IV- INTERVIEWS

private automobile. The PRPS opens the door to an intensification of the use of existing car parks and at the same time frees up space for new modes of active or collective transport. Paradoxically, one might think that this instrument does not allow a radical break with the presence of the private car which set it closer to path dependence rather than path destabilisation.

The second ones tend toward path creation; however, they hold some elements of the two other paths. For example, the sneltram pushes undoubtingly for path creation and may lead to path destabilisation if the automobile commuters shift their journey totally or partially to the sneltram. Nevertheless, there is another face to the coin, people who cannot find affordable housing in Brussels or its close outskirt might decide to go live further away in the axis perpendicular to the sneltram track and thus extend or add, for some, the share of the automobile in their multi-modal journey. The second example is Metro 3, a project that, at first glance, serves the transit city by upgrading the existing tram lines. However, the expected delays in work and the decrease in the number of stations may lead to a decrease in the attractivity of public transit. The RER Vélo and Cairgo achieve both good scores in terms of path creation. The first one manages to create the infrastructure to make the bike a fast and safe alternative to the private automobile. It also manages to destabilise the automobility regime by withdrawing space from the automobile infrastructure. The second one aims for path creation by focusing on the users. The didactic approach is used to promote the cairgo bike as an alternative to the automobile for domestic and professional uses. Yet, the path destabilisation is not as perceptible as for the RER vélo, since the measure challenges hardly the infrastructure of the car city.

This duality of path destabilisation and creation raises various questions. For instance, which of these two paths should come first? And what are the best strategies to follow in each type of urban fabric? Furthermore, the implication of the urban fabric raises the question of whether urban planning could impact the process of path destabilisation and path creation? And mostly how?

The next part will try to answer these pending questions about the best strategies to attenuate the presence of the automobile by bringing and confronting different opinions from various stakeholders in the B-CR. And secondly, analyse some examples suggested by some of the interviewees to follow in terms of a mobility strategy.

IV- Interviews

While maintaining an urban form reading grid, the following part will attempt to clarify through the point of view of stakeholders and academic researchers the best strategies in terms of sustainable transition to achieve the attenuating of the presence of the private automobile in the Brussels region, as well as examples of cities or regions that can serve as an example in terms of mobility and transport strategy.