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comes second to the spatial development concept which, when implemented,
allows more variety and differentiation.”9
The urban project is not a traditional zoning plan but rather a study of the potential
of the actual site and “an initial expression of the planning potential based on the
site’s possibilities.”10 The urban plan, as developed by Marcel Smets and his team,
results from an understandable dissatisfaction with the available instruments for
the practice of urban development. The urban plan oscillates between development
planning and architecture, and results in a very precise and minutely elaborated
zoning plan. (fig. 4)
The initial outlines of the urban plan for the station area date back to 1991. The
merit of Marcel Smets is to have brought together the various partners (the City
Council, the Flemish Community, De Lijn, NMBS/Eurostation) directly involved in
this complex urban network. In addition, he addressed strategic issues and drafted
new proposals. For the first time in Belgium, public enterprises and administrations
collaborate in addressing issues pertaining to the station environment, stimulated
by the design team and the local council. Without a joining of forces any large town
planning project is destined to fail. Streamlining the specific requirements and
expectations of the various partners within such an urban operation is the starting
point for a complex development process. Only in this way can a positive synergy
for the entire project be created.
New developments between city centre and railway.
Digging of a tunnel and renovation of Martelarenplein, the De Lijn
building, and the underground Cityparking.
The digging of a tunnel and the renovation of Martelarenplein, the adjacent car
park and the link with the railway lines, and the construction of the De Lijn building
with bus stops are the successful results of a collaborative process set up by
numerous partners under the management of “Project Team Stadsontwerp” and
Manuel de Solà-Morales Rubio. This architect from Barcelona built an international
reputation thanks to a number of very complex town planning projects, including
the restructuring of the “Passeig del Moll de la Fusta” in Barcelona (1983-1987).
Solà-Morales’ unique approach to difficult town planning issues is internationally
recognized, a project strategy where actual feasibility is the crucial point. He was
the appropriate person to give form to this complex project. The development of
the tunnel was accomplished with the collaboration of the structural engineering
company S.W.K. The building for De Lijn was realized in collaboration with Atelier
33 (fig. 5) S.W.K and M&E engineering company Stockman.
The tunnelling work between Tiensevest and Diestsevest began in 1998. (fig. 6, 7)
The project included a City parking car park of 388 places, on two levels. This was
not a traditional underground car park, or anonymous black box. This car park was
designed with the greatest accuracy in order to obtain the desired end result. The
designers (including S.W.K and Stockman) attached a great deal of importance
to daylight entry and the right amount of artificial light as it was supposed to be
a first-class public space and be pleasant to walk through. Access to the car park
was chosen carefully as one can see by the large staircase near the war memorial
between the square and the car park. The quality of the space is remarkable, by far
the most attractive car park built in Belgium in recent years.