRANSIT AND MICRO- MOBILITY BRUSSELS AIR- PORT ZAVENTEM SCHAERBEEK DEVELOPMENT AREA BORDET MULTIMODAL TRANSIT HUBS
  45. 45. 45 ANTWERP CURRENT CONDITION The case study of Antwerp is lo- cated next to the northern part of the ring of Antwerp and ac- commodates several elements of large infrastructure, such the rail complex on Spoor Oost or the Antwerpen Sportpaleis. It there- fore presents vast areas of resi- dual spaces in between major po- les of attraction. In the past years, the area has garnered interest for redevelopment and revitalization, such as the Park Spoor Noord. This trend continues, with multi- ple projects foreseen in the near future.
  46. 46. 46 POPULATION DENSITY ANTWERP Fastlanes (planned) Proposed connection for future plans Fastlanes Separate bikelanes Bike infrastructure Project Area Brussels City Border Existing and planned infrastructure: Bicycle EXISTINGAND PLANNED BICYCLE INFRASTRUCTURE LANDUSE
  47. 47. 47 Antwerp’s public trans- port systems relies on bu- ses, trams, pre-metros and trains. In the area of analysis, bus-connections between suburban areas are still un- satisfying, making access from adjacent suburbs to the city difficult. The train-station Antwerpen-Dam has been deactivated in the past, lea- ving the area with large rail infrastructures and barriers without connecting the area. Major changes will occur on Antwerpen-Dam, Schijnpoort and station Luchtbal. EXISTING AND PLANNED INFRASTRUCTURE: PUBLIC TRANSPORT Public transport planned Public transport additional lanes Train Stations Tram Stops Bus Stops Park and Ride Train Metro Tram Buslines_Redrawn Rail surface Admin_City_Border_Antwerp Project_Area_Antwerp Existing and planned infrastructure: Public Transport Luchtbal Dam NoorderdokkenNoorderdokken AntwerpenAntwerpen CentraalCentraal Schijnpoort P+R Havana
  48. 48. 48 In terms of future develop- ment, Antwerpen-Lucht- bal and Lambrechtshoeken (Merksem) will be connected through the new disposition of infrastructure in the future scenarios. At the same time higher densities are planned in these neighbourhoods (mixed development). On the triangle next to the Sportpaleis as well as next to the Lobroekdok, oppor- tunities will be created for property development. The waterfront in the east will receive increased industrial developments. PLANNED SCENARIO: INCREASED BUILDING DENSITIES
  49. 49. 49 Major Multimodal Hub Rideshare lanes Multimobility lanes Project Area Brussels City Border Multimodal Hub with Park & Ride (Capacity: 3.000) PROPOSED HUB AND MOBILITY LANES
  50. 50. 50 Park the car at the P+R Merksem Take Rideshare to canal area (work) From canal to Antwerpen downtown suburbs by bikes- hare SEAMLESS DECENTRALIZED MOBILITY - IMPACT PROJECTION Step over Hub Free-floating step-over Destination Rideshare or micromobility lane Common transport mode (Car, Mass transport) 1. 2. 3. SEAMLESS DECENTRALIZED MOBILITY - IMPACT PROJECTION FROM NOORDERKEMPEN SUBURBS TO WORKPLACE NEXT TO CANAL ZONE
  51. 51. 51 Park car and P+R next to Luchtbal There, take an e-bike or rideshare to the destination in the project area 1. 2. 1. 2. 3. SEAMLESS DECENTRALIZED MOBILITY - IMPACT PROJECTION Arriving from the outer east park car at the P+R Bosuil Then take the e-bike to Schijnpoort (workplace) From Schijnpoort, use the tram to the centre FROM OUTER EAST TO DOWNTOWN SUBURBSFROM E/W FLANDERS TO MERKSEM CENTER
  52. 52. 52MIT SA+P LUCHTBAL MULTI MODAL HUB CASE STUDY source: Ziyu & Arditha, Design Studio MIT, January - May 2019
  53. 53. 53MIT SA+P LUCHTBAL MULTI MODAL HUB CASE STUDY source: Ziyu & Arditha, Design Studio MIT, January - May 2019
  54. 54. SEAMLESS DECENTRALIZED MOBILITY - IMPACT PROJECTION PROPOSED CONDITION LUCHTBAL MULTI- MODAL TRANSIT HUB HAVANA MULTIMODAL TRANSIT HUB DEDICATED LANES FOR MICROTRANSIT AND MICROMOBILITY INDUSTRIAL DENSIFICATION AREA SCHIJNPOORT MULTIMODAL TRANSIT HUBS
  55. 55. 55 THANK YOU ORG Permanent Modernity www.orgpermod.com | info@orgpermod.com ORG BRUSSELS OFFICE +32 2 460 44 08 Koolmijnenkaai 30-34 Quai Des Charbonnages 1080 Brussels Belgium ORG NY OFFICE +1 202 341 8844 540 President Street, Brooklyn, NY 11215

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