Réorganisation d’un réseau de transport collectif urbain, ruptures de charge et mobilités éprouvantes à Bruxelles

Abstract

Cet article analyse la question des correspondances au sein d’un réseau de transports collectifs urbains en tant que facteur pouvant rendre pénible ou éprouvante la mobilité des citoyens. Une analyse critique de la littérature sur les correspondances confirme leur côté pénible pour les passagers et répulsif pour ceux qui sont en position de choix modal. Ensuite, une analyse de l’évolution des correspondances imposées aux voyageurs du réseau bruxellois est proposée. Elle révèle que de très nombreux quartiers et près d’un quart de la population ont perdu l’accès à l’hyper-centre du fait de la récente réforme du réseau.

Daily mobility in Brussels: challenges, tools and priority undertakings

“…A network without a break in continuity obviously does not exist. But designing a network by avoiding unnecessary breaks in continuity as much as possible on the busiest lines clearly improves the situation from the user's point of view [Dobruszkes et al, 2011].…”

Public transport service and use in Brussels from 1950 to 2017

“…These significant variations give an annual average which provides a relevant indication of the level of the service, knowing that the passenger satisfaction survey highlights the importance of frequency. This indicator is even more important when the journey includes one or more connections [Dobruszkes et al, 2011], even if the recent progress in terms of information has reduced the uncertainty related to waiting times. The average frequencies were calculated based on km-convoys, lengths of lines and 19 hours of service per day.…”

“…This strong mobilisation did not prevent the major change in terms of the service on 2 October 1988 with the conversion of the prémétro in the eastern part of the inner ring into heavy rail, 10 thus removing many direct connections made with six tram lines between the "upper city" and many neighbourhoods. 11 A 7 km underground line from the South Station to Simonis replaced these six lines which each covered an average distance of 11,6 km, involving many additional connections [see Dobruszkes et al, 2011 regarding the arduousness represented by this]. These debates and the scarcity of financial means led to certain projects being given up 12 and to a spacing out of worksites over time.…”

“…Furthermore, the gradual introduction of large-capacity trams (150 vehicles from the T3000 series and 70 from the T4000 series), 162 articulated buses and 21 BOA underground trains allowed an increase in the unit capacity of convoys, as well as a 72 % increase in the capacity of trams and a 52 % increase in the capacity of the underground 21 ( figure 12). The network evolved as well: following the extension of the underground to Erasme in 2003, the inner ring line was completed in 2009, and tram lines were created or extended (Quai des Usines in 2005, Boulevard du Souverain in 2006and 2011, Boulevard Léopold III in 2012. The result was that between 2000 and 2017, the network spanned 52 km.…”

La mobilité quotidienne à Bruxelles : défis, outils et chantiers prioritaires

“…Un réseau sans rupture de charge n'existe évidemment pas. Mais concevoir le réseau en évitant au maximum les ruptures de charge inutiles sur les parcours les plus fréquentés améliore clairement la situation du point de vue de l'usager [Dobruszkes et al, 2011]. …”