The future of mobility : and how it will change our cities

The future of mobility and how it will change our cities International Winter School Urban Nodes & Places Eindhoven, jan 27 - feb 03, 2018 TU/e Urban Lab

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Index

Introduction

Time table

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Six ideas on the future of mobility

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Mobile vision: Towards a vehicular urbanism (and beyond?)

Prof. Pieter van Wesemael

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Door to Door: Future of the Vehicle, Future of the City Prof. Dominique Rouillard

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Smart Mobility and Spatial Effects Dr. Marc Stemerding

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Future mobility, planning with uncertainty Drs. Kersten Nabielek

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The Future of Mobility, Disruption in Action Dr. Carlo van de Weijer

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New generation of travel demand forecasting models Dr. Soora Rasouli

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From public space to traffic space... and back again?

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Eindhoven Aalst Valkenswaard

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Results of the workshop

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Gallery

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Introduction In the near future mobility will radically change. The impact on the public domain will be enormous. In a series of international workshops, we will explore, in Asian and European cities, how we need to adapt our urban nodes to the new forms of mobility.

Technological, economical and social changes in the (near) future will cause a radical transformation of mobility. This will fundamentally change the way cities are used and experienced.

Many experts point at the promising positive environmental impact for cities: cleaner air, less noise and perhaps less space taken up by cars. And there will be the positive impact on our everyday schedules: the time we use to move around is no longer lost, it will be spent leisurely (while cycling) or as work time (in a driverless car).

However, technological and socio-economical changes will not necessarily relieve the pressure from networks and urban nodes.

On the contrary, they might actually encourage the growth of mobility. If the trend of the past decades continues it will accelerate the development of urban nodes into full-blown urban (sub-) centres with a high density and a variety of functions (retail, leisure, office and even residential). The nodes of the new mobility systems will increasingly be the meeting places of the city.

Whether this will mean that our future mobility nodes can avoid the fate that Marc AugĂŠ described, that of the non-place, for the 20th century mobility nodes and can become true public domains, accessible and open for everyone, remains an unanswered question. This is one of the critical questions for cities of the 21st century. New technological innovations create new systems of mobility, that will lead to new patterns of everyday life. How this

will affect our public domain is not a given outcome. Cities can influence its outcome.

This report is summary of the results of the Winter School organised in 2018 by Urban/Lab at the Eindhoven University of Technology. At the Winter School urbanism and architecture students from Japan, the Republic of Korea, Thailand, Portugal and the Netherlands as well as experts from France and the Netherlands have explored the impact of future mobility on the cityin the municipalities of Eindhoven, Waalre and Valkenswaard The workshop focused on the area around the N69. Two of the reasons to explore this area –apart form the more generic developments in mobility in the near and far future – are the construction of a regional road (the new N69) bypassing the centres of Aalst and Valkenswaard and the development of a Bus Rapid Transport line (BRT ) from Eindhoven to Valkenswaard.

Taken together these developments create a big opportunity to develop the region.

The intensive 8 day workshop proved to be an inspiring boost for the discussions and the several projects that already take place in the three municipalities. The design explorations and the discussions with local experts and politician can be characterised by an open minded and energetic spirit. It is our hope that the exploration will continue in the same spirit.

We would like to thank these municipalities and the Province of Noord Brabant for making the event possible.

Marcel Musch, Program Manager U/Lab Eindhoven University of Technology

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Saturday

students

Sunday

experts

students

experts

09:00 10:00

Breakfast @ Bar Potential

11:00 12:00 13:00

Introduction @ Metaforum MF8 Lunch @ Bar Potential

14:00 15:00 Arrival, Registration & Introduction @ The Student Hotel Warming up lecture @ The Student Hotel Dinner & Team division @ The Student Hotel

16:00 17:00 18:00

Drinks @ The Student Hotel

Dinner @ Bar Potential

19:00 20:00

Pubquiz @ The Student Hotel

Site visit @ Metaforum MF8

Workshop: Define scenarios @ Metaforum Energy Forum (1.092)

21:00 22:00 23:00

Evening lectures @ Zwarte Doos

Drinks @ Zwarte Doos

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Monday

students

Tuesday

experts

Breakfast @ Bar Potential

students 09:00

experts

Breakfast @ Bar Potential

10:00 Analysis @ Metaforum 2, 3 or 6

Workshop scenarios @ VRT 2.32 and 2.31

Lunch @ Bar Potential Lecture ‘Mobility Scenarios’ @ AUDI 5 Presentation scenarios & lectures on international cases @ AUDI 5

Dinner @ Bar Potential

11:00 12:00 13:00 14:00 15:00

AECL Meeting Model @ Radio Royaal

Lunch @ Bar Potential Group work @ Metaforum 2, 3 or 6

16:00 17:00 18:00 19:00

Choose model @ Metaforum 2, 3 or 6

Group work @ Metaforum 2, 3 or 6

20:00 21:00 22:00 23:00

Preliminary presentations @ Metaforum 2, 3 or 6 Dinner @ Bar Potential Group work @ Metaforum 2, 3 or 6 Keynote Lecture: Jun Nakagawa @ Auditorium 7

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Wednesday

students

Thursday

experts

Breakfast @ Bar Potential

students 09:00

experts

Breakfast @ The Student Hotel

10:00 Group work @ Metaforum 2, 3 or 6

Lunch @ Bar Potential

11:00 12:00 13:00

Group work @ Metaforum 2, 3 or 6

Lunch @ Bar Potential

14:00

Group work @ Metaforum 2, 3 or 6

15:00 16:00

Group work @ Metaforum 2, 3 or 6

17:00

Dinner @ Bar Potential Group work @ Metaforum 2, 3 or 6 Keynote Lecture: Dominique Rouillard @ Auditorium 5 Work Night @ The Student Hotel

18:00

Dinner @ Bar Potential

19:00 20:00 21:00

Group work @ Metaforum 2, 3 or 6

VIP @ Metaforum 2, 3 or 6

22:00 23:00

DEADLINE

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students

Friday

Saturday

experts

Breakfast @ The Student Hotel

students 09:00

experts

Breakfast @ In bus to Amsterdam

10:00 Carousel presentation @ Design Huis EHV

Lunch @ Design Huis EHV Keynote Lecture: Joost Vos (Benthem Crouwel) @ Design Huis EHV

11:00 12:00 13:00

15:00

17:00 18:00

Dinner @ Secret Location

19:00 20:00 21:00

Party @ Secret Location

Lunch @ Amsterdam

14:00

16:00 General presentations @ Design Huis EHV

Excursion @ Amsterdam

22:00 23:00

Excursion @ Amsterdam

Six ideas on the future of mobility

prof. Pieter van Wesemael prof. Dominique Rouillard drs. Marc Stemerding drs. Kersten Nabielek dr. Carlo van de Weijer dr. Soora Rasouli

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City extension plan (1930) by J.M. Casseres

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Mobile vision Towards a vehicular urbanism (and beyond?)

Prof. Pieter van Wesemael

Innovative Technologies like E-vehicles, active lifestyle apps and the sharing economy open up new promising vistas for a vehicular urbanism to mitigate the negative effects of the current vehicular urban mobility paradigm. Still the fundamental question is how these new challenges and technologies will impact the quality of place and life in tomorrow’s cities. In the nineteenth century the industrial revolution, urbanization and rise of (lower) middle class resulted in a massive influx of vehicular transport (both private carriages and public omnibuses and streetcars) in the urban streetscape formerly dominated by pedestrians. This led to the recreation of the street into an arena in which pedestrian, carriages, omnibuses and streetcars fought for their right of way. New traffic surveys and rules to facilitate vehicular transport, instated by Eugene Henard, resulted in regulation of the arena by developing the concept of the roundabout to create safe crossings, instigating the traffic rules on the right of way coming from the right, and developed urban traffic policy based on empirical traffic surveys. All focussing on the flow, safety and efficiency of vehicular traffic at the cost of the pedestrians. World Expos of 1939 and 1964, both in New York City, presented futuristic vistas of modern cities completely planned around car mobility, an ideal that has been heavily criticised in later decades. Still, in General Motors’ 2010 Futurama, GM presented a mobile vision that

was surprisingly similar to the utopian urban ideals offered during the better part of the twentieth century. Their vehicular urbanism solves only partly the downsides. GM’s vision does contribute to a healthier urban environment, but doesn’t do much when it comes to local urban business (introducing new global players like Uber, Snappcar, etc.) and certainly not when it comes to basic social constraints on in-active, un-healthy lifestyles and social estrangement. As long as vehicles and the associated separated infrastructure for it is dominating the urban mobility system, the public domain will be a transient space, ideal for vehicles at the cost of the human needs for the streets as a stage set for local social life and business. The challenge is to embed technology into everyday life and the everyday living environment, building on the local space identity of the historical urban landscape. Picking up the other tradition of 19th and 20th century urban planning, reaching from the Park Movement through Jane Jacobs and William Whyte, to nowadays the Greenway Movement and Place Making Movement, transforming transient space in a public domain serving the full urban agenda. Thanks to the Casseres Plan, the city of Eindhoven and the Brainport Region have a strong sense of place identity on which we can build, namely a full grown radial park system as well as historic radial arteries. In short, a strong tradition on co-creation of space, society and economy.

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Accessibilty to Grand Paris Express stations using four different travel speeds: 4 km/h (350m) 15 km/h (1250m) 20 km/h (1650m) 30 km/5 (2500)

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Door to door Future of the Vehicle, Future of the City Prof. Dominique Rouillard

Rouillard lectures about the future of the vehicle and the city and stresses the importance of the door to door mobility service. The latter is the most important factor for the popularity of the car, you only need the car as mode of transport to complete a door to door trip, rather than the car as a mode of transport in itself.

In the twentieth century the (combustion engine) car defined the city with its noise and emissions. However, the car is changing increasingly towards an ecological and connected mobility; the ECV (Electric Connected Vehicle). Therefore, the question arises what will happen with the city; with its public space and the architecture.

This ECV is one of the trends that can be seen nowadays and influences urban territories. Other trends that can be seen is sharing, and the mobility is shifting from proximity to accessibility. So, not the distance, but the easiness of reaching a city becomes important. These last two trends can also be seen in the ECV when Rouillard explained a little bit more about the ECV. First of all, a big difference from mass transport is that the ECV is not replacing

a transport system, but adds another transport system. Besides, they are noiseless, clean, light, communicating, shareable, and they will be autonomous very soon. Furthermore, they can have one, two, three or four wheels and go slowly. The electric bike is therefore also an ECV. When the speed of a vehicle changes, things in urban space will also change. For example, this can be seen with the Zagato Volpe; a slow, small electric car that can use the elevator to bring you to the office. This vehicle has the same service as a regular car, but the architecture of the city can change drastically. A slow speed is a quality of architecture, so when different speed zones are created, the advantage of a regular car is gone and the shape of the city changes.

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Three trends combined

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50 100 Lower density: separated flows

Car free

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Bicycle / CAV highways

30 Higher density: Shared Space

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Smart mobility and spatial effects Drs. Marc Stemerding

Stemerding investigates four scenarios, all of which are based on current trends in Dutch cities. These trends include the increasing use of the speed pedelec, the emergence of connected and autonomous vehicles and mobility as a service (MaaS).

The first scenario presupposes the speed pedelec as the dominant commuter modality for trips up to 25km. The effects are major savings in (car) parking space but requires investments in adequate bicycle parking. The current bike infrastructure poses a challenge, the differences in speed between different bike types means that a separate infrastructure for the speed pedelec is necessary.

The second scenario involves the widespread use of privately owned connected and autonomous vehicles. These vehicles can park themselves in which case parking spaces within the city are no longer required. In turn this does mean an increase in traffic volume as both occupied and unoccupied vehicles move from the centre of the city to the outskirts.

In the third scenario, MaaS has replaced car ownership. The mobility service is provided by a combination of public transport, shared cars and shared bicycles. A hierarchical structure is envisioned in which the transferral between modes of transport is facilitated by multifunctional hubs. The road capacity needed is reduced and parking spaces are concentrated mainly around the hubs.

Finally a fourth scenario combines the three trends mentioned above. This scenario divides the city in traffic zones. A car free centre with, around it, high density areas with shared space traffic and low density areas with separated mobility flows. The areas are enclosed by a ring road of high speed traffic, connecting the many park and ride transfers.

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Local neighbourhouds/strong communities (Eigenwijk)

Local neighborhoods/strong communities (Eigenwijk) - PBL Netherlands Environmental Assessment Agency

Top down sustainability (EcocratiĂŤ)

Top down sustainability (EcocratiĂŤ) - PBL Netherlands Environmental Assessment Agency

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Future mobility, planning with uncertainty drs. Kersten Nabielek

Nabielek researches how to plan for the future regarding increasing uncertainty on future mobility. To do so, Nabielek proposes four scenarios. The origin of the scenarios lies in the so called ‘two-factor/four-quadrant futures. Two topics, international versus national and public versus private, divide four possibilities.

From these possibilities societies can be imagined and the attitudes of these societies towards certain topics is envisioned. The topics include governance (to what extend are the European Union, the country, the city/region, economic market or the society itself responsible for the governance in a scenario), sustainability and culture and technology. The topics describe realistic scenarios and can be used to give relevant predictions to plan for the future.

The first scenario is Market Place (Beursplein). In this scenario big differences between the success and possibilities of people exist. As a result, there will be a contrast between rural areas and strong cities. It is based on the idea that people who can afford it have private cars. The second scenario contains local

neighbourhoods/strong communities (Eigenwijk) in which ambitions in sustainability and economy are achieved by people living in connected neighbourhoods in which everything is shared.

Scenario three is top down sustainability (EcocratiĂŤ). There will be a strong national government and the citizens have to think carefully about what form of mobility they will use. The last scenario is living in a bubble/parallel worlds (Bubbelstad). There will be two types of bubbles; a smart and fast bubble, and a slower bubble. The differences between these bubbles are big. With these scenarios Kersten Nabielek shows that towards the future the question should arise if the government should plan actively or if there should be a framework in which local communities and companies can work.

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A city doesn’t need driverless cars A city needs carless drivers

Š Amsterdam City Archives/Thomas Schlijper;

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The future of mobility, disruption in action Dr. Carlo van de Weijer

Van de Weijer explores numerous solutions to the mobility and infrastructure problems faced due to the exponential growth in mobility. The problems that arise are pollution, fossil fuel dependency congestion, casualties and the large claim mobility lays on public space (in cities).

Many experts believe autonomous electric vehicles to be the solution to this problem. In controlled environments the autonomous vehicle works, however, in the urban environment traffic is chaotic and often functions outside rules and regulation. Autonomous vehicles should obey rules at all times, posing a problem in urban situations. For the urban environment a future without cars is perhaps more conceivable. Research has shown that younger generations are less interested in cars and although the car is preferred as a mode of transportation when compared to public transport, it loses in popularity when compared to the bike.

Despite this, the car still is a popular means of transportation.

The technological developments mean that cars are increasingly safe and with the rise of electric powered vehicles increasingly cheap to drive. The latter drives the trend of leasing cars rather than owning them which started a few decades ago, paying

for usage rather than ownership. For public transport this means that it still is a secondary mode of transport, often pushed by the (local) government, even though the costs of public transport per passenger per kilometre are much higher for the government than the costs of bike usage. Cars actually raise money for the government.

In conclusion the prognosis for the car is that road transport will become increasingly important due to cleaner and safer vehicles and the demonetization of transport. Bikes will become the leading (economic) sustainable solution for urbanized areas and urban mass transit will exist mainly as autonomous bus lines between urbanized areas. The train is too restricted by its rails to continue to compete with the bus and cars. Further trends are that autonomous technology is used mainly for economic and comfort reasons, however, there is no near future for driverless vehicles. The transition from combustion engines to electric vehicles occurs more rapidly mainly due to economic incentive. Car ownership changes increasingly towards private lease and car sharing is on the rise as well. Future business models will be based on data gathering through the interconnectivity of cars.

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Vision

Mission

Emergence of smart cities and increasing dependence on ICT make current activity-based models increasingly obsolete

Developing the next generation of travel demand forecasting models, based on information acquisition and use

Sketch of An Information-Based Travel Demand Forecasting System

7/9/2018

Soora Rasouli

Flexible planning horizon

Information acquisition

07 06

Subscriptions

Current generation of activity-based models

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Virtual activities

01

02

Simurgh

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04 Dynamics diffusion

Multitasking

03 New mobility options

Augmented by virtual activities and modules simulating information acquisition and use

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New generation of travel demand forecasting models Dr. Soora Rasouli

Dr Rasouli presents and explains Simurgh, an information based travel demand forecasting system. Due to the rise of the smart city and the increasing dependency of ICT, current travel demand forecasting systems are no longer able to make accurate prognoses. The activities which old systems base their models on are often out-dated and new, less defined activities have arisen within the smart city. Together with the TU/e, Rasouli is developing a new system called Simurgh. This model takes into account virtual activities like teleworking and teleshopping, multitasking (working whilst traveling), new mobility options, changing attitudes towards new technologies, subscriptions on shared mobility, MaaS, and other apps. All these trends influence travel demand and can often be researched by data gathering. In its forecasts Simurgh takes into account the information that is being used and the sources of the information in order to establish its accuracy.

From public space to traffic space... and back again?

Eindhoven Aalst Valkenswaard

1. Eindhoven - 230.000p

2. Aalst - 10.000p

N69 (current route) N69 (future route)

3. Valkenswaard - 30.000p

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N69: Connecting the region The N69 carries different names at various stretches of it course from the Belgian border to Eindhoven. The names Aalsterweg in Eindhoven, Eindhovenseweg and Valkenswaardseweg in Aalst, Eindhovenseweg in Valkenswaard, and Luikerweg further southward point at regional significance of the road. Roads like this one, connecting thethe towns with the surrounding villageshave been integral to the industrial development of NoordBrabant and remain an important element of the infrastructural network in the province.

As the photos on the following pages show, these roads used to be the centre of the village, it used to be the most important public space. These roads used to be places where all important public activities took place - anything from parades to gatherings – where most of the commercial activities took place and where all important monuments and buildings were situated, -from statues to churches. But industry and commercial activities slowly moved away andcentralizedin the larger cities turning the

surrounding villages to some extent into commuter towns. The increasing traffic intensity on roads like the N69 has diminished the public character of these roads. Despite being the raison d’être of many of these villages, the throughfares are less and less appreciated as central public spaces of the villages. .

In the following pages the historical development of the Eindhoven, Waalre and Valkenswaard is followed. It shows the impact mobility has on the development of the urban structure and the public space. When thinking about the future of mobility and how it will change our cities it is important to understand their relationship. An understanding of its historical development helps to clarify this relationship.

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1900

1920

1930 -1939

1973

2013

2013

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The inversion of the ‘Steenweg’ Historically, villages like Eindhoven, Aalst and Valkenswaard developed on the crossroads of hunting paths ‘(jaagpaden’), a type of settlement often found on the sandy grounds of Noord-Brabant. The 19th century heralded the introduction of a Napoleonic ‘steenweg’ or ‘straatweg’. Orginally the road passes the small villages centres, in those days not more than a church and a few buildings. The villages started to develop along this road, also the church eventually moved to a location along the ‘steenweg’. The introduction of the motor vehicle and the rapid growth of Eindhoven resulted in the road developing form a central space into a barrier dividing the villages anddisrupting the historical fabric.

As a result of the increased traffic density, air pollution and noise pollution, over the course of time the perimeter turned its back on the street, while the formerly unprogrammed, vague and informal interior areas behind the perimeter started being used as a parking lot, serving the perimeter from the back. The backside of the buildings along the ribbon turned in a de facto ‘front side’.

A reduction of the traffic intensity that is expected as a result of the proposed bypass of the N69, as well as the future use of electric cars, bikes and buses offers an opportunity to use the road a public space again. However, this doesn’t imply a simple return to the original situation, with the roadside being the front side and the backside of the buildings along the road as an informal backside. The inclusion of the backside of the perimeter blocks cannot be turned back again. Rather, a potential next phase in in the morphological development could be a further opening of the perimeter to the street, integrating the various (semi-) public spaces into one more or less continuous space. Perhaps, if in the future demand for parking places will diminish as a result of new modes of mobility, this creates space for a reinterpretation of these ‘interior’ spaces of the perimeter blocks. The ‘interior’ spaces might become semi public or public spaces for the neighborhood to utilize.

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Urban development in Brabant historically took the form of deep plots along old roads.

Industrial development and an increase in traffic activated the area behind the perimeter of housing.

Plots are often joined together and separate industrial complexes appear.

Modern facilities like this supermarket use the backside as parking lot and even have their main entrance there.

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Eindhoven Dusseldorf 40km Antwerpen

Towards a well connection agglomeration

Brussel

Maastricht

Improving regional and international connectivity Currently the rail connection between Overpelt and Weert is being restored. This will lead to some improvement of the regional public transport network. However the new connection will not improve the connection between Eindhoven and the surrounding villages and towns in a significant way. In that sense the new link would not contribute very much to the development of the region into a well connected agglomeration. most of the villages south of Eindhoven with the agglomeration.

Neither does the new connection contribute very much to create very much to the improvement to the international connection.

Although it will offer an alternative connection between Eindhoven and Antwerp, this will be an indirect connection which will not yet be faster than the current (indirect) connection between Eindhoven and Antwerp.

Still, there might be a lot of potential in this new link between Weert and Antwerp. If the new line will be used for a fast intercity service between Antwerp and Eindhoven or Venlo and possibly to

DĂźsseldorf this will be a significant improvement of international connections.

For a real improvement of the regional network the connection between Eindhoven, Valkenswaard and Belgium needs to be developed. A Bus Rapid Transit (BRT) or light rail connection would make the villages and town surrounding Eindhoven more attractive both as residential and as recreational areas. It could support the development of an agglomeration which could include the Belgian villages and towns just across the border.

The improvement of the regional network (including Weert, Waalre, Valkenswaard, Nederpelt and other Belgian municipalities) and the improvement of the international network (between Antwerpen, Weert, Eindhoven, Venlo and DĂźsseldorf ) could be mutually supportive. Travellers from Eindhoven or Valkenswaard could use the regional service to reach the train service to Antwerp or Venlo and vice versa.

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To Antwerp, Randstad, Utrecht, Nijmegen

To Venlo EAST: Dusseldorf

Eindhoven (POP: 223.220)

(POP: 101.192)

Aalst (POP: 10.420)

Valkenswaard (POP: 30.615)

Neth erla Belgiu nds m

To Roermond EAST: Dusseldorf SOUTH: Maastricht

4 Achel Lommel

1

(POP: 498.473)

2

3

Overpelt

To Antwerp (POP: 498.473)

To Hasselt (POP: 77.124)

1km

5km

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Eindhoven From a collection of ribbon villages to a lobe city Like all villages on the sandy soil of the Duchy of Brabant, Eindhoven developed on the crossroads of trading routes and hunting paths. Over the years these roads, known as ‘ribbons’ (linten) developed evolved into an intricate network resembling a spiderweb.. Einhoven boomed in the second half of the nineteenth century, when the industrial revolution reached Brabant’s poor farmers and villagers. Initially the urban development followed the pattern of the ribbons. The agricultural structure developed into an urban fabric consisting of a mix of small scale residential areas and large factories. The industrialisation of Eindhoven started with the production of cigars and textiles. However the -production of lightbulbs at the Philips factories was the real start of the explosive growth of Eindhoven in the twentieth century. Importantfactors in the development of Eindhoven were the introduction of the railway in 1866, the closing of the ring road in 1966, and the development of the highway semi-ring in 1996. A big restructucturing of Philips in the 1990s resulting in the loss of many jobs and a relocation of the headquartersto Amsterdam was a big shock for the region. It resulted in a succesful reorientation of the region.

Nowadays, Eindhoven is a leader in the high tech manufacture industry.

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Eindhoven 1850

Eindhoven 1950

Eindhoven 1975

Eindhoven 2017

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The city of Eindhoven developed from six villages: Eindhoven, Woensel, Strijp, Gestel, Stratum and Tongelre. At first the villages developed organically following the pattern of the ribbons.

The fast growth of Philips and other industries however made it necessary to develop an integral urban plan. In 1930 J.M. de Casseres developed an integral plan for the extension of Eindhoven. The plan included the development of three big green ‘fingers’ or wedges and several smaller ones , a beltway and three concentrated industrial zones. The plan developed Eindhoven into a ‘lobe city’, which until today forms the basis of its urban structure. The Genneper parks in the south of Eindhoven, one of the green wedges, shows the strength of this plan.

In this section of the N69 the road is situated in the green wedge.

It has the quality of ‘parkway’, a quality that might be strengthened and continued in the other sections of the road.

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Poly-centricity

Lobe city

Metropolitan area

Eindhoven surrounded by five separate villages.

Eindhoven and the villages are conjoined by a ring road. Nature turns into veins that lead directly into the city.

As Eindhoven grows, nearby towns transform into satellite cities, connected by the new semi-ring highway.

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Aalst Developed along the ‘Steenweg’, then divided by it The construction of the ‘steenweg’ redirected the development of the village of Aalst. Buildings were built along the new road.

Eventually also the church moved to the ‘steenweg’. All building oriented to the road. In a second phase Aalst developed organically further into the surrounding landscape, along the existing roads, more or less perpendicular to the ‘steenweg’. The village expanded but the ‘steenweg’ remained the main public space.

In the subsequent phase the development was more planned.

Not all roads were directly connected to the main road. Neighbourhoods became more independent. In some cases spatially separated by green or water (e.g. the green wedge along the Dommel).

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Aalst 1900

Aalst 1950

Aalst 1975

Aalst 2017

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Although today the urban structure of the village as whole is relatively independent from the old ‘steenweg’, the main facilities remained along the road. However due to the increase of traffic it became increasingly difficult to function as a proper public space.

Amendments were being made, separating the (shopping) centre from the road. The separation from the road, in the form of a rather closed wall, made the road even less attractive, making the road an even bigger barrier. The changes could not stop the decline of retail in the centre of Aalst.

The N69 remains the central road in the spatial structure of the village, the rest of the structure is organised around this central spine. And although the number of facilities in the centre of Aalst

has diminished, functionally is still the centre of Aalst as well. Also, even after the construction of the new N69 the central road to Eindhoven will remain an important connection for the local inhabitants.

The challenge is to find a new combination of a public space which is a pleasant place to stay, that is connected to the spatial structure of Aalst as a whole in logical, transparent way, that facilitates the use of the remaining program and that ensures a good connection for the local inhabitants to Eindhoven and Valkenswaard.

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Ribbon settlement

Growth along roads

Eindhovenseweg as barrier

Aalst originated on the intersection of historic roads.

The town grows as nearby industry evolves and the Eindhovenseweg becomes more important.

As a commutor town, Aalst lies divided by the Eindhovenseweg (N69) into several residential zones.

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Valkenswaard A butterfly square divided by a busy road The village of Valkenswaard developed around the intersection of various roads. These roads didn’t cross at one central point but connected all to a rather large open space. Thus the roads loosely defined a kind of triangle shaped big square with a smaller ancillary square at the north east side of the big square. This type of central open village spaces are quite typical for villages in the province of Noord Brabant. The open space defined by the intersecting of multiple roads was often used as a functional common space.

In a later stage the large square was reduced in size at the southern side. This resulted in its current form: a kind of butterfly shaped square, consisting of two connected parts (the wings). Initially the construction of the ‘steenweg’ stimulated the development of the square. With the square as its core, Valkenswaard developed into a thriving commercial centre and lively place for people go out.

However, after some time, as happened in Aalst, the traffic intensity increased a lot. This made the central street and the square less and less attractive. To counter a slow decline of the centre it was decided that an extension and improvement of the shopping area was needed. This eventually resulted in the development of shopping areas and a cultural area behind the perimeter blocks along the central street. This development was based on the belief that there would be a growing demand for retail space in the future. However developments in retail, strengthened by the financial crisis, failed to fulfil these expectations. In fact the opposite happened: the demand for retail space declined. Today quite a few shops in the centre remain empty.

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Valkenswaard 1850

Valkenswaard 1900

Valkenswaard 1950

Valkenswaard 2017

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It is expected that the construction of the new N69 will reduce traffic intensity in the centre of Valkenswaard significantly. This would be a first step to improve the quality of the centre. But a real transformation of the city centre also needs to reposition the city centre. Retail will not be enough anymore as a basis for a strong future centre. A promising alternative for the future of the centre of Valkenswaard is to strengthen its function as a regional centre for leisure activities. This would require a stronger connection with its natural surroundings. This would in fact be a re-interpretation of the original structure of the centre of Valkenswaard: a butterfly shaped square connected by several roads with its environment.

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N69

Historic crossroads

Railroad as generator

Diverting traffic

Like Aalst, Valkenswaard originated on the intersection of historic roads.

The introduction of a railroad between Eindhoven and Belgium leads to growth.

The railroad was replaced by a road around the town and in new plans the N69 is diverted toward the West.

Results of the workshop

Eindhoven University of Technology, the Netherlands Thammassat University,Thailand Korea National University of Transportation, South-Korea Saga University, Japan U.Lisboa- Instituto Superior Tecnico, Portugal

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Problem statement Strengthening the parkway qualities of the N69

Eindhoven is troubled by high traffic density

The village of Aalst turned its back on the road and the road is a big barrier for the village.

The centre of Valkenswaard is severely weakened, it needs to reposition with a new regional function

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High traffic density

Weakened parkway quality

Road acts as barrier for Aalst

N69

future N69

Weakened center, needs new regional function

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1.Eindhoven

2.Aalst

3.Valkenswaard

The design brief The workshop focused on the villages Aalst and Valkenswaard, as well as a location in the South of Eindhoven. A new route for the N69 as well as future modes of mobility create opportunities for the transformation and improvement of the three locations.

The student teams were asked to turn the location in Eindhoven into a sports hub, the location in Aalst into a commercial hub and the location in Valkenswaard into a recreational hub, as well as to consider the entire mobility situation of the N69.

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Reconnecting Genneper Parken Aalst

Rejoining Aalst

Creating one recreational area Valkenswaard

Connecting network with surrounding landscape

Road as pleasant public space

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Folding Park & Ride into the Genneperparken Case study location: Eindhoven Sports Hub Tutors: Prof. Mishima Nobuo(Saga University) Prof. Yujin Hirase (Saga University) Students: Youbin Park (Korea National University of Transportation) Yoon Bin Kwak (Korea National University of Transportation) Kenta Okubo (Saga University) Laksika Dejpreechachai (Thammasat University) Jeroen de Winter (Eindhoven University of Technology)

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Proposed solution In order to prevent congestion and improve the quality of the inner city it may be a smart idea to install a series of so called ‘Park and Rides’ around the city of Eindhoven. However, a park and ride program requires a lot of surface area, especially when additional program is adopted in the park and ride concept. It is not so hard to imagine the interrelationship between the park and ride building, the adjacent van der Valk hotel, and the sportsfields. Because of the selected location in the Genneperparken - on a so called ‘green finger’ extending all the way to the city center - inserting such a large program becomes a delicate operation. Furthermore the direct relationship with the sportspark and the forest opposite of the Aalsterweg makes the site potentially interesting. The design proposal consists of a large folded surface. Offering a flexible

open space that can be programmed in multiple ways. By folding a skewed surface, multiple floors with distinct horizontally framed views - both over the tree like area as well as the sportsfields are created. While in the direction of the Aalsterweg the folded surface cantilevers, in the direction of the sportfields the surface sets back resembling a tribune typology. The sportsfields are extended on the ground floor underneath the building, while the top two floors are reserved for parking. The first floor is thought to be used by commercial functions and is connected to the bus stop by means of a large staircase.

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view towards the sportfields

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Man and car at different speeds Case study location: Eindhoven Sports Hub Tutor: George Liu (Eindhoven University of Technology) Students: Nopchanok Chawarnwongwut (Thammasat University) Kunlanit Reeponmania (Thammasat University) Masanori Yokoo (Saga University) Jo Jaemin (Korea National university of Transportation) Ivo Batista (Instituto Superior TĂŠcnico)

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Proposed solution The Eindhoven Node, in Genneper Parken, is in the South of Eindhoven, becoming the starting moment in a new route of an alternative mobility. The Node has an autonomous and independent character allowing it to become a city on its own. The core program is a parking space with additional program that reacts to the surrounding context. The future of mobility is uncertain whether in amount or in size, so the new parking spaces must be adaptable and desirable to new uses. The new Parking space aims to transform in time and space accordingly to new future mobility conditions. The urban node also introduces a new dimension of

leisure to parking with the use of 3 parking systems with 3 different velocities. The new 3 parking systems work independently inside the same container, being tensioned with the spaces for human programs. The Node is not only of urban scale, but also, it’s spatiality turns it into a dynamic hub. Parking becomes an exper ience in spatiality revealing new types of spaces and new relationships between human and the future of mobility at distinct speeds.

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ABC: Aalst Bicycle Center Case study location: Aalst Commercial Hub Tutors: Pawinee Iamtrakul (Thammasat University) Students: Lennart Arpots (Eindhoven University of Technology) Erica Silva (Universidade De Lisboa) Chayanan Yoosaeng (Thammasat University) Pichanun Wattanalertpong (Thammasat University) Taegon Ahn (Korea National University of Transportation) Kota Hirotani (Saga University)

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As a result of increased traffic density, air pollution and noise pollution, over the course of time the perimeter turned its back on the N69. In addition, the formerly unprogrammed, vague and informal interior areas behind the perimeter have become rigidly programmed parking lots, serving the perimeter from the back. A lower traffic intensity caused by the proposed bypass, as well as the use of new mobility will relieve the town from these problems.

The next logical step in the morphological sequence seems to the opening up the perimeter of the street, joining the urban space with the historical intersection once more, and to assert the front again as the front. The program of the interior spaces can be reversed as the demand for parking spaces decreases, leaving the space again open for interpretation, an unprogrammed space for the neighborhood to utilize.

The mobility concept With the insertion of a rapid transport bus between Eindhoven and Valkenswaard, Aalst can profit from taking up an intermediate position. Aalst could attract visitors to its surrounding ecological

sights, while at the same time making the bus stop more accessible for the people of Aalst by connecting these locations with a bicycle network. As concluded from a study at the TU/e, almost 40% of the inhabitants of the area would gladly use bike infrastructure if there would be a guarded bicycle garage. This bicycle garage, placed as an attractive, light-weight pavilion on the center of the newly formed urban square, holds a position close tot he bus stop, allowing for a close to seamless transition between modes of transport. The bicycle garage consists of two intertwined spiral ramps on which bikes can be parked, culminating together in a vantage point with a coffee bar at the top. Visitor scan take an elevator down from there. The design refers tot the Penguin reserve at the London Zoo, as penguins aptly describe the ageing population of Aalst, wobbling around on the ramps of mobility, yet still looking for fun activities to undertake.

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New centered market: mobility is the tool for connection Case study location: Aalst Commercial Hub Geonuk Yun (Korea National University of Transportation, Korea) Lalita Ounsakulseree (Thammasat University, Thailand) Pedro Martins (U.Lisboa- Instituto Superior Tecnico, Portugal) Rahyun Min (Saka University, Japan) Tanaphat Chubplan(Thammasat University, Thailand)

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Mobility as a tool Mobility is one way to communicate and connect people together. After studying the city of Aalst, we have found that there are possible open spaces that can lead us to new development with the mobility. The space gives accessibility to the mobility. And, accessibility is to open up for the mobility communication. Mobility is not only about the physical transportation but it also interlink with the social background as well. Based on some perimeters of bigger and smaller scales, we figured that our idea offers different levels of transportation system which are macro, meso, and micro scale. The scales are related to the system. Thy have to link to increase the quality. The macro, meso, and micro scale are different, but, they have a lot in common. By observing, we got interested with the in-between space; a space where it links the inside and outside of one certain place. And, our approach is to use the benefits of the mobility to be the tool for the connection.

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Green backyard of Eindhoven Case study location: Valkenswaard Recreational Hub Khaing Myint Mo (Saga University) Padro Costa (Lisbon University) Wooseung Park (Korea National University of Transportation) Apinya Utai (Thammasat University) Benjarat Charoensub (Thammasat University)

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This is a project of an urban intervention in the small city of Valkenswaard, in the Netherlands. The intervention wants to develop a system of transportation that gets the city really close and easy accessable of the big city of Eindhoven that is becoming even more na importante business area, at the same time that transforms Valkenswaard in a really pleasent and ecological city that incentivate the use of the slow vehicles in the area. The project reflects a thinking in the development of the future mobilty in the city and how the spaces of the city – square, street, sidewalks - will transform. The mobility concept of the intervention is the idea of creating an important node in the main square to active more this public space. The municipality wants to develop a lot of different facilities in the surroundings of the city, like natural parks, leisure facilities and horses facilities. These all developments want to bring more people to visit and live in the city. The idea of the intervention is to create a rarefied important node of transportation, where people can easily and in na ecological way go everywhere.

It was establish a slow zone around the node - main square – where there is no traffic of cars. There were defined also zones for parking the car outside of this area. The important road, N69, that goes through the city, and has a lot of traffic car, will become a Bus Rapid Transit (BRT) line that will connect with Eindhoven and Belgium boarder. For the program of this transportation node

it was design na intervention that divides the square in two levels: the program level and above a pedestrian zone, where people can get an new experience of the city. For the design it was took as reference 3 important buildings that give identity of the city center – the old Chapel, the old Town Hall (now museum) and the main Church. In the meeting of this 3 axis of the references, it was identified a central point, that is the highest point of the this pedestrian area and where it’s possible to have a large view of what is Valkenswaard. Then with cuts of terrain its created more intimate spaces in the meeting with the Chapel and the Church, that are green “triangle” zones. The level of the program it was thought to be a space to “host”, a flexible space, that can adapts to diferente things. The program has contact with two sides of the square. One more functional side facing the BRT line that can have offices, waiting areas and an information point. The other side of the square is more characterized for restaurants and bars that creat a different atmosphere. For this side, we imagine a program that can be in the begining market and co-working facilities, but with the introduction of new modalities of slow vehicles there can in the future adapt easily in a place to host and share this transports. Outside of the main church it was defined a space in continuity with the square that is for park and rent bicycles.

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City as a hub: bright city amidst greenery Case study location: Valkenswaard Recreational Hub Thimo Hillenius (Eindhoven University of Technology) Jeon Soo Young (Korean University national of transportation) Takatoshi Yasuda (Saga University) Acr Puri (Tamasat University) Cho Hyeri (Eindhoven University of Technology) Carlos Brazao (Universidade de Lisboa)

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Cars

Bus rapid transit

Bicycles / speed pedelecs

A decentralized transportation node

Interchange between various modes of transport

City space design Dutch cities typically originate from trading posts at crossroads.

As cities grow bigger and roads turn into infrastructures, the crossroads are turned into complex transportation nodes outside the city. In Valkenswaard, the N69 still - traumatically – crosses the town center. The center of Valkenswaard is composed of a set of central spaces, networked within short distances. The high number of centers dilutes the local routine, assuring that none of them has – on its own – the critical mass required to be sustainable as a town center. In our proposed solution the N69 is replaced with the new mass publictransport axis. A decentralized transportation node is created, composed of several hubs, ready for any new mobility options. Its pedestrian connections flow through

the town center, overlapped with the network of central spaces, to provide them with the needed usage.

The core of the plan revolves around a strategic planning for Valkenswaard and its environment. First the influence of the road is diminished by blocking traffic in one direction. Secondly alternative modes of transport are stimulated. In this time the big square of Valkenswaard will slowly cease its negative spiral towards emptiness. The big change happens when the area around Valkenswaard is developed as attractive recreative area at the same time as the above process. Using (electric) bicycles and speedpedelecs as basis for an innovative transportation network that originates from Valkenswaard’s central square, a solid base of

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Recreational opportunities in the Valkenswaard area

activity is created at the central square. This will make the square attractive for visitors as for small businesses to return to the basis of the center of Valkenswaard; it’s beautiful shaped square. From this point on, on the basis of day-visitors, tourists and the leisure seeking workforce Valkenswaard will start to blossem again. The main square is refurbished with orchard trees, flower beds and

several new cafÊ’s and the several cores will start to function as a unity again. The center of Valkenswaard is the middle of a bigger innovative recreational network and therefore the city as whole will function as a hub which houses state of the art innovations on mobility.

Gallery

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90 The Winter School 2018 is organised by Urban Lab Chair of Urbanism & Urban Architecture Eindhoven University of Technology Organisation Marcel Musch Stan de Bie Bart van Santen With the kind assistance of Evi van de Logt Bram Nuijten Merle Savelsberg The Winter School is part of the Asian European Design Labs (AEDL) Partners of the AEDL are Chiang Mai University, Thailand Korean National University of Transportation, Chungju, South Korea Thamassat University, Bangkok, Thailand Saga University, Japan Participating universities at the 2018 edition Eindhoven University of Technology, the Netherlands Thammassat University, Thailand Korea National University of Transportation, South-Korea Saga University, Japan U.Lisboa- Instituto Superior Tecnico, Portugal Government representatives José van Dijk, City Alderman Waalre Paul van Liempd, City Alderman Waalre Erik van Merrienboer, Member Executive Council of the Province Noord Brabant Mary-Ann Schreurs, City Alderwoman Eindhoven Jannie Visscher, City Alderwoman Eindhoven Mart Wijnen, City Alderman Valkenswaard International experts Pauline Detavarnier Marika Rupeka Yao Sagna

Local experts Arwina de Boer, Province of Noord Brabant Bob Brandjes, Province of Noord Brabant Ralf Jongen, Municipality of Waalre Anne van Kuijk, Province of Noord Brabant Davy Meeuwsen, Municipality of Valkenswaard Vester Munnecom, Province of Noord Brabant Toine Schoester, Municipality of Waalre Robert Teunissen, Municipality of Eindhoven Hans Verhoeven, Municipality of Eindhoven Tom Vermue, Municipality of Valkenswaard Martin Verschuren Municipality of Eindhoven Berry Verlijsdonk, Municipality of Valkenswaard Fleur Wouters, Municipality of Eindhoven Lecturers Pauline Detavarnier Pawinee Iamtrakul Anne van Kuijk Sang Hang Lee Vester Munnecom Kersten Nabielek Maarten Neeskens Elphi Nelissen Soora Rasouli Marika Rupeka Dominique Rouillard Yao Sagna Toine Schoester Marc Stemerding Joost Vos Carlo van de Weijer Pieter van Wesemael Tutors Jochem Groenland Wouter Hilhorst Yujin Hirase Pawinee Iamtrakul Gun Woo Lee Sang Haeng Lee Nobuo Mishima Ruurd Roorda Hüsnü Yegenoglu

Students Taegon Ahn Lennart Arpots Ivo Batista Carlos Brazão Purhidej Bunluthangtum Nopchanok Chawarnwongwut Benjarat Charoensub Heali Cho Tanaphat Chubplan Pedro Costa Laksika Dejpreechachai Thimo Hillenius Kota Hirotani Sooyoung Jeon Jaemin Jo Yoon Bin Kwak Pedro Martins Raheon Min Khaing Myint Mo Kenta Okhubo Lalita Ounsakulseree Wooseung Park Youbin Park Kunlanit Reeponmaha Erica Silva Apinya Utai Pichanun Wattanalertpong Jeroen de Winter Masanori Yakoo Takatoshi Yasuda Chayanan Yoosaeng Geonuk Yun Publication Lennart Arpots Thimo Hillenius Marcel Musch Photography Vincent van den Hoogen Kindly supported by: Municipality of Waalre Municipality of Valkenswaard Municipality of Eindhoven Province of Noord-Brabant

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U/Lab

Urban Lab 2018 Chair of Urbanism & Urban Architecture Eindhoven University of Technology In the near future mobility will radically change. The impact on the public domain will be enormous. In a series of international workshops, we will explore, in Asian and European cities, how we need to adapt our urban nodes to the new forms of mobility.

This report is summary of the results of the Winter School organised in 2018 by Urban/Lab at the Eindhoven University of Technology. At the Winter School urbanism and architecture students from Japan, the Republic of Korea, Thailand, Portugal and the Netherlands as well as experts from France and the Netherlands have explored the impact of future mobility on the city in the municipalities of Eindhoven, Waalre and Valkenswaard. The workshop focused on the area around the N69.

The Winter School was kindly supported by: Municipalities of Eindhoven, Valkenswaard and Waalre and the Province of Noord-Brabant.