Synergies of Energy - Waste - Mobility_Wenbo FU & Maria ZOUROUDI by wenbo Fu

SYNERGIES OF ENERGY - WASTE - MOBILITY Towards a more resilient 20th century belt of Antwerp

2016 K.U.Leuven, Master of Urbanism and Strategic Planning, European Postgraduate Masters in Urbanism Cyclic Urbanism Thesis Studio Spring 2016, Antwerp, Belgium Authors: Wenbo Fu, Maria Zouroudi Promoter: Bruno De Meulder | Co-promoters: Racha Daher, Cecilia Furlan

SYNERGIES OF ENERGY - WASTE - MOBILITY Towards a more resilient 20th century belt of Antwerp

CYCLIC URBANISM THESIS STUDIO SPRING 2016, ANTWERP, BELGIUM

ACKNOWLEDGEMENTS

PROMOTER Bruno De Meulder CO-PROMOTERS Racha Daher Cecilia Furlan TUTOR Racha Daher MORE INFO MAHS / MAUSP / EMU Master Programs Department ASRO, K.U.Leuven Kasteelpark Arenberg 1, B-3001 Heverlee, Belgium

First of all, we would like to thank our promoter Bruno de Meulder, for his inspirational feedback during the thesis semester and during the master as a whole. We want to thank our co-promoter and studio tutor Racha Daher for her guidance, advice and clear comments, but also for the theoretical background that she provided through the weekly readings and discussions. We thank our co-promoter Cecilia Furlan, who was there to give constructive comments, despite her limited time.

Email: paulien.martens@kuleuven.be

We thank Julie Marin and Matteo Motti for the workshop ‘Waste of the City - The City of Waste’ in Houthalen Helchteren, which was an advanced introduction to the systemic design and cyclic urbanism.

We thank Caterina Rosso and Carmen Van Maercke, for the inspirational thesis that they did last year on waste in Antwerp. We also feel grateful for the workshop ‘Flows & Space: Workshop on a Transformation of a Supermarket’ that they organized during this semester in Antwerp.

Tel: + 32(0)16 321 391

Without written permission of the promotors and the authors it is forbidden to reproduce or adapt in any form or by any means any part of this publication. Requests for obtaining the right to reproduce or utilize parts of this publication should be addressed to K.U.Leuven, Faculty of Engineering – Kasteelpark Arenberg 1, B-3001 Heverlee (België). Telefoon +32-16-32 13 50 & Fax. +32-16-32 19 88. A written permission of the promotor is also required to use the methods, products, schematics and programs described in this work for industrial or commercial use, and for submitting this publication in scientific contests. All images in this booklet are, unless credits are given, made or drawn by the authors (Water Urbanism Studio Banjarmasin, 2015).

We thank Charlotte, the third studio group member for her contribution to this project, as well as for the good collaboration that we had during this semester. We thank Vasilis for his support during the whole semester and for his patience during the last weeks before the deadline. We thank our short and long-distance friends for their help during the last two years. We finally thank our families Shaoping, Qingrong and Michalis, Thori, Sofia, Mpoumpou respectively, for their tolerance and continuous support during this master.

TABLE OF CONTENTS

00. Abstract 01. The 20th Century Belt Perceiving the Densification Premise

04. Restructuring the 20th Century Belt Changing the Systems & Creating Synergies Mobility-Waste-Energy Flows & Synergies Re-envisioning the ‘Big’ Mobility

Antwerp is Growing Extreme Scenario 1 Extreme Scenario 2

The Timeline of the ‘Big’ Mobility & the Gradual Transformation of the Belt

05. Spotlighting the 20th Century Belt

Extreme Scenario 3

Designing with Systems & Synergies

02. Scanning the 20th Century Belt

Research by Design Areas

Understanding Energy, Waste & Mobility Systems

The Centralised Transfer Hub The Decentralised Neighborhood Hub

Energy Shortage Wasted Energy Congestion & Pollution Exploring Alternatives - Energy from Waste

03. Contextualizing the 20th Century Belt Detecting Spatial Qualities & Possibilities Image & Impressions of the 20th Century Belt Amenities Tissue & Street Typologies Mobility & ‘Wasted’ Space Towards a more resilient 20th century belt?

The Generic Tissue Neighborhood

06. Conclusion 07. Bibliography

It is estimated that during the following decades the population of Antwerp is going to increase significantly. 1 Since the center is already saturated, the main recipient of this demographic growth is expected to be the 20th century belt, which has the space and potential to be densified. The densification of the 20th century belt projects a big challenge, as well as an opportunity to set a new framework for qualitative urbanization based on a systemic approach. It is quite easy to realize the big potential of the 20th century belt if one looks at the existing oversized infrastructures, as well as at the extremely high amount of space dedicated to the car. On the other hand, issues related to the systems of energy, waste and mobility at the national and city scale need to be considered and tackled. More specifically, the future energy shortage that is expected to be caused by the scheduled nuclear phase-out, the outdated solid waste and wastewater management systems, the pollution due to the high dependency on fossil fuels, as well as the congestion caused by the big amount of vehicles that cross the city every day, all suggest the need for strategic, radical changes. This thesis considers energy waste and mobility, as the three main systems that will frame future urbanization in the belt of Antwerp. Rather than regarding them as separate entities we explore possible synergies and exchanges between them. This approach helps us envision a new, more integrated urban environment, based on the interaction of different networks that gradually transform and activate space in the city, neighborhood and block scales. Since this transition suggests a change in mindset, the transformation of the belt is a long process that will happen in phases.

00. ABSTRACT

Some of the main principles behind our strategies are minimization of the use of private car, multimodality in the transportation of people and goods, resource exchange between different actors, proximity between living and working places, as well as activation of the neighborhood through the creation of shared space.

In order to understand the possibilities of this transformation we investigate the different tissues and possible spaces of intervention in the 20th century belt. The use of the systemic section as a tool helps to bring together the synergies of energy, waste and mobility with the strategies for densification, and therefore understand their interrelations. Moreover, it helps us begin to think about the implementation of our strategies in phases, as well as about involved actors and possible coalitions. Those are a significant part of the ‘systemic design’ 2 approach, as well. In order to implement our strategies and systems and test their spatial impact three test sites are strategically selected: the centralized transfer hub at the edge of the belt, the decentralized neighborhood hub and the typical neighborhood of the generic tissue condition.

1. SMETS, Virge & VANOBBERGEN Toon & VERHAERT Isabelle, LAB XX: Opting for the 20th Century Belt, Antwerp: City of Antwerp, 2015, pp. 14-20, [online] Available at: http://www.ruimtelijkstructuurplanantwerpen.be/downloads/ LABXX_EN.pdf [Accessed on 15th February, 2016] 2. BERGER, Alan, ‘Systemic design can Change the World - Lecture by Alan Berger’, in: Systemic Design can Change the World, Amsterdam: SUN, 2009, pp. 10-39

| Antwerp is growing || Extreme Scenario 1

01. THE 20TH CENTURY BELT

||| Extreme Scenario 2

Perceiving the Densification Premise

|||| Extreme Scenario 3

Antwerp is growing According to the statistics, 1 Antwerp is expected to face a population increase of 100,000 inhabitants, by 2030, which is equivalent to the one fifth of its current population. This number is translated to 47,000 households, if an average family of 2.175 people is considered. 2 (Fig. 1) Due to the lack of space in the city center, this demographic growth will be mainly accommodated in the 20th century belt of Antwerp, the urban area outside the ring motorway that was developed mainly after World War II. (Fig. 2)

Apparently, the belt has the space and capacity to absorb the new population. What still needs to be investigated is how to densify it in a qualitative way. This is one of the main goals of his thesis.

In order to understand the potential of the belt as a recipient of the expected demographic growth it is necessary to explore the characteristics that differentiate it from the city center. One of the key aspects is its spaciousness, since it is a place of relatively low density, designed for the car. In this respect, low buildings, two to three floors high, located along oversized infrastructures form a generic tissue condition that is repeated in the belt. The radial roadstramways that were built to connect the center to the old village cores outside it 3 are one of the most typical categories of oversized infrastructures found in the belt. Another important layer is that of the green pockets (forts, parks, cemeteries, sports fields) and big open spaces (highways, ring, residual space along infrastructures) which could justify and compensate for future densification. Finally, space consuming, big box developments, usually supermarkets and industries are a typical 20th century belt condition, as well.

1. Keeping the existing average density and filling the open spaces

500,000 people

In order to have a better overview of the densification premise and its spatial impact the numbers are initially translated to space. The next step is to develop three extreme, hypothetical scenarios for densification.

2. Keeping the existing footprint & building high-rise towers on top of large paved surfaces 3. Keeping the existing average density & filling the big highways

230,000 households

2016

+ 100,000 inhabitants

75 m2

600,000 people

2030

277,000 households

+ 47,000 households

Figure 1: Key numbers concerning the expected demograpic growth in Antwerp 12

average household 2.175 people

Figure 2: Orthophoto of Antwerp - Location of the 20th century belt 13

Extreme Scenario 1

15 0

Keeping the existing average density and filling the open spaces '100% of the big open spaces in the 20th century belt needs to be replaced by buildings; the footprint is huge'

To begin with, 100,000 new inhabitants is equivalent to the current population of Deurne and Ekeren together. 4 (Fig. 4) In the first extreme scenario, that of keeping the existing average density we can see that all the open space has to be filled to accommodate the new population. The footprint of the urban growth is huge. (Fig. 5)

Ekeren 22,935 inh 10

Deurne 78,008 inh

Figure 4: The existing density in the districts of Ekeren and Deurne in Antwerp, 2016

Figure 5: Extreme scenario I - Keeping the existing average density and filling the open spaces

Figure 3: View of the Rivierenhof provincial park in Deurne

Extreme Scenario 2

Keeping the existing footprint & building high-rise towers on top of large paved surfaces 'Even if already paved surfaces, such as big-boxes, parking lots and industrial platforms are extruded with high-rise towers they are still not enough to cover the need in housing'

The second extreme scenario extrudes the existing paved surfaces, such as big-boxes, parking lots and industrial platforms. (Fig. 7) The module here is a twenty floor high tower with a square footprint of 20x20 meters. If we consider four apartments per floor we need 588 towers, only for the housing needs. This exercise shows that even if we extrude all the dispersed platforms of big boxes in the belt, 50% of the towers still remain to be absorbed. This suggests that the port and Albert Canal, the airport or the existing oversized infrastructures would then be too.

50% of the towers still need to be absorbed

650 towers _ 26ha total footprint (400 m2 footprint each) 588 residential towers + 1 service tower / 8 residential

20m 20m Figure 6: View of the Wijnegem shopping center at the R11/N12 intersection 16

20 floors _ 4 apartments / floor

Figure 7: Extreme scenario 2 - Keeping the existing footprint & building high-rise towers on top of large paved surfaces 17

Extreme Scenario 3

'50% of the densification needs could be absorbed by the existing network of ring and highways, using the existing average density; all this space is currently dedicated to the car'

Obviously, none of the three scenarios represents an intention or proposal. They are simple exercises to understand the scale of the densification premise. They are also tools to reflect on the future consequences of several, non-desirable possibilities that are open in the era of uncertainty. 5

In reality, densification is not only about numbers but also about qualities. An increase in the population implies an increase in the needs for open space and space for recreation. This suggests that together with the built environment we need to intensify open space to achieve a balance. It is therefore critical to keep the existing footprint and strategically extrude the tissue of the belt, trying to compensate as much as possible with soft and porous surfaces.

The last extreme scenario considers the big highways and ring as recipients of densification, using the same average density, as in the first case. (Fig. 9) This exercise helps us to realize the amount of space that is currently dedicated to the car in the 20th century belt and to feel the scale of those big â&#x20AC;&#x2DC;rupturesâ&#x20AC;&#x2122;. (Fig. 10)

Keeping the existing average density & filling the big highways

Ekeren 22,935 inh 10

Deurne 78,008 inh

Figure 9: The existing density in the districts of Ekeren and Deurne in Antwerp 50% dtill needs to be absorbed

Figure 10: Extreme scenario 3 - Keeping the existing average density & filling the big highways

Figure 8: View of the existing ring of Antwerp and its surrounding residual space

Sources

Figures

1, 2. SMETS, Virge & VANOBBERGEN Toon & VERHAERT Isabelle, LAB XX: Opting for the 20th Century Belt, Antwerp: City of Antwerp, 2015, pp. 14-20, [online] Available at: http://www. ruimtelijkstructuurplanantwerpen.be/downloads/LABXX_EN.pdf [Accessed on 15th February, 2016]

Figure 1: Edited by authors _ Data found at: SMETS, Virge & VANOBBERGEN Toon & VERHAERT Isabelle, LAB XX: Opting for the 20th Century Belt, Antwerp: City of Antwerp, 2015, pp. 14-20, [online] Available at: http://www.ruimtelijkstructuurplanantwerpen. be/downloads/LABXX_EN.pdf [Accessed on 15th February, 2016]

3. SMETS, Virge & VANOBBERGEN Toon & VERHAERT Isabelle, LAB XX: Opting for the 20th Century Belt, Antwerp: City of Antwerp, 2015, pp. 33-35, [online] Available at: http://www. ruimtelijkstructuurplanantwerpen.be/downloads/LABXX_EN.pdf [Accessed on 15th February, 2016]

Figure 2: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 4th April, 2016]

4. Stad in Cijfers, Stad Antwerpen, [online] Available at: https:// stadincijfers.antwerpen.be/databank/ [Accessed on 20th February, 2016] 5. VETTORETTO, Luciano, ‘Scenarios: an Introduction some Case Studies and Some Research Prospects’, IUAV, 15th cycle of the Doctorate in Urbanistics dedicated to “Scenarios of contemporary cities”, 2000, Coordinators: Secchi Bernardo, Vigano Paola

Figure 3: Google maps, [online] Available at: https://www.google.be/ maps/place/antwerp [Accessed on, 30 May 2016] Figure 4: Edited by authors _ Data found at: Stad in Cijfers, Stad Antwerpen, [online] Available at: https://stadincijfers.antwerpen.be/ databank/ [Accessed on 20th February, 2016] Figure 5: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016] Figure 6: Google maps, [online] Available at: https://www.google.be/ maps/place/antwerp [Accessed on, 30th May 2016] Figure 7: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016] Figure 8: Google maps, [online] Available at: https://www.google.be/ maps/place/antwerp [Accessed on, 30th May 2016] Figure 9: Edited by authors _ Data found at: Stad in Cijfers, Stad Antwerpen, [online] Available at: https://stadincijfers.antwerpen.be/ databank/ [Accessed on 20th February, 2016] Figure 10: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016]

| Energy Shortage ||

02. SCANNING THE 20TH CENTURY BELT Understanding Energy, Waste & Mobility Systems

Wasted Energy

||| Congestion & Pollution |||| Exploring Alternatives - Energy from Waste

Energy shortage Apart from the huge spatial impact, the predicted demographic growth of Antwerp will also affect the regional flows of different systems that structure the city, such as energy, waste and mobility. Those systems, which are in the majority outdated (such as Waste Water Management), may even not be sufficient after a population increase of 20%. This suggests that some basic principles behind need to change. In order to perceive the influence of the demographic growth on the systems, it is necessary to understand how they work today.

What’s more, Belgium also faces another concern that the majority of the energy resources are imported. Petroleum and Natural gas, are 100% imported respectively from East Europe and Middle East, Netherlands and Norway. Uranium used for nuclear energy is also 100% from Asia and America. For the city of Antwerp, the energy shortage has bigger and more direct impact. As one of the biggest international port, Antwerp becomes the biggest energy hub in Belgium (Fig. 1): One of the two nuclear power plant is in Antwerp, as well as several natural gas stations (CCGT, CHP, OCGT), off-shore wind farms and, plenty of petrochemical plants that deal with 40 million tonnes of crude oil per year 5 (one of the biggest crude oil import port in Europe). All the petroleum that is consumed in Belgium is imported through Antwerp, as can be seen in Figure 4. What is also interesting is that, transportation consists of 42% of the total petroleum consumption; and in natural gas consumption, electricity production, industry and household are the biggest three sectors.

Belgium is a country on a risk of energy shortage. Despite of having huge generation capacity (In the case of electricity, it produced 91,432 GWh1 in 2010, which is capable of serving 24 million households2 ), the energy resources lack diversity and sustainability. According to the statistics on Total Energy Consumption in 2010 (Fig. 2), 49% is from petroleum and 27% from natural gas. Fossil fuel has occupied almost 80%. What’s more, if we consider the resources for the generation of electricity, which constitutes 16% of final consumption, the proportion of fossil fuels will be bigger. Actually, Electricity Generation in 2010 (Fig. 3), shows 50% is from nuclear sources and 40% is from fossil fuels. So, it is not exaggerating to say that the whole country is highly dependent on nuclear energy and fossil fuels.

wasted heat

future phases

biomass

future

solar energy

< 50 MV

However, there has been some concern about both nuclear energy and fossil fuels. For the nuclear power plants, according to the Belgian Law3, by 2015, it had already reached its 40 years’ limit. Although Electrabel got a 10-year extension, the increasing protests4 against nuclear energy and security concern lead to uncertainty of its future. By 2025, the nuclear energy has high possibility to be gone, which means half of the total electricity generation needs to be replaced by other resources. As for fossil fuels, the “Low Carbon Economy in Europe”, as well as the “2015 United Nations Climate Change Conference”, has put targets on reducing the greenhouse gas emission. This means that a reduction on the use of fossil fuels such as petroleum and natural gas is expected. Together it means that we need to find an alternative to replace 94% of the total energy.

nuclear energy

CH P natural gas station

present

50 - 100 MV

wind energy

W TE waste to energy

Petroleum consumption per sector

> 100 MV closing circles

25%

13%

Refinery

Industry Transport

Figure 1 Current energy station in Antwerp Oil

2%3% 16%

Natural gas

Renewable

Coal

Fossil fuel

Electricity

Hydro

Heat

Nuclear

Renewable

40%

49%

50%

Refinery

2% 4%

Industry Transport Household

11%

Service

42%

Agriculture

Household Service Agriculture Non-energy

consumption Non-energy consumption

Figure 4: Petroleum import and consumption in Belgium, 2010

27% 8%

Figure 2 | 3: Total energy consumption in 2010 | Electricity generation in 2010 24

Wasted Energy As described above, the ‘Sandwich’ dilemma that Antwerp faces now seems no satisfying solution. However, if we put our focus broader, a breakthrough can be discovered in another dimension -- the ‘Wasted Energy’. It is unconspicuous to notice but stores giant potential. The energy in Antwerp is wasted in a broad aspects, but can mainly be grouped into five categories.

Besides the risk of national energy shortage, Antwerp has a more urgent situation due to the population projection elaborated in LAB XX, which expects a population increase of 100,000 by 2030 in Antwerp. This is a moderate scenario which is quite reliable by analyzing the trend since 2006 6 . Thus, on one hand is the provision crisis of energy in the future, on the other hand is the increasing demand of energy consumption.

Wasted energy from Mobility First is the energy loss from Mobility. Mobility is the biggest oil consuming sector, 42% of the total petroleum in Belgium (Fig. 4) and 60% in whole Europe (Fig. 6). Surprisingly, the energy efficiency in the transportation sector is extremely low, only 20.7% (Calculated from Fig.6). Almost 80% is lost and emitted into the atmosphere, together with CO2 and other polluting gas.

Figure 6: EU-27 streamlined energy flow and efficiency, 2006

Wasted energy from Household heating Natural gas consumption per sector

6% Electricity production

31%

22%

Car production Industry Service

Electricity production

Car production Agriculture

11%

Industry

ServiceHousehold Agriculture

Non-energy consumption

26%

Household

Non-energy consumption

Figure 5: Natural gas import and consumption in Belgium, 2010

Second is the energy loss from the heating system in households. According to the “Energy Consumption Survey for Belgian households”7, in the Flemish region including Antwerp, for an average dwelling, 104m2 out of 222m2 require heating which lasts from September till March in general; and the sources that are used for heating, 61% is natural gas which corresponds with Figure 7 that the third biggest natural gas consuming sector is households. The severity of energy loss from the heating system can be seen through the Thermographic Map (Fig. 8) which was taken on March 16th, 2009 by the camera installed on the plane. From this map, the circumstances of the roof insulation can be easily observed, as well as the heat loss through the roof. The redder the colour is, the more heat leaks. The more blue, the less leak. What also can be seen from the map is the importance of vegetation to the city. The temperature of all the concrete roads is higher while the temperature of urban parks and open green spaces is much lower, which alleviates the “Heat Island Effect”.

2% 1% 1% 8% 27%

Electricity

61%

Natural gas Fuel oil Coal Wood Others

Figure 7: Energy sources for household heating in Flanders, 2010

In household sector, the heat loss through uninsulated roofs and walls is the main means. Figure 9 shows that 30% of the heat in the house is lost through the roof, 25% through walls, 15% through doors and windows, another 15% through floors and basements and last 10% through thermal bridges. And in Flanders, only 68% have complete roof insulation, 20% have complete floor insulation and 34% have outer wall insulation8 . The poor insulation-situation worsens the heat loss. Another urgent issue related to energy loss in household heating is the “Heating System”. In Flanders (including Antwerp), 76% of the heating is provided by individual installation for central heating; only 8% is collective installation9. And district heating system hasn’t appeared in Antwerp10. Compared to individual heating system, district heating system can save 45% fuel consumption11.

Wasted energy from Sewage Third is the wasted energy in the sewage system. Nowadays, as can be seen from Figure 10, the sewage system in Antwerp is a mixed sewage system, which delivers both the rain water and the waste water that decreases the dealing capacity of waste water treatment in the plants which are distributed in each district (Fig. 11). Take the Antwerp South WWTP as an example. Its dry weather flow dealing capacity is 34,200m3 12 . In present situation, it can serve 171,000 inhabitants13. If the rain water is separated from the waste water, then it can serve 228,000 inhabitants (Calculated from 12 and 13), 33% more. Also, since the waste water can be divided into black water and grey water, in which the former kind can be collected and processed through anaerobic digestion to produce biogas that can serve for heating, electricity and mobility; the latter kind can also be recycled through heat pumps to provide heating, since the temperature of the grey water is considered to be warmer than the 3.8 14. environment MWh/yearb 1

20.6

MWh/year 75 m2 average household = 2.175 people

435

kg/year 4 (1.2 kg/day)

44%

incinerated

191.4 kg/year

34% recycled

21%

composted

landﬁlled

547.5 lt/year 5 (1.5 lt/day)

40.15

10.95

16.06

6.2

(110 lt/day)

(30 lt/day)

(44 lt/day)

(17 lt/day)

tons/year 6

54.75

28%

(150 lt/day)

72%

tons/year 10

tons/year 8

average person

Figure 9: Heat loss through uninsulated surfaces 28

tons/year 7

Figure 10: Amount of waste that one average person generates per day 1,2 3 4 5

Eurostat, Energy Consumption Survey for Belgian households, 2010 LAB XX, p 20 Eurostat, Municipal Waste Generated per Capita per year in Belgium in 2014 (http://appsso.eurostat.ec.europa.eu/nui/show.do) Hamburg Water Cycle (http://www.hamburgwatercycle.de/index.php/blackwater.html)

tons/year 9

Figure 8: Thermographic map of Antwerp, 2009 29

Figure 11: Mixed sewage system in Antwerp 30

Figure 12: WWTP (waste water treatment plant) and capacity in Antwerp 31

15 0

Wasted energy from Organic Waste Fourth is the wasted energy in the organic waste. An average person generates 191.4kg (Fig. 10) residual waste per year. Also in one supermarket, there is 135kg of food waste every week (Fig 14). Now the dealing of these organic waste is mainly burning in the incinerator and the energy of the burning process is not utilized efficiently for heating or electricity, which means the energy in the organic waste is wasted. Also in the case of supermarkets, heat loss from the refrigerators is another energy source for household heating. 5

Wasted energy from Industries

Figure 13: One typical supermarket in Antwerp

Fifth is the energy loss from the Port of Antwerp. As aforementioned, the Port of Antwerp is now the energy hub, even for the whole country. The energy loss from the power plants such as the Doel nuclear power plant and the natural gas stations (Fig. 6) is quite a lot. According to the energy efficiency map from European Commission in 2006, 23.7% is wasted in the form of heat from the power plants, and 33% is lost when converting into electricity and during distribution. What is also significant in Antwerp is the energy loss from the petrochemical industries. As the biggest integrated chemical cluster in Europe, the wasted heat that is generated during the production is also a big amount15.

Figure 14: Flows of the supermarket

Figure 15: Organic waste in Antwerp: case of supermarket

Mobility

Congestion & Pollution In the previous sub-chapter, the energy loss in mobility is analyzed. In fact, the mobility issues in Antwerp are not only about the energy loss, but also about the congestion and pollution caused by the traffic flows. We can see the severity of congestion in Antwerp from Figure 16. The specific ring road in Antwerp and the radical stretching highways all lead to different big cities such as Rotterdam, Hasselt, Eindhoven, Brussels and Gent. All the vehicles that do intercity communication have to pass through Antwerp by using the ring, which means the intercity traffic is mixed with the local traffic. Actually, the intercity connections are very frequent concerning the terminal that are connected. The real average daily commuting numbers from each highway are shown in Figure 17. What can be also deduced is that traffic from the directions of Gent, and Hasselt is the highest, followed by the traffic from the directions of Brussels and Rotterdam.

Figure 16: Traffic congestion in Antwerp in different time of a day 34

Thus, it is not hard to imagine which roads face more risk of congestion in Antwerp. The three maps of Figure 16 show the congestion in different time of a day. The Ring road in the majority of the day is very busy, especially the southeast part. The other branches are busy mainly during work-commuting time. And the highways that connect with Gent and Hasselt have more congestion problems.

Another issue accompanying with energy loss is pollution. Figure 18 and 19 illustrate the noise pollution and NOx pollution. In the noise aspect, the port of Antwerp and the ring are the most severe area; and in the air pollution aspect, all the ring area is the most polluted area and the pollution also spreads outwards and affect the surroundings. What is more astonishing is a recently proven fact that the proximity to motorways within a certain distance can induce lung capacity reduction, anxiety and depression, and even deaths from heart and lung disease16 .

Figure 17: Current traffic flows in Antwerp 35

Figure 18: Noise pollution in Antwerp 36

Figure 19: NOx pollution in Antwerp 37

Exploring Alternatives - Energy from Waste? After understanding the forces and regional flows tied to the current systems of energy, mobility and waste in Antwerp, the issues mentioned above are going to apply more pressure on the city as the densification process takes place. Thus it is important and urgent to explore alternatives to alleviate the influence that will be brought by the closure of nuclear power plants, reduction of fossil fuels and population increase in the approaching future. Wasted energy in mobility As to the extremely huge energy loss in the mobility sector, the way that vehicles use petroleum has to be renovated. The energy loss, accompanied with the air pollution and greenhouse gas emission, has to be mitigated. The solutions can be: 1), improve the energy efficiency when burning the petroleum such as storing the excess energy in a Tesla battery which after being charged can be taken out and serve for household appliances; 2), shift to more environmentally friendly fuels which don’t rely on unsustainable fossil fuels. Possible alternatives can be biogas, biofuel or electricity. Biogas can be generated through anaerobic digestion from human waste, organic waste and biomass which are all sustainable and carbon neutral. Biofuel is mainly produced with the help of algae. Electricity here is mainly generated from renewable energy. 3), reduce the use of private cars within urban districts by improving public transportation network, promoting car-sharing and alter the profile of the streets from car-oriented to human-scale infrastructure. Wasted energy in household In household scale, there are several alternatives according to different ways of energy loss. 1, heating sources should gradually reduce the use of natural gas and replace with biogas and grey water that are from human waste and food waste which are elaborated in the following paragraphs. 2, insulation should be encouraged to cover the whole roof, outer wall and preferably also floors. 3, promote district heating system to replace individual heating system.

Wasted energy in sewage The big energy potential hiding in the waste water should be utilized to support the heating for households. First of all is to separate waste water from rain water in order to increase the capacity of the WWTP. Second is to sub-separate black water from grey water, of which the former is collected and digested in decentralized biodigestors to generate biogas and the latter is recycled through heat pumps. Wasted energy in organic waste

A combination of the alternatives mentioned above, with the theory of Alan Berger on Systemic Design 18 has the potential to lead to a radical shift in the 20th century belt. This, however can only be achieved if we adopt a more ecological approach to urbanism, based on minimizing waste, closing circles and creating synergies between the systems of mobility, waste and energy. The fourth chapter of this thesis investigates how those principles can result in the development of specific strategies. Prior to that, however, it is necessary to zoom in to the 20th century belt, in order to explore and interpret its local realities and spatial qualities that suggest the need and potential for a future transformation.

The organic waste can be reused in a cascading order. Those that are still edible (e.g. food that is close to expire date from the supermarket) can go to the community restaurant and serves people in a cheaper price; those that are compostable (e.g. vegetables, biomass) can be collected and composed in a certain place and serves as organic fertilizer for urban agriculture; those that are not compostable (e.g. meat, fish, residual food), with the help of biodigestors, the organic waste that is collected from households, restaurants and supermarkets etc. can be converted into biogas in bigger scale which can be used for heating, electricity or transportation. Also, the surplus heat from the refrigerators in supermarkets can also be channeled into district heating networks and serves the proximate neighbourhoods 17. Wasted energy in industries The energy loss in the Port of Antwerp, although it has a large capacity 15, the main obstacle lies in the difficulty in collection and distribution. It will be a very costly infrastructural urban project only in distributing the heat throughout the whole Antwerp, not to mention the negotiation with all the industries and persuade them collecting the residual heat. The solution for this dilemma is to apply the principle of proximity, which means collecting and recycling within adjacent neighbourhoods. It requires much less investment, shorter implementation period and less energy loss in the distribution. Current cases can be found in Antwerp already. The new sustainable projects are “Bluegate Antwerp” and “Nieuw Zuid”, both of which use the residual heat from the industries nearby for household heating.

Sources 1. ENTSO-E, ‘Detailed monthly production for a specific country and for a specific range of time [online] Available at: https://www. entsoe.eu/db-query/production/monthly-production-for-a-specificcountry [Accessed on 12th February, 2016]

9. Eurostat, ‘Energy Consumption Survey for Belgian households, 2010’ in ‘Figure 25, pp. 47’, [online] Available at: http://www2. vlaanderen.be/economie/energiesparen/doc/Eurostatenquete_ onderzoeksrapport.docx [Accessed on 21st February, 2016]

16. Flanderstoday, ‘Covering Antwerp Ring will save lives, say doctors’, [online] Available at: http://www.flanderstoday.eu/currentaffairs/covering-antwerp-ring-will-save-lives-say-doctors [Accessed on 1st May, 2016]

2. ‘Average electricity consumption in a typical Belgian family is 3.8 MWh/year’, explained by Eurostat, ‘Energy Consumption Survey for Belgian households, 2010’, pp. 73, [online] Available at: http://www2. vlaanderen.be/economie/energiesparen/doc/Eurostatenquete_ onderzoeksrapport.docx [Accessed on 21st February, 2016]

10. The project of ‘Nieuw Zuid’ in Antwerp, will build a first district heating system by recycling the residual wasted heat from the industries. [online] Available at: http://www.kelvin.solutions/en/ blog/green-heat-will-be-integral-part-flemisch-government-energypolicy [Accessed on 12th February, 2016]

3. FANC, ‘Regulations’ [online] Available at: http://www.fanc.fgov.be/ nl/page/reglementering/11.aspx [Accessed on 2nd June, 2016]

11. LUND, H., MÖLLER, B., MATHIESEN, B.V., DYRELUND, A., ‘The role of district heating in future renewable energy system’, in: Energy 2010 (35), pp. 1381-1390

17. The supermarket chain SuperBrugsen in Høruphav, Denmark, does not only supply fresh groceries to the local residents. It also supplies heat. ... Calculations show that the surplus heat from SuperBrugsen will supply 16 standard homes of 130 m² annually with environmentally-friendly district heating’, explained by State of Green_Join the future. Think Denmark, ‘Supermarket keeps neighbours warm with surplus heat’, [online] Available at: https:// stateofgreen.com/en/news/supermarket-keeps-neighbours-warmwith-surplus-heat [Accessed on 20th April, 2016]

4. Engie Electrabel, ‘Extension of Doel 1 and Doel 2: what is right and what is not?’, [online] Available at: http://corporate.engie-electrabel. be/nl/nieuws/verlenging-van-doel-1-en-doel-2-wat-is-juist-en-watniet/ [Accessed on 2nd June, 2016] 5. Port of Antwerp, ‘POA-1635_Boe_Investeringsgids_Chemie_ perpagina’, [online] Available at: http://www.portofantwerp.com/ sites/por tofantwerp/files/imce/POA-1635_Boe_Investeringsgids_ Chemie_perpagina.pdf [Accessed on 25th May, 2016] 6. SMETS, Virge & VANOBBERGEN Toon & VERHAERT Isabelle, LAB XX: Opting for the 20th Century Belt, Antwerp: City of Antwerp, 2015, pp. 14-20 [online] Available at: http://www. ruimtelijkstructuurplanantwerpen.be/downloads/LABXX_EN.pdf [Accessed on 15th February, 2016] 7. Eurostat, ‘Energy Consumption Survey for Belgian households, 2010’ in ‘Figure 7, pp. 33’, [online] Available at : http://www2. vlaanderen.be/economie/energiesparen/doc/Eurostatenquete_ onderzoeksrapport.docx [Accessed on 21st February, 2016] 8. Eurostat, ‘Energy Consumption Survey for Belgian households, 2010’ pp. 35-38, [online] Available at: http://www2. vlaanderen.be/economie/energiesparen/doc/Eurostatenquete_ onderzoeksrapport.docx [Accessed on 21st February, 2016]

12. CFE EcoTech, ‘Daily dry weather flow data’ [online] Available at : http://en.cfe-ecotech.be/references-ecotech/reference-list/projetsf inis/station-d%E2%80%99epuration-d%E2%80%99anvers.aspx [Accessed on 5th March, 2016]

18. BERGER, Alan, ‘Systemic design can Change the World Lecture by Alan Berger’, in: Systemic Design can Change the World, Amsterdam: SUN, 2009, pp. 10-39

13. ‘An average person generates 150lt of waste water per day. This is higher than the amount of water used daily (120 liters), because of also taking into account the sanitary water from schools, hospitals, SMEs ...’, explained by Aquafin, ‘Aquafin’ [online] Available at: http:// www.aquafin.be/nl/indexb.php?n=9&e=43&s=48 [Accessed on 5th March, 2016] 14. ‘In urban areas, the wastewater pipes convey a water temperature that ranges from 13 degree to 20 degree during the year… can be used for heating and cooling via heat pumps’, explained by TramStore 21 Report: Building sustainable and efficient tram depots for cities in the 21st century | Heating Pumps [online] Available at: http:// w w w.tramstore21.eu/sites/default /f iles/brochures/ Tramstore_ Publication_ENG_DVD_v2.pdf [Accessed on 27th May, 2016] 15. ‘It is estimated that the wasted heat in the Port of Antwerp, if all collected and reused in 100% efficiency, can meet the demand of 8 Antwerps in electricity or 1.5 Antwerps in heating (Households consumption only) in the status of 2030’, explained by Port of Antwerp, ‘Port of Antwerp’, [online] Available at: http://www. portofantwerp.com/en/focus-energy-efficiency [Accessed on 12th February, 2016] 41

Figures Figure 1: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 4th April, 2016] Figure 2: Made by authors _ Data found at: Economie, ‘EnergieObservatorium Kerncijfers 2010’, pp. 4, [online] Available at: http:// economie.fgov.be/nl/binaries/Kerncijfers-2010_0367-12-01_tcm325166226.pdf [Accessed on 12th February, 2016] Figure 3: Made by authors _ Data found at: ENTSO-E, ‘Detailed monthly production for a specific country and for a specific range of time, [online] Available at: https://www.entsoe.eu/db-query/ production/monthly-production-for-a-specific-country [Accessed on 12th February, 2016] Figure 4: Made by authors _ Data found at:

Figure 7: Made by authors _ Based on: Eurostat, ‘Energy Consumption Survey for Belgian households, 2010’, pp. 38, [online] Available at: http://www2.vlaanderen.be/economie/energiesparen/ doc/Eurostatenquete_onderzoeksrapport.docx [Accessed on 21st February, 2016] Figure 8: Edited by authors _ Base map found at: Eurosense, ‘Aerial thermography of Antwerp and 20 surrounding municipalities’, [online] http://zoominopuwdak.antwerpen.be/ [Accessed on 4th March, 2016 with the help of Stijn Claes] Figure 9: Made by authors _ Data found at: Electrabel CoGreen, ‘Duurzaam energieverbruik’, pp. 11, [online] Available at: https:// www.engie-electrabel.be/nl/cogreen [Accessed on 15th February, 2014]

Up: IEA, ‘Oil & Gas security_Emergency response of IEA countries, 2010’, pp. 15, [online] Available at: https://www.iea.org/publications/ freepublications/publication/belgium_2010.pdf [Accessed on 13th February, 2016]

Figure 10: Made by authors _ Data found at: Eurostat, ‘Energy Consumption Survey for Belgian households, 2010’, [online] Available at: http://www2.vlaanderen.be/economie/energiesparen/ doc/Eurostatenquete_onderzoeksrapport.docx [Accessed on 21st February, 2016]; SMETS, Virge & VANOBBERGEN Toon & VERHAERT Isabelle, LAB XX: Opting for the 20th Century Belt, Antwerp: City of Antwerp, 2015, pp. 20, [online] Available at: http://www.ruimtelijkstructuurplanantwerpen.be/downloads/ LABXX_EN.pdf [Accessed on 15th February, 2016]; Eurostat, ‘Municipal waste generated per capita per year in Belgium in 2014’, [online] Available at: http://appsso.eurostat.ec.europa.eu/ nui/show.do [Accessed on 15th February, 2014]; De Watergroep, [online] Available at: https://www.dewatergroep.be/nl/content/79/ gezinnen.html [Accessed on 15th February, 2014]; Aquafin, [online] Available at: http://www.aquafin.be/nl/indexb.php?n=9&e=43&s=48 [Accessed on 5th March, 2016]

Down: Economie, ‘De energiemarkt in 2010’, [online] Available at: http://economie.fgov.be/nl/binaries/De_energiemarkt_in_2010_ tcm325-227346.pdf [Accessed on 14th February, 2016]

Figure 11: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 4th April, 2016]

Figure 6: Edited by authors _ Base map found at: Sankey diagrams, ‘European Energy Flows Sankey’, [online] Available at: http://www. sankey-diagrams.com/tag/europe/ [Accessed on 12th February, 2016]

Figure 12: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 4th April, 2016]

Up: IEA, ‘Oil & Gas security_Emergency response of IEA countries, 2010’, pp. 7, [online] Available at: https://www.iea.org/publications/ freepublications/publication/belgium_2010.pdf [Accessed on 13th February, 2016] Down: Economie, ‘De energiemarkt in 2010’, [online] Available at: http://economie.fgov.be/nl/binaries/De_energiemarkt_in_2010_ tcm325-227346.pdf [Accessed on 14th February, 2016] Figure 5: Made by authors _ Data found at:

Figure 13: Made by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 May 2016] Figure 14: Made by authors _ Data provided by Rosso Caterina & Van de Maercke Carmen during the workshop ‘Flows & Space: Workshop on a transformation of a Supermarket’, Antwerp, 25-26 April 2016 Figure 15: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 4th April, 2016] Figure 16: Made by authors _ Data provided by Ketema Israel, Sommers Glenn & Timmers Charlotte Figure 17: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]; Data found at: ‘Mobiliteit in Ringland’, [online] Available at: http://content.ringland.be/studies/rapport-mobiliteitRingland-Vectris.pdf [Accessed on 5th May, 2016] Figure 18: Edited by authors _ Base map provided by Ketema Israel, Sommers Glenn & Timmers Charlotte Figure 19: Edited by authors _ Base map provided by Ketema Israel, Sommers Glenn & Timmers Charlotte

| Image & Impressions of the 20th Century Belt ||

Amenities

||| Tissue & Street Typologies

03. CONTEXTUALIZING THE 20TH CENTURY BELT Detecting Spatial Qualities & Possibilities

|||| |||||

Mobility & ‘Wasted’ Space

Towards a more resilient 20th century belt?

Image & Impressions of the 20th Century Belt After ‘Scanning’ the city of Antwerp in Energy, Waste and Mobility which presents a holistic view on problems in current situation and an overall grasp of the challenges that accompany with future densification in a big scale, we feel the necessity to go a step further: contextualizing the 20th century belt. The contextualization starts with fieldtrips. Different from observing the city from “top-down”, fieldtrips offers the images from “bottom-up”. Impressions emerge from different contexts and what we have experienced. This is a very important process, especially for the 20th century belt which, different from the center that has a monotonous urban environment, has more diverse and complex developing trajectories and circumstances. The diversity and complexity are also proved by the fieldtrips. As can be seen from Figure 1, the fieldtrip began from the central station where people, if not with cars, arrive at. The starting point of experiencing the 20th century belt was at Luchtbal after walking through the dense neighbourhoods and narrow streets in the center. The first and also most impressed image of the 20th century belt was the emptiness and giant scales that jumped into our eyes: The highrise towers, the proximity to the Port of Antwerp and big industrial platforms, unfriendliness to pedestrians and cyclists, oversized infrastructures and recent constructions. All of them are telling a different story and presenting another face of Antwerp. Everything is of bigger size. Busy traffic, big parking lots and giant infrastructures also cut off the connections between neighbourhoods, thus causing social segregation in this district. Summary: high monotonicity in urban tissue, strongly car-oriented and oversized infrastructure, excessive parking, lack of amenity. Densification: very feasible

a: Highrise towers and big roads

b: Oversized infrastructure

c: Giant and monotonous urban tissue

Activation: very necessary Social segregation: high

tram

foot bus

d: Excessive parking 46

1st fieldtrip 2nd fieldtrip

Figure 1: Fieldtrip trajectories 47

After Luchtbal, we came to Deurne by tram. Tram station is underground and not combined with other activities such as commerce or business. The north part of Deurne is a mixed urban tissue consisting of industries and dwellings. There are quite a lot of obsolete workshops in this area. Housing typologies are of monotonicity. On the ground floor, most of them are garages. Public spaces are apparently lacking and houses are mainly between 2 and 3 floors’ high. In the mobility aspect, streets between the dwelling blocks are narrow and, in the majority of the cases, are full of cars parking on sides. Big roads mainly lead to the center or the ring, which are quite oversized with wasted green stripe in the middle.

South of Deurne lies the Rivierenhof Park, which is a very big and lively park. Sports field, forests, lakes, rivers can all be found there. It is an attractively recreational park. It is also very accessible due to the trams on the north, east and south.

e: Obsolete workshop

Summary: monotonous urban tissue, car-oriented, excessive parking, lack of amenity. Densification: feasible Activation: very necessary Social segregation: low

The center of Deurne district is in the south, where there are more amenities and public space than the north. Housing typologies are more diverse as well: closed blocks, open blocks with pitched roof and highrises. On the ground level, despite of still there being a lot of garages, more activities can be found, for instance, shops, offices and public services. In the mobility aspect, primary roads are quite oversized with parking either on both sides or in the middle. Secondary roads are narrower but still have plenty of parking in front of the thresholds. Traffic mainly concentrates in the roads that lead to the center and ring. Two trams and several buses pass through this districts, so accessibility is convenient. Summary: diverse urban tissue, car-oriented infrastructure, excessive parking, good accessibility.

f: Secondary roads occupied by parking

After Rivierenhof Park, we took a bus to reach South Antwerp, Wilrijk. There is no tram directly going inside the 20th century belt and buses are relatively few. The image of South Antwerp is again very different from the center, the North and the East. Housing typologies are quite homogeneous, consisting of mainly private single family houses and open neighbourhoods. It is very easy to tell the strong impact of the “Garden City”. Because of this special circumstance, the density in this district is very low; On the ground floor, much bigger plots division and land occupation can be easily observed. Beautiful and green front yards provide a pleasant environment, however, spontaneously also block the potential interaction. Cars park in private front yards instead of on the roads; It is a very quiet neighbourhood with quite few cars and thus, the roads are too wide for only pedestrians. Interestingly, the forts in the south are transformed into beautiful parks, or sports field. Summary: monotonous urban tissue, very low density, oversized infrastructure, bad accessibility, beautiful landscape

i: Rivierenhof Park

j: Oversized infrastructure

Densification: very potential Activation: very necessary Social segregation: high

g: Oversized infrastructure & low houses

k: Individual private house with fenced front yard

Densification: quite feasible Activation: necessary (especially to the secondary roads) Social segregation: very low

h: Amenity (Park & Library) 48

l: Park in the Fort 49

A second fieldtrip we went started from the â&#x20AC;&#x153;Garden Cityâ&#x20AC;? and then westwards. Housing typologies in Hoboken and Kiel district are quite diverse: collective neighbourhoods, open neighbourhoods, high-rise towers and generic blocks. As to mobility aspect, it is quite accessible through the two tram lines. Primary roads are too wide and very unfriendly to pedestrians and cyclists. Road parking is as common as the other places in Antwerp. Nevertheless, traffic jams easily appears in roads where the trams are mixed with cars. What is unique in this district through our experience is that: 1) there are a lot of public spaces and amenities such as stadium, parks, colleges, etc; 2) Ground floor interactions are very active in some streets, which is also illustrated in the amenity map (Fig. 3). Especially in Kiel, commercial activities are quite spread; 3) Density in this district is very variable according to the housing typologies. In average, Kiel is denser due to the large amount of highrises and ground floor commercial activities. 4) Kiel has a very strong identity due to the concentration of Muslim immigrants, which causes a severe social segregation in this area. Summary: diverse urban tissue, car-oriented infrastructure, good accessibility, traffic congestion, active ground-floor interaction Densification: feasible

m: Amenity -- Sports center

n: Neighbourhood of immigrants

Activation: necessary Social segregation: very high

o: Active commercial interactions

p: Empty tramline VS Congested cars 50

Figure 2: 2nd time fieldtrip trajectory 51

Amenities Amenity is an important and essential element to evaluate the urban quality because itâ&#x20AC;&#x2122;s closely related to everyday life: Commerce such as supermarkets, restaurants, shops; Offices; Cultural services such as libraries, cinemas and museums; Public services such as hospitals, schools, youth centers and elderly centers; Stadiums and sports fields. An important aspect to the further development of the 20th century belt lies on improving the level of accessible amenities 1. Compared to the center of Antwerp, the amenities in the 20th century belt are less but still acceptable 2 . Figure 1 shows several types of amenity: hospital, education, public service, supermarket, commerce and sports. What we can tell from this amenity map are: 1, there is a lot of open space in 20th century belt, the distribution of which, as described in LAB XX, records â&#x20AC;&#x153;the urbanization process of systematic conversion from rural to urban areaâ&#x20AC;?. The structure of the open space was formed and protected through this process and also contributed to build the identity 3; 2, schools are evenly distributed within the 20th century belt; 3, supermarkets are also distributed evenly; 4, amenities are more concentrated in the center of each district, which can be easily perceived by looking at the commercial aspects (shop clusters); 5, places for activities, in the majority of the 20th century belt, are lacking which is the main disadvantage of living in 20th century belt. For example, there is no shops or restaurants in most of the streets in the 20th century belt except several specific shopping streets.

Figure 3: Amenity map in 20th century belt 52

Tissue & Street Typologies Tissue typologies

The fieldtrips makes the fact more clear that in 20th century belt, although each district has its own characteristics, still has some common aspects. From the experience of the fieldtrips, we can easily tell those common aspects: oversized infrastructures, excessive parking, low houses and no active interaction on ground floor. A lot of potentials can be identified when combined with the densification story that is elaborated in the second chapter. Thus, in order to know how to densify on the existing footprint and how much height is proper to go up, it is important to understand what the situation now in the whole 20th century belt is. The proportion of the height of buildings on two sides to the width of the street in the middle is very crucial in creating a good atmosphere for people in the street. When HWP (Height to Width Proportion) becomes 1, which means the height of the buildings is as big as the width of the street, the feeling of the street is optimal as a pleasant human scale 4. Therefore, the tissue typologies and street typologies are both necessary to analyze for future densification.

Figure 4: Tissue typologies within 20th century belt 54

The tissue types in the 20th century belt can be classified as 6 types, based on the height and dimension of the buildings, the openness of the block and the constitute of the neighbourhood. All these types are shown together in Figure 5. They are 1) Lowrise houses – stripe & collective; 2) Lowrise houses – open neighbourhood; 3) Highrise houses – stripe & tower; 4) Big platforms; 5) Garden city; 6) Generic blocks.

Lowrise -- stripe & collective

Lowrise -- open neighbourhood

Big platforms

Garden city

Highrise

Generic block

Figure 5: Six tissue types 56

Lowrise -- stripe blocks

This type of housing tissue has several specialties: The buildings are constructed in rows and the block is not a closed shape. Sometimes, the boundary of the block is even blurred; Also, they are usually built in groups and form a specific neighbourhood; They are mostly the same height, 3 floors, with a flat roof. Because of developed in the same time, their façade also have large similarities. On the ground level, beside of the private back yards, private cars occupy the majority of the space. As we can see from the picture, both sides of the road are for parking and almost every house has a garage on the ground floor. We can also deduce from the appearance and array that this type of houses were relatively more recent developments. And the characteristics of this housing type – 3 floors’ high, flat roof, low density – indicate a great potential for densification taking place.

Figure 6: Example_aero view

Figure 7: Example_google street view

How much can we densify? Take this neighbourhood here as an example. From the section (Fig.8), we can tell that the street between houses is around 8 meters. However, the width of the street in this case should also include the front yards. So actual width is 20m. The buildings now are 10m high, thus the potential capacity for densification is 3 floors more.

Figure 8: Example_plan (up) | section (down)

Figure 9: Tissue typologies _ Lowrise -- stripe blocks 58

Lowrise -- open neighbourhood This type of housing tissue has several specialties: The buildings were built by different investors and the block that they form is not a closed shape, although openness of which is now filled with garages; The height of this housing type is mostly 3 floors, with a pitched roof; their façade also have large similarities, which is in red brick color. Because they are all single family houses, all of them have a big front yards and bigger back yards. Some of the front yards are decorated with plantation while some are private parking lots. As we can see from the picture, although all of the houses in this typology provide space for parking inside the plot, there are still a lot of cars parking on the road. This type of houses were built earlier than the previous type, which can be identified from the more traditional and softer façade and the traditional roof structure. Characteristics of this housing type -- 3 floors’ high, pitched roof, single family house and low density – indicate a big potential for densification.

Figure 10: Example_aero view

Figure 11: Example_google street view

How much can we densify? In this specific typology, from the section (Fig. 12), we can tell that the width between houses is around 18 meters. The buildings now are 9m high, thus the potential capacity for densification is 3 floors more. However, densification in this typology will encounter several difficulties. For instance, since the houses are single family houses, it will be much more difficult, compared to the previous type, to persuade them allowing building on top; the roof structure is another issue. Different from flat roof, pitched roof with dormer is much more complicated and to densify on top, this roof has to be dismantled at the beginning which for sure brings huge inconvenience to both the owner and the investor.

Figure 12: Example_plan (up) | section (down)

Figure 13: Tissue typologies _ Lowrise -- open neighbourhood 60

Highrise -- stripe & tower Highrises are not a lot in Antwerp, like flowers dotting on the green carpet. However, they are not ignorable. They represent a specific type of urban tissue which is very important for analyzing the development of the city. Highrises can mainly be found in two areas which are extremely opposite to each other. One is on the edge of the city where the space is more generous and open. Therefore the negative impact and pressure that the highrise put on the surrounding is minimized. In this circumstance, the highrises are usually towers which are more than 10 floorsâ&#x20AC;&#x2122; high; Another is exactly in the busy urban area where the profit is maximized by building higher. It can be beside a busy street or facing a central park. In this situation, the highrises are usually in stripes which, in Antwerp, are between 6 floor and 8 floorsâ&#x20AC;&#x2122; high. Due to the different motivations behind to build the highrises, the environment and characteristic are also quite different. Highrise towers occupy much bigger plots, most of which are filled with trees and vegetation, as Figure 15 shows. Ground floor is mainly for entrance, together with parking lot. The whole plot is rarely utilized and the average density is lower; Highrise stripes occupy almost the whole plots. Ground floor is mainly for commercial activities. Shops, restaurants and services are quite a lot. Plantation or vegetation is very little. In some cases, there are also some garages in the back of the buildings. Generally, density in this condition is higher.

Figure 14: Example_aero view

Figure 15: Example_google street view

Figure 16: Example_plan (right) | section (down)

Thus the characteristics of this housing type indicate little potential for densification. The former type needs activation more than densification while the latter one needs improvement.

Figure 17: Tissue typologies _ Highrise -- stripe & tower 62

Big platforms This type of urban tissue is consist of flat and low buildings which are of big dimension. It can be industrial platforms, supermarkets, parking structures or the big constructions inside the housing blocks. This building typology is very common in Antwerp (Fig. 21) due to the morphology of the blocks. Majority of the neighbourhoods are consist of closed blocks which are formed by houses on the edges, leaving the middle part vacant. If the block is small, the middle part will be distributed to each house as their backyards, and if the block is big, certain activity will take the place. The activities can be very diverse, such as industries, ground parking, schools or even sports fields. The characteristics of this tissue type â&#x20AC;&#x201C;large dimension, low density, widely existing-- indicate a big potential for densification.

Figure 18: Example_aero view

Figure 19: Example_google street view

Figure 20: Example_plan (right) | section (down)

Figure 21: Tissue typologies _ Big platforms 64

How much can we densify? In this typology, densification methods can be very variable based on the milieu. Industrial platforms inside the blocks can be resettled or shrinked to leave more semi-public space for the residences in the block. Supermarkets can shrink in the future due to new concept of shopping such as digital shopping. The vacant space, together with the ground parking lots which are also the property of the supermarkets, can be reclaimed and serve the neighbourhoods. Big platforms outside the blocks can be renovated and add more buildings on top. Figure 25 demonstrates the generality of the â&#x20AC;&#x153;Big platformâ&#x20AC;? in the 20th century belt. And pictures on the right illustrates some other types of the big platform inside the block. Sports filed (Fig. 22), parking building (Fig. 23) and mix of supermarekets, hospital and post office (Fig. 24).

Figure 22: Example_aero view

Figure 23: Example_aero view

Figure 24: Example_aero view

Figure 25: Tissue typologies _ filled blocks 66

Garden city This type of housing has several specialties: The buildings were designed and built in a very conventional style, and in most cases occupy large plots; the blocks that are constituted don’t have a solid border, and most of the area is with well-maintained private gardens. The height of the buildings is no more than 3 floors, with big pitched roofs; their façade are of big diversity. Since almost every house is located in a big plot, the garden is very big, which sometimes surrounds the houses(Fig. 27). Road parking is rarely seen in this neighbourhood because of the excessive private space and extremely low density. However, the width of the roads is no less small than the previous two. We can also deduce that this type of houses were built quite early, compared to the other types; still in good quality and wellmaintained; and the people who live in this neighbourhood is, in average, richer than those living in other types of neighbourhood.

Figure 26: Example_aero view

Figure 27: Example_google street view

So the characteristics of this housing type – maximum 3 floors’ high, big pitched roof, extremely low density and large area of green – indicate a giant potential and spatial quality for densification taking place. However, how much can we densify? It is not that optimistic based on the current condition. The extremely low density and very good environment are due to the fact that the big plots are all private property of single families who are quite rich. People choose to live here because of the calm and good environment. They don’t have the motivation to build higher houses and may even be against shrinking their private gardens. Therefore, although densification seems quite possible and necessary to be implemented in this typology, it is not feasible in reality. What’s more, the area of this type of urban tissue is quite limited. Figure 28: Example_plan (up) | section (down)

Figure 29: Tissue typologies _ Garden city 68

Generic blocks As mentioned in the big platform typology, a generic block in Antwerp refers to a closed block formed by private houses with only backyards inside. This type of blocks, in most cases, are small and the height of the houses ranges between 2 floors and 4 floors. Since the houses were built by different investors and in different period, the façades are very diverse in style. On the ground level, as mentioned in all the other types, parking on both sides of the roads is a very common phenomenon. As for the individual houses, some put garage on the ground floor while some make a small nice garden for the entrance (Fig. 31). We can deduce from the characteristics of this housing type – 2 to 4 floors’ high, flat roof (in most cases), low density – that it is quite potential for densification.

Figure 30: Example_aero view

Figure 31: Example_google street view

How much can we densify? Take the block shown here as an example. From the section and picture (Fig. 31 & 32), we can see that the width of the street is about 18m wide from house to house. Based on the same principle that the optimal proportion of height to width is 1, 3 more floors can be added on top. What is also standing out in the section is the 16-meter-long backyards behind each house. In order to activate the blocks, both the ground floor and the big backyards have to change and provide more space for interactions.

Figure 32: Example_plan (right) | section (down)

Figure 33: Tissue typologies _ Generic blocks 70

Tissue & Street Typologies Street typologies

Through the observation during the fieldtrips and the analysis of the tissue typology, we also realized the importance of the role that streets are playing in the 20th century belt. People commute through streets; activities happen on the streets; also the urban atmosphere is not only determined by the tissue, but also by the image of streets. The streets in the 20th century belt can be categorized into 3 groups: Narrow streets inside neighbourhoods, Streets with tram and wide streets. The classification is done based on several parameters: the width of the street which is most crucial, if there is tram or not and the parking on the street. The wide street, compared to the other two category, has a subdivision which will be elaborated in the following analysis.

Figure 34: Street typologies _ Wide street 72

Narrow street

Tram Street

This type of street is very common inside neighbourhoods. The width of this type of street is variable but usually small. Although some can even reach up to 20m, the real passage for vehicles is only 5m – 6m wide. The rest space is taken by:

This type of street is distinctive because of the tram that passes through. Nowadays, there are 13 different tramlines in Antwerp and all the streets that they pass through, no matter wider or narrower, can be classified as “Tram street”, due to the similarities listed below:

1, Parking (Fig. 35). In majority of the situation, there are cars parking on side most of the time, sometimes one side, sometimes both sides, depending on the width of the street;

Figure 35: Narrow street with parking on both sides

2, Front yard. In the case of 20m wide neighbourhood street, 5m wide front yard on both sides and parking on both sides as well.

Figure 38: Wide tram street with parking

2, The width of the street is relatively wider than the previous type. In the case of the picture, the street is 30m high, of which 8.6m in the middle is for trams.

The first situation happens in every street. The second one exists in less dense neighbourhood where streets are wider. Another characteristics of the street typology are: the underuse of ground floor, which is mostly used as garage. Ground level activities are very few in this type of street; houses on sides are usually 3 floors’ high. According to the optimal height-width proportion, there are still quite a lot space to build up.

1, Mixed with other vehicles on street but most of the time has separate paths. As can be seen in Figure 38, the tram path is usually in the middle of the street and the rest of the street is utilized by cars in different direction. Sometimes, congestion happens on the car side while the tram path is empty (Fig. 39).

Figure 36: Narrow street with front yards

3, Parking still exists on both sides of the street. 4, Ground-floor garage is fewer than the “Neighbourhood street” and more shops, offices and services can be discovered, especially around the tram stops. This happen due to the bigger flow of people who use the tram to commute.

Conclusion for improving (in priority): less parking, activation and densification

Figure 39: Wide tram street with parking

5, Houses on both sides are 3 to 4 floors’ high. Compared to 30m wide street, there is a lot of space to build up. Figure 37: Example_section

Conclusion for improving (in priority): less parking, densification, break the barrier between tram path and vehicle path, activation.

Figure 40: Example_section

Add dimensions

Wide street This type of street is very diverse in typology. Although in big width, the streets can be morphologically different. The streets are oversized mainly due to 3 reasons: 1, excessive parking on street;

Figure 41: Parking in the middle of the street

2, multiple lanes for vehicles;

In the third condition, the oversized green space in between (Fig. 45) is a big challenge. If designed and implemented in a good way, it can be the connector and catalyzer for communication and activities; if not, it cut off the connection and separate the buildings on sides, which is what the oversized green space function now. Streets in this typology are as wide as the “Neighbourhood street”, with a stripe of parking on side and quiet environment.

3, oversized green space in between In the first condition, the excessive parking enlarge the scale of the street while the height of the buildings on both sides doesn’t change accordingly. The parking can be either in the middle of the street (Fig. 41 & 43 down) or on the sides (Fig. 42 & 43 up). Streets in this condition are not primary roads and don’t have big flows. This is also the reason why houses don’t go higher. Thus the ground-level activities are quite limited.

Figure 42: Parking on both sides of the street

Figure 43: Example_section

In the second condition, the streets are the primary streets with large flows. Cars in different directions are divided into two sides and a green stripe is usually put in between (Fig. 44). On the ground level, parking is much fewer than the other types and the ground floor is more active. Shops, restaurants and services can be found more easily. However, the oversized street and the big vehicle flow hamper the interactions. Buildings on both sides are generally higher, ranging from 4 floors to 6 floors’ high. Nevertheless, compared to the width of the street, the buildings need to go higher to meet the optimal proportion of 1.

Figure 44: Wide street with green stripe in the middle

Figure 45: Wide street with oversized green space

Conclusion for improving (in priority): less parking, activation & densification.

Figure 46: Example_section

Mobility & ‘Wasted’ Space Radial city

As aforementioned in the previous chapter, the specific road structure in Antwerp and the big flows of vehicles everyday cause congestion and air pollution. Radial transportation system: As Figure 47 shows, the Ring is not a closed circle and the main roads that connect outside all end up in the Ring. Not only the roads, but also the tram network is also radial. All the trams start from the outskirts of Antwerp, passing through the 20th century belt and entering the center of Antwerp. Big traffic flow: The daily flows from the highways into Antwerp are very huge, 55,700 vehicles (Fig. 17 in Chapter 2). All the flows have to enter the Ring to get to their destination, which causes the congestion and pollution . Beside from the big flow, another issue is the fact that in the 55,700 vehicles that flow in every day, quite a lot are not entering the center of Antwerp. According to an article named “Five reasons Belgium has the worst traffic in Europe” , “the ring roads of Antwerp and Brussels are the twin centers that is impossible to evade. People travelling across the country have no option but to pass at least one or both cities, even if they don’t want to be there” 5. These traffic can be avoided if redirected to other possible routes so that the traffic of the ring can be alleviated.

Figure 47: Radial mobility system 78

Wasted space for vehicles

15 0

Wasted space for vehicles: It has already been addressed a lot of times in tissue and street analysis that there is a lot of wasted space for vehicles, such as oversized streets, ground parking lots and garages. The degree of wasted space can be understood through the map of garages in South Antwerp as an example (Fig. 50). Thus we realize that present mobility circumstance has multiple issues which are intertwined together. And the fundamental solution lies in reducing private cars.

Figure 48: Garage on the ground floor

Figure 49: Garage inside the block 10

Figure 50: Parking lot

Figure 51: Distribution of garages in the south part of the 20th century belt 81

Towards a more resilient 20th century belt? The analysis of amenity, tissue typology, street typology and mobility points out several problems and potentials of the 20th century belt, concerning spatial quality, flexibility as well as detecting possibility. Lack of space for activities, monofunctional big-volume-building, monotonous neighbourhood, oversized infrastructure, irrational transportation system and excess space “wasted” for vehicles restrict the development of the 20th century belt. However, through the fieldtrips and analysis, the 20th century belt does have its own advantages, compared to the center: quite a lot of green space and public parks; quite a lot of certain types of amenities such as supermarkets, hospitals and sports fields; quite a lot of space for future densification and convenient connection. The 20th century belt is more capable of absorbing the population growth in the future than the center, as what is suggested in Lab XX. The densification process is a big opportunity to improve and restructure the 20th century belt by keeping the advantages and amend the disadvantages. Specifically, the principles are respectively: simultaneously with densification, keeping the footprint of the current 20th century belt and organising the open space to be not only quantitative but also qualitative; creating more flexible and multifunctional amenities, revitalizing and mixing homogeneous neighbourhoods, shrinking oversized infrastructures, reshaping the mobility system and reclaiming the “wasted” space for vehicles. All the measurements cannot work alone. They are proposed to cooperate with each other to restructure the whole 20th century belt, as the disadvantages require a holistic understanding and integrated acupuncture. And the ultimate goal is “towards a more resilient 20th century belt”!

Sources 1. SMETS, Virge & VANOBBERGEN Toon & VERHAERT Isabelle, LAB XX: Opting for the 20th Century Belt, Antwerp: City of Antwerp, 2015, pp. 77, [online] Available at: http://www. ruimtelijkstructuurplanantwerpen.be/downloads/LABXX_EN.pdf [Accessed on 15th February, 2016] 2. ‘I don’t care that there is no nightlife here. I feel sufficiently connected with the city to live just a few kilometers outside of it. And it’s not that difficult to find a school here.’ Steve (38), cited by SMETS, Virge & VANOBBERGEN Toon & VERHAERT Isabelle, LAB XX: Opting for the 20th Century Belt, Antwerp: City of Antwerp, 2015, pp. 50, [online] Available at: http://www. ruimtelijkstructuurplanantwerpen.be/downloads/LABXX_EN.pdf [Accessed on 15th February, 2016] 3. SMETS, Virge & VANOBBERGEN Toon & VERHAERT Isabelle, LAB XX: Opting for the 20th Century Belt, Antwerp: City of Antwerp, 2015, pp. 36, [online] Available at: http://www. ruimtelijkstructuurplanantwerpen.be/downloads/LABXX_EN.pdf [Accessed on 15th February, 2016] 4. SD Greatstreets, CHAMBERS Walter, ‘Changing the conversation: from building heights to place making’, pp. 3, [online] Available at: http://sdgreatstreets.org/wp-content/uploads/2011/07/Changingthe-Conversation-Building-Height.pdf [Accessed on 20th May, 2016]

Figures Figure a-p: Photos taken by authors

Figure 12: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 23: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 34: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 13: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 24: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 35: Photo taken by authors

Figure 14: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 25: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016] Figure 26: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 38: Photo taken by authors

Figure 4: Made by authors

Figure 15: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 5: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 16: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 27: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 40: Made by authors

Figure 6: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 17: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 28: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 42: Photo taken by authors

Figure 7: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 18: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 29: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 44: Photo taken by authors

Figure 8: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 19: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 30: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 9: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 20: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 31: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 47: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 10: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 21: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 32: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 48, 49, 50: Photos taken by authors

Figure 11: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 22: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016]

Figure 33: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 1: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016] Figure 2: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016] Figure 3: Made by authors _ Base map and data found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

Figure 36: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016] Figure 37: Made by authors

Figure 39: Photo taken by authors

Figure 41: Photo taken by Glenn Somers

Figure 43: Made by authors

Figure 45: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 30 April 2016] Figure 46: Made by authors

Figure 51: Made by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on 25th February, 2016]

| Mobility-Waste-Energy Flows & Synergies

04. RESTRUCTURING THE 20TH CENTURY BELT Changing the Systems & Creating Synergies

Re-envisioning the ‘Big’ Mobility

||| The Timeline of the ‘Big’ Mobility & the Gradual Transformation of the Belt

Mobility-Waste-Energy Flows & Synergies XS / S / M / L

From a spatial perspective the three main flows meet and interact at strategic places around the belt, which function as hubs. Those can vary, based on the scale and the purpose that they serve, leading to a territory of micro-centralities. The hubs range from the neighborhood to the city/district scale. In the first case people and goods are always combined, whereas

One fundamental aspect of the hubs is that the systems are always combined with the flow of people, which makes the process of activation of the surrounding area more tangible. In parallel, those places are more likely to attract future densification, since the framework there will have been already partly set. Within this context, the hubs themselves as well as their influence grow gradually and in close relation to the densification and activation processes.

GY ER EN

In this project mobility, waste and energy constitute the three main pillars behind the basic strategies. (Fig. 1) When each one is broken down into smaller components various linkages, at different scales start to appear. (Fig. 2) In particular, four scales are mainly addressed: the ‘large’ – city/district scale, the ‘medium’ - neighborhood scale, the ‘small’ - block scale, and the ‘extra small’ - building scale. The ‘extra large’ - territorial scale is used to test that the new flows work at the rest of the scales. An average neighborhood of 3000 inhabitants is considered.

The mesh that is created forms an alternative to the current radial model, which mainly emphasizes the connections between the districts and the center, rather than the inner-belt links. In order for it to work the notion of proximity between living and working places is also introduced, suggesting that the inhabitants of the 20th century belt work or have their businesses in the belt, as well. Within this urban context new amenities are gradually attracted by the micro-centralities.

WASTE

Rather than adhering to the existing, outdated, linear systems we can start imagining and exploring innovative, smart ways of minimizing waste, closing circles and creating synergies at different scales. Waste can be often valorized and turned into a resource, like for example into energy used for mobility. When infrastructures are available they can be recycled and connected to the new systems. Those overlapping systems offer a bunch of possibilities, which allow the complexity of the urban context of the belt to be addressed in a more integrated way. In the language of Christopher Alexander, this reality refers more to the ‘structural complexity of a semilattice’, rather than to the ‘structural simplicity of a tree’. 1

in the second there are hubs for goods, hubs for people and mixed hubs. Together with the hubs, some small centralities at the block scale also appear.

densification

TY BILI MO

After analyzing and interpreting the specific issues and opportunities of the 20th century belt it is essential to develop strategies that can lead to a more resilient urban environment, with the potential to absorb the future demographic growth. Those strategies are based on a shift in the systems of mobility, waste and energy, which were analyzed in the second chapter. In order to create a clear framework for the densification process it is necessary to investigate possible synergies between the three systems, to cover multiple scales and to consider the phases of implementation.

Figure 1: Mobility-Energy and Waste as the three main systems of the project 90

Figure 2: An overview of the systems, strategies & synergies at the XS/S/M/L scales 91

Flows of people As far as mobility is concerned, the main idea is to minimize the use of private car and to gradually reclaim the ‘wasted’ space that is now dedicated to it, such as parking lots, private garages and oversized infrastructures. (Fig. 3) An alternative to the existing mobility system is to promote car sharing, to give more space to bikes and to enhance public transportation, creating as many options as possible. This is supported to a large extent by the idea of proximity between living, working and amenities. In this reenvisioned mobility system, (Fig. 6) private cars stop at the Parks and Rides around the belt, where centralized hubs are created. (Fig. 4) Those are usually combined with tram terminals and function as multimodal nodes and gates to the city of Antwerp. On the other hand, decentralized, neighborhood hubs inside the belt serve as car and bike sharing points, usually combined with public transport stops and shops or supermarkets. (Fig. 5) Moreover, small bike sharing and charging points can be found at several, strategic points around the neighborhood, like for example close to bus stops.

Figure 3: Current condition - ‘wasted’ space for the car in the hubs and around the belt

Figure 4: Flow of people in the centralised-outer transfer hub 92

Figure 5: Flow of people in the decentralised-inner transfer hub

Figure 6: Centralised-outer & decentralised-inner transfer hubs for people 93

The mobility experience in the 20th century belt can be enhanced by a real time mobile application, which shows all the different possibilities of moving from one point to another, indicating the required changes in means for every case. (Fig. 7) Depending on the time needed and on the available means of transportation one can chose the most suitable way of commuting. This multimodality and abundance of options and links (Fig. 8) allows for a more openended alternative to the relatively rigid and restrictive current system of tramways, which is more based on the â&#x20AC;&#x2DC;tree structureâ&#x20AC;&#x2122;. 2

Figure 7: the real time mobile application as part of the new mobility in the 20th century belt

Figure 8: Transporttion of people & multimodality in the 20th century belt 94

Figure 9: Flows of people in the 20th century belt 95

Flows of goods Along with the flow of people, the flow of goods is also reengineered. (Fig. 12) Trucks, trains or in the case of proximity to the River Scheldt 3 or the Albert Canal, boats stop at the edge of the belt, at the logistics hubs. Those contain big storage spaces that are used by various supermarket chains. A basic hypothesis here is that the supermarkets in the belt are gradually going to implement the supply by demand principle, which means that they will bring only what their customers need to consume. Consequently, their on-site storage spaces are going to shrink significantly. Additionally, due to the success of online shopping the physical footprint of the supermarkets is expected to reduce considerably. It is therefore obvious that extra space will be liberated in the 20th century belt.

With the shared platforms located close to the belt, supermarkets can be supplied on a daily basis by â&#x20AC;&#x2DC;greenerâ&#x20AC;&#x2122; means of transportation. 4 From the logistics hubs goods are moved with electric vans or cargo trams either to the big stores and supermarkets in the belt or to the neighborhood hubs (Fig. 10) that have small points for collection and temporal storage of little packages and post. The inhabitants can then come directly to pick them with their cargo bikes or ask for delivery at home from private companies. In the neighborhood hubs there are points of cargo bike and bike trailer sharing, so that goods and groceries can be transported in a sustainable way. (Fig. 11, 14)

Figure 10: Flow of goods in the centralised-outer transfer hub for goods

Figure 11: Flow of goods in the decentralised-inner transfer hub

Figure 12: Centralised-outer & Decentralised-inner transfer hubs for goods 97

In this case the real time mobile application gives information about availability of shared cargo vehicles, while offering the possibility to track oneâ&#x20AC;&#x2122;s package or post.

Figure 13: Energy recovery from tram braking

Figure 14: Transporttion of goods & multimodality in the 20th century belt 98

Figure 15: Flows of goods in the 20th century belt 99

Flows of waste As far as waste is concerned it is mainly regarded as a valuable resource, which becomes part of the everyday experience at the hubs rather than something that has to be moved away from the urban environment. The two main types of waste that are valorized are organic solid waste and wastewater. (Fig. 18)

Considering wastewater the basic concept is that of gradually separating rain, grey and black water flows, aiming to achieve the maximum benefits from all the three of them. As it has already been mentioned in the second chapter, the big centralized wastewater treatment plants do not have the capacity to meet the needs of the new population of Antwerp. Three different systems are therefore proposed, as an alternative to the currently combined, wasteful, centralized sewage system, only the one remaining centralized. In particular, the rainwater is collected and purified at the building or block scale in roofs and gardens, the blackwater is treated at the neighborhood scale to produce energy, whereas the grey water continues using the existing pipelines.

More specifically, compostable organic household waste is converted into fertilizer at the scale of the building or at the scale of the block, in private or collective gardens respectively. (Fig. 16) On the other hand, non-compostable organic waste is stored temporarily at the neighborhood hubs, before it is transported to the anaerobic digesters, which are located in the outer hubs. Depending on their size, those can also receive animal and agricultural waste from the surrounding farmlands. In this case the flow is exactly the opposite of the one of goods, which suggests a synergy between mobility and waste. The same vehicles that bring the goods from the outer to the inner hubs are used to move waste on their way back. At the neighborhood scale, people who visit the hubs to do their shopping or pick-up their package can also use their cargo bikes to bring their waste. (Fig. 17) In case of goods delivery, the same company takes back the waste to the collection point at the hub. The real time app can be enhanced to give information on the availability of space for temporal waste storage. Since this collection point is in close proximity to the collection of packages and to the multimodal node it needs to be kept clean. The supermarkets provide the appropriate bags to the inhabitants, playing a key role in this respect.

Figure 16: Composting organic waste at the block scale 100

Figure 17: Synergies between mobility & waste in the decentralised hub

Figure 18: Flows of waste in the 20th century belt 101

Flows of energy The energy pillar combines a bunch of simple but innovative technologies that generate or recycle electricity, heat and biogas to cover the needs of buildings and vehicles at multiple scales. The main principles here are the investment in renewable resources, the generation of energy from waste and the creation of decentralized, ‘smart’ energy networks. Some of the strategies that are proposed are the production of biogas from blackwater and organic waste, the recovery of wasted heat from greywater and from cooling activities, the smart electric car chargers and the energy recovery from tram braking. (Fig. 22)

Waste to Energy - Recovery of Wasted Heat from Greywater Along with the valorization of the blackwater, greywater is also considered a resource. From the three water flows it is the one that will continue using the existing pipes. In this case, the already high temperature of the water in the sewers is used to create a heat network at the neighborhood scale, via heat pumps, installed every 300 meters. 11 The principle here is very similar to the shallow geothermal energy. The average temperature of the greywater ranges between 13 and 20°C, whereas with the help of the pump it can reach a 35 – 65 °C. 12 In several cases this network can be complementary to that of blackwater, so that a higher percentage of heat needs is covered. (Fig. 21) This suggests that water can be pre-heated from the greywater and continue towards the CHP next to the anaerobic digester, so that it reaches a higher temperature, before reaching the houses.

Waste to Energy - Blackwater & Organic Waste As it has already been described in the waste flows, blackwater is detached from the central system to produce energy for the neighborhood that it comes from. (Fig. 20) Like in other relevant pilot projects, such as in Jenfelder Au neighborhood in Hamburg, Germany 5 and in the Noorderhoek district in Sneek, Netherlands 6 the new buildings are connected to anaerobic digesters, which are installed in the neighborhood hubs inside the 20th century belt. Those produce biogas which is converted to electricity and heat that goes back to the buildings, closing the circle. Each of the decentralised blackwater treatment plants serves about 3000 inhabitants, with a capacity to cover 50% of the electricity and 30% of their heat needs. 7 According to the Hamburg Water Cycle model, vacuum instead of conventional technology is used for the blackwater drainage. Vacuum toilets require only 0.5-1lt of water per flush, 8 saving approximately 80%, 9 while simplifying the treatment process. In terms of required infrastructures, there is need for vacuum toilets and for a vacuum pipe system that uses pumps, instead of gravity pipes to transport the blackwater. Furthermore, a small operational building contains the biodigester and the combined heat and power generation plant. Before the blackwater goes to the anaerobic digester it is collected in underground septic tanks. It is worth mentioning that if carbon filters are used there is no issue of smell, or release of micro-organisms from the fermentation plant. 10 It is therefore feasible to place the operational building strategically in the hub and make it an attractive structure, which gives identity to the neighborhood that it serves. 102

Figure 20: Heating from blackwater at the neighborhood scale

Figure 21: Heating from greywater at the neighborhood scale

It is obvious that the creation of decentralized blackwater treatment plants at the neighborhood scale is not going to happen at once. In order for the anaerobic digester to be efficient enough not only new houses but also buildings with a critical mass, such as schools, supermarkets and social housing complexes need to be connected at the first stage. Those are usually the easiest to connect, since fewer actors are involved. In some cases, where electricity and heat needs are not high, biogas from blackwater can be used directly for transportation purposes. Apart from the inner, neighborhood hubs, anaerobic digesters are also installed in the centralized hubs, at the fringes of the belt. Those are bigger in scale and work simultaneously at two levels. At a decentralized level they work exactly like their smaller counterparts, treating blackwater from their surrounding neighborhoods and giving back energy. At a centralized level, they also treat non-compostable, organic waste, from the district that they belong to. As illustrated above this is first collected at the neighborhood hubs and then transported at the edge of the belt. The treatment plants in this case have a bigger capacity and can contribute to the production of biogas for the trucks and buses. Figure 22: Flows of energy in the 20th century belt 103

Waste to Energy - Recovery of Wasted heat from Cooling Activities

Energy for Mobility - Energy Recovery from Tram Braking

Another type of wasted heat with a huge untapped potential to be recycled is produced by cooling activities, like for example by refrigerators in supermarkets. (Fig. 23) Heat networks between the supermarkets and houses in very close proximity are therefore proposed for the belt, according to the model of Superbrugsen supermarket chain in HĂ¸ruphav, Denmark. 13

The last strategy that is used is that of energy recovery from tram braking. (Fig. 25) According to this system kinetic energy from braking is recovered in the form of electricity, which can be stored and used by the tram itself for acceleration or by other vehicles. 15 The proposal here combines mobile with stationary storage applications. In this way, electricity is stored in batteries either on the tram roof or at charging points near the tram stops. In this case energy offers the opportunity for a synergy between different means of transportation in the belt.

Energy for Mobility - Solar Panels & Smart Charging Poles

From all the different flows and synergies analyzed above it is worth mentioning that proximity is significant in quite many cases, especially when heat networks are concerned. On the other hand, buildings with critical mass, such as supermarkets, schools and social housing estates have a fundamental role in shifting the systems in the 20th century belt. Those can help initiate several networks, like for example decentralized blackwater treatment plants, district heating networks and networks of smart charging poles.

As far as energy for mobility is concerned, it mainly focuses on producing electricity for vehicles for people and goods, as well as biogas which gradually replaces natural gas. At the scale of the building block the pilot project of Lombok district in Utrecht is used as a reference of a smart synergy between energy and mobility. 14 According to this solar panels are installed on the roofs of the buildings to produce electricity from solar energy. This can be either a private or a collective initiative. The panels are connected to a network of smart charging poles, along the street, where excess electricity during sunny days is stored in batteries and is used to charge electric vehicles. On the contrary, when the weather is cloudy or during the night the chargers give back the electricity to the households for their own needs. (Fig. 24) In this way their dependency on the grid is reduced significantly. Around the belt solar panels are also installed on the rooftops of schools, supermarkets and social housing complexes, which due to their bigger mass produce more electricity and are therefore connected to more charging points.

Figure 23: Heat networks between supermarkets & Houses 104

Figure 24 Solar Panels & Smart Charging Poles

Figure 25 Energy Recovery from Tram Braking 105

BIOGAS DIGESTER DISTRICT

CRECHE

SHOP

Black water

LOCAL

LIVING/PROXIMITY COWORKING

Black water

Biomass

Figure 27: An overview of the main systems & synergies in the 20th century belt 106

Figure 28: Overlapping the flows of goods, people, waste & energy in the 20th century belt 107

Re-envisioning the â&#x20AC;&#x2DC;Bigâ&#x20AC;&#x2122; Mobility In order to support the three systems and make their implementation more realistic it is essential to have a reflection on the big mobility system of Antwerp.

Based on the aforementioned studies as well as on the exploration of other possible alternatives this thesis proposes a new underground ring below the existing R11. Like in the A102/R11 bis proposal, R11 is extended until the junction E19/A12 in Ekeren. (Fig. 32) From that point, however it continues only northwards, since the inner ring is transformed into a park that stitches together the center and the belt. The same principle is applied to the E313 and A112 highways, which are also reclaimed and converted to green corridors until their intersections with R11. This acts as compensation in porous surface for the future densification. It is rather obvious that the option of the tunnel below R11 allows for a more extended soft network inside the belt, compared to an underground R1.

It has been already mentioned in the second chapter, that the existing ring is the basic cause of pollution and noise in and around the Antwerp. If 100,000 more people were to come and live in the city, the need for qualitative open space would increase significantly. A new vision for mobility in Antwerp presupposes a research on the existing main studies and proposals about the ring, namely the Ringland, the Oosterweel and the A102/R11 bis.

To ROTTERDAM

A12

According to the Ringland project, (Fig. 29) the existing ring road is capped, to give space for a green corridor on top of it. 16

In parallel, less works are needed, which makes this choice cheaper. Regarding the Scheldt crossing, the existing Liefkenshoek tunnel becomes part of the loop and thus no new infrastructure is built. Finally, the R11 tunnel is built in two levels, to reduce the footprint, as well as to avoid expropriations. The proposed mobility scheme aims to contribute to a change in mindset concerning the use of private car. This justifies the choice of an open, rather than a closed loop around the city of Antwerp. Although all the possibilities of commuting remain there, the connections become slower and less direct. For example, if someone wants to go from Hasselt to Ghent he has to either go via Brussels or drive through the port of Antwerp. He is therefore discouraged from using his private car. To ROTTERDAM

The second proposal, that of Oosterweel (Fig. 30) is about closing the existing ring with the construction of a third tunnel that crosses river Scheldt. 17

Figure 30: The Oosterweel proposal

The last proposal (Fig. 31) suggests the construction of a new road, namely A102, which is basically an extension of the R11 that aims to connect E313 in Wommelgem with the junction of the E19/A12 in Ekeren. It therefore connects R11 with the existing ring through a loop that embraces the belt. At the same time it is suggested that R11 is built underground. 18

To KNOKKE

E34

To LUIK To RUHR

A12

To GENT

E19

Figure 29: The Ringland Project 108

Figure 31: The A102/R11 bis proposal

Figure 32: Proposal for the new mobility at the regional scale

To BRUSSELS

109

The Timeline of the ‘Big’ Mobility & the Gradual Transformation of the Belt As argued by Pierre Belanger in ‘Landscape Infrastructure: Urbanism beyond Engineering’, 19 systemic design is a multi-dimensional, cross scale, long-term process of cyclic, rather than linear urbanism that aims to transform a specific context. Since many different flows and actors are involved change happens in phases. Moreover, in most of the cases change implies a shift in mentality of the specific target group, which also requires time. In this project for example it would be unrealistic to claim that private cars are going to be eliminated from the 20th century belt of Antwerp within the next five years. In order for this goal to be achieved it is necessary to set a framework, to provide alternatives, to encourage synergies and to put regulations into place. It is also fundamental to introduce sharing and to raise public awareness about the dangers of the excess use of fossil fuels, through for instance some training programmes. The inhabitants can be therefore encouraged to use hybrid or electric, instead of conventional cars. In parallel, there needs to be a reflection in the phases of the ‘big’ mobility story, since the issue of cars touches multiple scales. In general terms, the methodology used to develop the phases of the project is to first specify the ultimate goal and then understand how and when this can be achieved. To cover short, medium and long term goals three phases are used: today-2020, 2020-2030 and 2030-2070. (Fig. 33) The first one includes the changes that can take place immediately, in order to prepare for a shift in mindset, the second one illustrates a greater shift, at the moment when the population will have already increased significantly, whereas the third one envisions a radically transformed 20th century belt.

Figure 33: The timeline of the elimination of private cars from the 20th century belt 110

Phase I [2016-2020] As far as the ‘big’ mobility is concerned, what can be done tomorrow is to start creating the inner and outer hubs in strategic places. (Fig. 34) This happens through interventions that introduce new flows and cycles in the systems of mobility, energy and waste. The strategies for the hubs go hand in hand with the decrease in the number of private cars that can enter the belt, which is going to be reduced by 30% during the first phase. To achieve this percentage, fewer parking spaces are provided in the belt, whereas the parks & rides at the outer hubs increase, in order to catch the cars before they enter the belt. Regarding the inner hubs, they are equipped with large car sharing points, as well as with smart charging poles for electric vehicles. Some of the anaerobic digesters are also installed in the decentralized hubs by 2020, depending on the available building mass that they can serve. Supermarkets, schools and social housing complexes are the first to be detached from the centralized wastewater management. Additionally, in order to start changing mentality towards sharing of vehicles as early as possible, the real time mobile application that gives all the possibilities about shared vehicles and public transportation is also launched at this first stage. Within this context, many of the currently private parking spaces in the belt start being used only by shared cars, which also contributes to the reclamation of hard surfaces. In parallel, some of the private garage structures that occupy a significant amount of space in the blocks can be reused for different activities, or removed to be transformed into collective gardens. All those changes aim to increase awareness and prepare the inhabitants for the second step.

Figure 34: Phase I [2020] Creation of centralised and decentralised transfer hubs at Strategic points around the belt 111

Phase II [2020-2030] At a second phase, by 2030, (Fig. 35) a further decrease, of approximately 70% in the number of private cars takes place. This suggests that after 2020 some of the streets in the belt change profile, since cars are no more allowed. The existing big radial highways shrink and are partially converted into soft environments. Furthermore, bike lines along radial tram roads are highlighted, whereas the big tangential bicycle highway is established. Moreover, parking spaces are further decreased and reclaimed, whereas the network of smart charging poles and solar panels is extended around the neighborhoods, to encourage electric car and bike sharing. Heat pumps that recover heat from greywater are placed along the roads that change profile. On the other hand, decentralized blackwater plants are installed in all the inner hubs, since the new houses need to be connected. Considering the shift in the â&#x20AC;&#x2DC;bigâ&#x20AC;&#x2122; mobility, the works for the construction of the tunnel below R11 begin during this second stage. One by one, the outer hubs have to be closed to traffic, according to the part of the ring that is being built. After works finish, the hubs are reopened to vehicles and the anaerobic digesters can be installed to change the organic, food waste flows in the 20th century belt.

Figure 35: Phase II [2030] Construction of the new tunnel-ring - Integration of waste and energy flows in the hubs 112

113

Phase III [2030/2070] At the final phase, by 2070, (Fig. 37) 99% of private cars are eliminated from the 20th century belt. The inner ring and the big radial highways are completely reclaimed and converted to a network of green and recreational spaces for the inhabitants. This is enhanced by an extensive network of bike roads. At this final stage, the charging points are mainly for electric bikes, since every neighbourhood, shares approximately 30 cars, which are electric or hybrid. Regarding the hubs, the densification process is completed and all the flows are now combined. By 2070 most of the existing buildings are connected to the decentralised blackwater treatment plants and equipped with vacuum toilets. (Fig. 36)

Figure 36: Phasing of connection of buidlings to the decentralised energy networks 114

Figure 37: Phase III [2070] Completion of the tunnel-ring - Transformation of the existing ring and highways into parks with an extensive bicycle network 115

TODAY

2020

2030

2070

Figure 38: The overview of the â&#x20AC;&#x2DC;bigâ&#x20AC;&#x2122; transformations in the 20th century belt 116

Figure 39: Strategic Plan for the 20th century Belt 117

During this long, dynamic and multi-dimensional transformation process, 20 the 20th century belt of Antwerp is gradually changing into a mesh. As the systems evolve, their spatial effect is becoming more obvious, not only in the hubs, but in the neighborhoods, as well. (Fig. 40, 41, 42) The combination of the systemic section and the big strategic plan illustrates how changes in multiple scales complement and interact with each other. It is interesting for example to observe that specific strategies for different urban conditions, such as the centralised hub, the decentralised hub and the generic neighbourhood have the potential to valorise low quality space and progressively re-establish human scale. What still remains to be explored is how this will take place in specific, research by design areas, considering the densification premise, as well. This is exactly the objective of the following chapter.

Figure 41: Phasing of transformations in the inner hub

Figure 40: Phasing of transformations in the outer hub 118

Figure 42: Phasing of transformations in the generic neighborhood 119

The systemic transect as a tool for the design of the 20th century belt

Figure 43: The systemic transect - systems, flows, strategies and phasing 120

121

Sources 1, 2. ALEXANDER, Christopher, ‘A city is not a Tree’, 1965, pp. 4-5

Figures Figure 1: Made by authors

Figure 18: Made by authors

3. Blue Gate Antwerp, ‘Blue Gate Antwerp’, [online] Available at: http://www.bluegateantwerp.eu/en [Accessed on 20th February, 2016]

12. ‘TramStore21 Report: Building sustainable and efficient tram depots for cities in the 21st century | Heating Pumps’, 2012, p. 9, [online] Available at: http://www.tickettokyoto.eu/sites/default/files/ downloads/T2K_WP2B_Energy%20Recovery_Final%20Report_2. pdf [Accessed on 20th March, 2016]

Figure 2: Made by authors

Figure 19: Made by authors

Figure 3: Made by authors

4. ‘MOBIL 40, Brussels Refreshed, a Vision on Mobility for the Future’, [online] Available at: http://www.mobil2040.irisnet.be/resource/ static/files/Brochure/brochure_en_20fev_ld-1-.pdf [Accessed on 4th April, 2016]

13. ‘Supermarket Keeps Neighbours Warm with Surplus Heat’, in: Smart Buildings, Combining Energy Efficiency, Flexibility and Comfort, Think Denmark, White Papers for a Green Transition, State of Green, November 2015, p. 16

Figure 4: Made by authors

Figure 20: Made by authors _ based on decentralised blackwater treatment found at: Hamburg Water Cycle: Wasser ist unsere Energie, ‘The Jenfelder Au neighborhood’, [online] Available at: http://www.hamburgwatercycle.de/the-jenfelder-au-quar ter.html [Accessed on 20th March, 2016]

5. Hamburg Water Cycle: Wasser ist unsere Energie, ‘Hamburg Water Cycle’ & ‘The Jenfelder Au neighborhood’, [online] Available at: http://www.hamburgwatercycle.de/the-jenfelder-au-quarter. html [Accessed on 20th March, 2016]

14. ‘Smart Solar Charging Lombok, Utrecht, The Netherlands’, [online] Available at: http://www.energievakbeurs.nl/assets/www. energievakbeurs.nl/pdf/2015/Presentaties%20Energie%202015/610-15%2012.45-13.15%20SmartSolarPresentatatie.pdf [Accessed on 20th May, 2016]

6. ‘WaterSchoon Noorderhoek: The new Sustainable Wastewater Treatment’, [online] Available at: http://www.waterschoon.nl/ Folder%20Waterschoon%20ENG%20def.pdf [Accessed on 8th April, 2016] 7. ‘Green Energy from Black Water: Hamburg Water Cycle in the Settlement of Jenfelder Au’, p. 11, [online] Available at: http://www. water-energy-food.org/en/practice/view__344/green-energy-fromblack-water.html [Accessed on 20th March, 2016] 8. ‘Green Energy from Black Water: Hamburg Water Cycle in the Settlement of Jenfelder Au’, p. 19, [online] Available at: http://www. water-energy-food.org/en/practice/view__344/green-energy-fromblack-water.html [Accessed on 20th March, 2016] 9. ‘Green Energy from Black Water: Hamburg Water Cycle in the Settlement of Jenfelder Au’, p. 10, [online] Available at: http://www. water-energy-food.org/en/practice/view__344/green-energy-fromblack-water.html [Accessed on 20th March, 2016] 10. Confirmed by Maika Wuttke, Dipl.-Ing, Hamburg Wasser 11. ‘TramStore21 Report: Building sustainable and efficient tram depots for cities in the 21st century 1 Heating Pumps’, 2012, p. 10, [online] Available at: http://www.tickettokyoto.eu/sites/default/files/ downloads/T2K_WP2B_Energy%20Recovery_Final%20Report_2. pdf [Accessed on 20th March, 2016] 128

15. ‘Braking Energy Recovery: Guidelines for braking energy recovery systems in urban rail networks’, Ticket to Kyoto Project, September 2014, [online] Available at: http://www.tickettokyoto. eu/sites/default/files/downloads/T2K_WP2B_Energy%20Recovery_ Final%20Report_2.pdf [Accessed on 20th March, 2016] 16. Ringland, ‘Ringland’, [online] Available at: [Accessed on 20th May, 2016]

http://ringland.be/

17. Poort Oost Antwerpen, ‘De Oosterweel Verbinding’, [online] Available at: http://www.poortoost.be/project/deoosterweelverbinding [Accessed on 20th May, 2016] 18. Poort Oost Antwerpen, ‘Aanleg A102 en R11bis’, [online] Available at: http://www.poortoost.be/project/aanleg-a102-enr11bis [Accessed on 20th May, 2016] 19. BELANGER, Pierre, ‘Landscape Infrastructure: Urbanism beyond Engineering’, in: Infrastructure, Sustainability and Design, New York & London: Routledge, 2012, pp. 276-315, (p. 309) 20. CORNER, James, ‘Terra Fluxus’, in: The Landscape Urbanism Reader, New York: Princeton Architectural Press, 2006, pp. 21-33 (p. 29)

Figure 5: Made by authors Figure 6: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016] Figure 7: Made by authors Figure 8: Made by authors Figure 9: Made by authors Figure 10: Made by authors Figure 11: Made by authors Figure 12: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016] Figure 13: Made by authors _ based on energy recovery from tram braking found at: ‘Braking Energy Recovery: Guidelines for braking energy recovery systems in urban rail networks’, Ticket to Kyoto Project, September 2014, p. 12-14, [online] Available at: http:// www.tickettokyoto.eu/sites/default/files/downloads/T2K_WP2B_ Energy%20Recovery_Final%20Report_2.pdf [Accessed on 20th March, 2016] Figure 14: Made by authors Figure 15: Made by authors Figure 16: Made by authors Figure 17: Made by authors

Figure 21: Made by authors _ based on decentralised blackwater treatment found at: Hamburg Water Cycle: Wasser ist unsere Energie, ‘The Jenfelder Au neighborhood’, [online] Available at: ht tp://w w w.hamburg watercycle.de/the-jenfelder-au-quar ter. html [Accessed on 20th March, 2016] ‘& on ‘TramStore21 Report, Building sustainable and efficient tram depots for cities in the 21st century, Heating Pumps’, 2012, p. 9 ,[online] Available at: http:// www.tickettokyoto.eu/sites/default/files/downloads/T2K_WP2B_ Energy%20Recovery_Final%20Report_2.pdf [Accessed on 20th March, 2016] Figure 22: Made by authors Figure 23: Provided by Rosso Caterina & Van de Maercke Carmen during the workshop ‘Flows & Space: Workshop on a transformation of a Supermarket’, Antwerp, 25-26 April 2016 Figure 24: Made by authors _ based on Smart Charging Poles found at: ‘Smart Solar Charging Lombok’, Utrecht, The Netherlands, [online] Available at: http://www.energievakbeurs.nl/assets/www. energievakbeurs.nl/pdf/2015/Presentaties%20Energie%202015/610-15%2012.45-13.15%20SmartSolarPresentatatie.pdf [Accessed on 20th May, 2016] Figure 25: Made by authors _ based on energy recovery from tram braking found at: ‘Braking Energy Recovery: Guidelines for braking energy recovery systems in urban rail networks’, Ticket to Kyoto Project, September 2014, p. 12-14, [online] Available at: http:// www.tickettokyoto.eu/sites/default/files/downloads/T2K_WP2B_ Energy%20Recovery_Final%20Report_2.pdf [Accessed on 20th March, 2016] Figure 26: Made by authors 129

Figure 28: Made by authors

Figure 40: Made by authors

Figure 29: Flanderstoday, ‘Covering Antwerp Ring will save lives, say doctors’, [online] Available at: http://www.flanderstoday.eu/currentaffairs/covering-antwerp-ring-will-save-lives-say-doctors [Accessed on 1st May, 2016]

Figure 41: Made by authors

Figure 30: Poort Oost Antwerpen, ‘De Oosterweel Verbinding’, [online] Available at: http://www.poortoost.be/project/deoosterweelverbinding [Accessed on 20th May, 2016] Figure 31: Poort Oost Antwerpen, ‘Aanleg A102 en R11bis’, [online] Available at: http://www.poortoost.be/project/aanleg-a102-enr11bis [Accessed on 20th May, 2016] Figure 32: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016] Figure 33: Made by authors Figure 34: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016] Figure 35: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016] Figure 36: Made by authors Figure 37: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016] Figure 38: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016] Figure 39: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016] 130

Figure 42: Made by authors Figure 43: Made by authors

| Research by Design Areas || The Centralised Transfer Hub ||| The Decentralised - Neighborhood Hub

05. SPOTLIGHTING THE 20TH CENTURY BELT Designing with Systems & Synergies

||||

The Generic Tissue Neighborhood

Research by Design Areas The objective of this last chapter is to investigate the spatial effect of the strategies for mobility, waste and energy. In particular, it aims to illustrate how the implementation of the new systems can gradually transform the 20th century belt into a qualitative urban environment, while supporting the densification process. Three test sites are strategically selected to represent the belt, as generic conditions: the centralized transfer hub at the edge of the belt, the decentralized neighborhood hub and the generic tissue neighborhood. The selection is based on several criteria, such as the spatial qualities, the combination of tissue typologies, the location and the existing amenities and programmes. Since each of the sites combines different aspects, together they cover most of the qualities of the 20th century belt. Considering the proposed strategies the main focus varies, according to the case. In the two hubs more emphasis is put on the systems that support densification. On the other hand, the strategies developed for the generic tissue neighborhood deal primarily with the densification itself. In every site, space is shaped gradually over time, through a dynamic process. The three strategically selected cases have the potential to function as pilot projects that can gradually stimulate other similar ones, all around the belt.

Figure 1: The location of the 3 research by design areas in the 20th century belt 134

135

The Centralised Transfer Hub The site selected for the design of the centralised transfer hub is located at the edge of the belt, in Wommelgem. It is characterised by the intersection of R11 and Herentalsebaan, as well as by the tram terminal, which mark it as an entrance point to the 20th century belt. Some of the main aspects of this research by design area are the oversized roads which are dominated by the car, the big, monofunctional, space consuming platforms which function as a rupture to the generic row houses and the sports center. On the other hand, the adjacent network of community gardens, as well as the forest and the creek to the north-east add a soft layer to the qualities of the site.

Figure 2: Big monofunctional platforms & â&#x20AC;&#x2DC;wastedâ&#x20AC;&#x2122; space for the car

Figure 3: Herentalsebaan - big, undefined car oriented Figure 4: R11 - typical Belgian Steenweg with unsafe crossing for pedestrians space around the tram terminal

Figure 5: Aerial view _ The site of the centralised transfer hub in Wommelgem 136

137

community gardens

e-car sharing new mixed residential area city entrance new landmark _residential tower tram stop bike sharing bus stop e-bike sharing school new extention

collective garden

Figure 8: Axonometric view of the centralised transfer hub in 2070 138

139

Figure 9: Delayering the design elements 140

141

NEW ENTRANCE TO THE CITY OF ANTWERP

L-SHAPE TYPOLOGY FOR MIXED POPULATION & LINEAR HOUSING WITH PRIVATE BACKYARDS

TOWER FOR LIVING AND WORKING - NEW LANDMARK

Figure 10: Small strategies for densification & activation in the centralised transfer hub 142

143

Figure 15: Perspective view of the centralised hub and tower - landmark 144

145

The Decentralised Neighborhood Hub For the design of the decentralised neighborhood hub a strategically located site, in Hoboken is selected. This is composed of two attached blocks that currently work as one because of the flows attracted by the amenities of the area. Together they form a big, hybrid, partially open block with defined edges and fragmented core. The site combines several typologies of tissues, such as big supermarkets with attached parking lots and warehouses, low rise stripes with private backyards, detached apartment buildings, some of which are high-rise and attached single family houses or apartment buildings, mainly along the edges. At a broader framework, there is a contrast between the character of Sint-Bernardsesteenweg to the east and Weerstandlaan to the west. Whereas the first is a busy, commercial tram road, the second is a calmer, neighborhood street. At the opposite direction, the site marks the transition between the social housing neighbourhood of Kiel, to the north and the low rise neighbourhood, to the southwest.

Figure 16: The supermarket as a generator of flows

Figure 17: â&#x20AC;&#x2DC;Wastedâ&#x20AC;&#x2122; space for the car - barriers - fragmentation

Figure 18: Big monofunctional platforms in the middle of the block

One of the main issues in this area is the fragmented, monofunctional interior of the block, which acts like a big backside, partly due to the programmes that it concentrates and partly because of its spatial structure. Although it is quite active during the opening hours of the supermarkets it turns into an underused space during the night, when the shops are closed. Additionally, a big amount of space is occupied by low quality storage buildings that create divisions, instead of links. On the other hand, however, the existing pedestrian flows have a strong potential to change the image of the whole site. Regarding the tissue that is facing the main street, it basically consists of narrow, substandard buildings.

Figure 19: Aerial view _ The site of the decentralised neighborhood hub in Hoboken 146

147

Figure 20: The key elements of the site at the big scale 148

Figure 21: The key elements of the site at the small scale 149

school - evening seminars on waste sorting small farm orchard - activation of the 2 towers playground community center underground shops exchange roof repair cafe / incubator for waste start-ups shops - supermarkets co-working spaces

collective garden

Figure 22: Axonometric view of the decentralised neighborhood hub in 2070 150

151

Figure 23: The main design elements 152

153

LIVING IN THE PARK - MIXING OLD AND

TURNING THE BACKSIDE INTO A FRONT

YOUNG - ENCOURAGING COLLECTIVITY

SIDE - GYM & PLAYGROUND

MAIN ENTRANCE TO THE HUB COMMERCIAL ATTRACTORS - ESIDENTIAL ON TOP THE EXCHANGE ROOF AND THE ACTIVATION OF THE HUB

Figure 24: Small strategies for densification & activation in the decentralised neighborhood hub 154

155

The Generic Tissue Neighborhood As its name suggests, the generic tissue neighbourhood in Berchem forms a typical condition in the 20th century Belt. It is basically a combination of two generic conditions of tissue typologies: the highrise towers in the middle of green space and the homogeneous, closed blocks, with an average building height of 2 to 3 floors. As far as the first type is concerned, the main issue is the underused open space around the towers. One of the most significant aspects in the second case is the inaccessible and inactive block interior. This is partly due to the private backyards that follow the division of the properties into small plots and partly to the garage buildings or underused workshops that block the space in the middle. In parallel, the whole neighbourhood is characterised by relatively inactive ground floors both because it is mainly residential and due to the fact that the car dominates the streets. The proportion of street width and building height in several cases, such as along Jupiterstaat suggests that there is a high densification potential. This street is actually the transition between the two tissue typologies.

Figure 30: Square at Neptunusstraat/Marsstraat inersection potential for future interaction & activation

Figure 31: The towers - need for activation of the surrounding green space & integration to the urban context

Figure 32: Underused backyards need for activation

Figure 33: Aerial view _ The site of the generic tissue neighborhood in Berchem 156

157

Figure 34: The key elements of the site at the big scale 158

Figure 35: The key elements of the site at the small scale 159

terrace

mixed residential tower reclaimed inner yards new public space neighbourhood square pavilions for block inner yard entrance

bike sharing sports field roof garden tram e-car sharing Figure 36: Axonometric view of the generic tissue neighborhood in 2070 160

161

Figure 37: The main design elements 162

163

DENSIFICATION STRATEGY 1 TERRACE FACING OPEN SPACE PAVILIONS SERVING FOR THE NEIGHBOURHOOD WITHIN THE INNER GARDEN OF BLOCKS

DENSIFICATION STRATEGY 2 HIGHER ON EDGES, LOWER IN MIDDLE

ACTIVE SQUARE IN THE NEIGHBOURHOOD

DENSIFICATION STRATEGY 3 HIGHER ON THE CORNERS

DENSIFICATION STRATEGY 4 HIGHER WHEN FACING MAIN STREETS; DENSIFY IN COMBINED PRIVATE OWNERS

Figure 38: Small strategies for densification & activation in the decentralised neighborhood hub - Actors involved 164

165

Figure 39: Phasing of the transormations in the deep section _ Phase 0 [2016] 166

167

Figure 40: Phasing of the transormations in the deep section _ Phase I [2020] 168

169

Figure 41: Phasing of the transormations in the deep section _ Phase II [2030] 170

171

Figure 42: Phasing of the transormations in the deep section _ Phase III [2070] 172

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Figure 43: View of the public space along the street_ Phase III [2070] 174

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Figure 44: Perspective view of the public space in the Neighbourhood 176

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Figures Figure 1: Edited by authors _ Base map found at: AGIV, [online] Available at: https://download.agiv.be/Catalogus [Accessed on, 25th February 2016]

Figure 19: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 4th April 2016]

Figure 2: Google maps, [online] Available at: https://www.google.be/ maps/place/antwerp [Accessed on, 30th May 2016]

Figure 20: Made by authors

Figure 3: Google maps, [online] Available at: https://www.google.be/ maps/place/antwerp [Accessed on, 30th May 2016] Figure 4: Google maps, [online] Available at: https://www.google.be/ maps/place/antwerp [Accessed on, 30th May 2016] Figure 5: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/antwerp [Accessed on, 4th April 2016] Figure 6: Made by authors Figure 7: Made by authors Figure 8: Made by authors Figure 9: Made by authors Figure 10: Made by authors Figure 11: Made by authors Figure 12: Made by authors Figure 13: Made by authors Figure 14: Made by authors Figure 15: Made by authors Figure 16: Photo taken by authors Figure 17: Photo taken by authors Figure 18: Photo taken by authors 178

Figure 21: Made by authors Figure 22: Made by authors Figure 23: Made by authors Figure 24: Made by authors Figure 25: Made by authors Figure 26: Made by authors Figure 27: Made by authors Figure 28: Made by authors Figure 29: Made by authors Figure 30: Google maps, [online] Available at: https://www.google. be/maps/place/antwerp [Accessed on, 30th May 2016] Figure 31: Google maps, [online] Available at: https://www.google. be/maps/place/antwerp [Accessed on, 30th May 2016] Figure 32: Photo taken by authors Figure 33: Figure 5: Edited by authors _ Base map found at: Google maps, [online] Available at: https://www.google.be/maps/place/ antwerp [Accessed on, 30th May 2016] Figure 34: Made by authors Figure 35: Made by authors Figure 36: Made by authors

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Figure 37: Made by authors Figure 38: Made by authors Figure 39: Made by authors Figure 40: Made by authors Figure 41: Made by authors Figure 42: Made by authors Figure 43: Made by authors Figure 44: Made by authors

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The design investigations that took place in this thesis show that it is feasible to envision a new identity for the 20th century belt of Antwerp based on a radical shift in the systems of mobility, energy and waste. To achieve this it is necessary to understand and redirect a series of complicated processes related to the three flows. It is also crucial to know the particularities of the context, in order to be aware of the spatial impact of a change in the systems. In this sense, the regional flows should be always adapted to the local realities when it comes to the design part. Furthermore, the research by design suggests that a radical shift of the 20th century belt requires strategies developed in multiple scales, synergies between the three systems, as well as coalitions between different actors. There is therefore a certain degree of complexity, which does not allow change to happen directly. From this perspective, it is important to have a reflection on the phasing of the transformations of space that go hand in hand with densification process. It is also essential to keep in mind that the design needs to be open-ended, since it is impossible to predict every complex procedure that is going to take place. What we can do, however, is start preparing the ground for change by increasing public awareness and organizing training programmes for the inhabitants of the belt. Apparently, the shift in the three systems can function as the carrier of change for the 20th century belt. With strategic interventions in representative sites, like the centralized transfer hub, the decentralized neighborhood hub and the generic tissue neighborhood the process of transformation can be initiated, and gradually stimulate other similar projects, all around the belt. Those can finally lead to a more active, resilient and attractive 21st century belt.

06. CONCLUSION 183

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