Unlocking Belgian Mobility Gridlock through Seamless Decentralized Mobility

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
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
PROPOSED CONDITION
BRUSSELS

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
‘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
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
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
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
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
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
FRONTEND - TRANSPORTATION OPERATORS
SHARED VEHICLES ON-DEMAND VEHICLES
Shared
Bikes
Shared
Scooters
Shared Cars
Motorbike
taxis
Microtransit
E-Hailing
Safe
Transport

13
FRONTEND - TRANSPORTATION OPERATORS
SHARED VEHICLES ON-DEMAND VEHICLES
Shared
Bikes
Shared
Scooters
Shared Cars
Motorbike
taxis
Microtransit
E-Hailing
Safe
Transport

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
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
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 =
100 pass/veh * 10 veh/ train
* 30 vehicle sets / hour =
PEDESTRIAN BICYCLES CARS BRT (AT GRADE) LIGHT RAIL (AT GRADE) METRO (GRADE-SEPARATED)

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
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
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.

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
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

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

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
Multimodal
transit stations
(with parking)
Multimodal
transit stations
(no parking)
Dedicated
lanes
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
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
TOD
TOD
Defining an
upzoning to
encourage higher
utilization of land

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.
Real Estate
Sector
Transportation
Infrastructure
Providers/ Public sectorReal Estate
Sector
€
€
Mobility
Service
Companies

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

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
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
source: Regional Plan Association - Fourth plan
Images by ORG permanent Modernity
DEDICATED LANES - DESIGN STUDIES OF TYPICAL SCENARIOS
CURRENT CONDITION PLANNED CONDITION

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
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
MULTIMODAL HUBS - ANTWERP SCHIJNPOORT CASE STUDY
source: Meng Fu Kuo & Mengqi He, Design Studio MIT, January - May 2019
MIT SA+P

34
MIT SA+P

35
MIT SA+P

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
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
Fastlanes (planned)
Proposed connection for future plans
Fastlanes
Separate bikelanes
Bike infrastructure
Project Area Brussels
City Border
Existing and
planned
infrastructure:
Bicycle
Fastlanes (planned)
Fastlanes
Separate bikelanes
Bike infrastructure
City Border
Existing and
planned
infrastructure:
Bicycle
EXISTINGAND
PLANNEDBICYCLE
INFRASTRUCTURE
POPULATION
DENSITY
LANDUSE
BRUSSELS

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
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
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
City Border
Multimodal Hub
with Park & Ride
(Capacity: 3.000)
PROPOSED HUBS AND MOBILITY LANES

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
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.
FROM W/E FLANDERS TO MACHELEN AND
THROUGH SCHAERBEEK
FROM LEUVEN TO NEDER-OVER-HEMBEEK

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
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
POPULATION
DENSITY
ANTWERP
Fastlanes (planned)
Fastlanes
Separate bikelanes
Bike infrastructure
City Border
Existing and
planned
infrastructure:
Bicycle
EXISTINGAND
PLANNED
BICYCLE
INFRASTRUCTURE
LANDUSE

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
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
Major
Multimodal
Hub
Rideshare lanes
Multimobility lanes
City Border
Multimodal Hub
with Park & Ride
(Capacity: 3.000)
PROPOSED HUB AND MOBILITY LANES

50
Park the car at the
P+R Merksem
Take Rideshare to canal
area (work)
From canal to Antwerpen
downtown suburbs by bikes-
hare
Step over Hub
Free-floating step-over
Destination
Rideshare or micromobility lane
Common transport mode
(Car, Mass transport)
1.
2.
3.
FROM NOORDERKEMPEN
SUBURBS TO WORKPLACE
NEXT TO CANAL ZONE

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.
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

52MIT SA+P
LUCHTBAL MULTI MODAL HUB CASE STUDY
source: Ziyu & Arditha, Design Studio MIT, January - May 2019

53MIT SA+P
LUCHTBAL MULTI MODAL HUB CASE STUDY
source: Ziyu & Arditha, Design Studio MIT, January - May 2019

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
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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