June 2015 - Pedestrian Brussels

Judith le Maire, Centre CLARA

Judith le Maire, is Brussels a city designed for pedestrian mobility from the start?

Yes, if we go back to the Middle Ages, we can see that the major roads which converged on the centre of Brussels from Louvain, Wavre or Flanders were certainly used by horses and carts but above all by pedestrians who traded on the Grand-Place. On the other hand, the boulevards which are currently being tested as a pedestrian zone are very wide, built around 1870, on which horse-drawn carriages and trams would travel! At this time, pedestrians were also present but they had to cohabit with other modes of transport. In the 19^th century, another street is of interest: it linked the gare des Bogards (now the gare de Midi) and the gare du Nord, both stations where trains terminated; travellers therefore had to move between the two stations in order to continue their journey. On what is now the rue du Midi, there was heavy pedestrian traffic and a separate lane for pedestrians, mainly to ensure that vehicles were not held up on their way through. The street’s local residents were encouraged to use side streets. It is therefore rather the sharing of streets that is historical, but with pedestrians being major users.

See graphics

Pedestrian zones are often associated with the activity of shops. But could they also have an impact on cultural life?

There are many types of pedestrian. They might come to Brussels for the shops, the museums or the theatres; but often they are people living or working locally, commuters in a hurry to get back home. These particular groups of people will not change their cultural consumption because Brussels is pedestrianized. On the other hand, we could look at where the main cultural attractions are located and suggest others nearby, i.e. less than 400 metres away, a distance which a pedestrian covers without even thinking about it. A cultural network could thus be created in one or another Brussels neighbourhood. Reflexion on shopping streets in Brussels is linked, at various times in history, to the question of turning pedestrian shoppers into strollers.

So pedestrianizing a city does not suffice to change its dynamics?

No, moreover major European cities, such as Copenhagen, which have tried pedestrianization have often opted for a shared space, in which pedestrians mix with bicycles, public transport, cars, etc…. and their immobility in public space at certain moments. Brussels therefore needs to consider its forms of mobility and the urban planning they require. Where can people sit? Where can they shelter while waiting for the bus? Where can they park their car?

Could Brussels seek inspiration from other cities?

Yes; I mentioned Copenhagen, but there is also Barcelona, whose city centre was revitalized around its historical ramblas, with their benches, cafes and small shops for pedestrians and cyclists and bordered by avenues for cars. Lyon is without doubt a wonderful example of urban planning, of both the touristic city centre and the more disadvantaged outlying neighbourhoods: the project started in the 1990s and lasted nearly 20 years. Today, it is a success, integrating different types of mobility – pedestrian, bicycle, tram and car – and where culture plays its part.

Discover the example of Lyon on video.