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26 ON TERRITORIAL METABOLISM dam, 2016). This is why we decided to reduce the scope of the research and work with its limitations from the outset, restricting the analysis of flows to particular places and specific companies/actors. The sites selected were Buda, Masui, and Birmingham. Two criteria determined their selection: - their relevance for other policy experiments realized in the Brussels Region, such as the Plan Canal (SAU-MSI, 2017), and the institutional support of mixed use in the region; - the feed-looping possibilities within the Atelier Productive Brussels, namely with the research-by-design work developed in parallel by four architects’ offices to shape several mixed-use typologies on specific locations; in fact, our idea was to nourish their design work with our metabolic insight, which is why we chose to work on the same sites. The companies that were approached are major metabolic engines in their respective locations: Aquiris (a waste water treatment plant), MABRU (Brussels morning market), a metal recycling company and a ready-mixed concrete supplier (both Vergote Bassin), Abattoirs (a slaughterhouse and weekend market), and the secondhand car trade cluster. These last two establishments are located in Heyvaert—the district whose economic transition had already been the subject of several unsolicited ideas formulated by 1010 architecture urbanism. A student workshop was organized by Nadia Casabella and Dimitri Panayotopoulos at the ULB Faculty of Architecture in close collaboration with FABRICations: ‘Circular Brussels’. The goal was to conduct a short survey about these companies, map the findings, and speculate about their spatial transformation and metabolic efficiency. THE HEYVAERT CASE Heyvaert is a district some fifteen hectares in size located between three economic poles: textile wholesaling around Ropsy-Chaudron, the slaughterhouse at Abattoirs, and the secondhand car trading along Heyvaert street (Claudel and Scohier, 2014). The region has recently put forward a plan that would involve evicting all car-dealing activities and displacing them to a new location at Buda, north of Brussels’ territory, where a new Roll-on Roll-off (RO-RO) facility will be built to accommodate them. From a planning perspective, the transfer of the secondhand car trade to Buda comes as no surprise: many previous plans have advocated for moving this economic cluster elsewhere (Buur and Idea Consult, 2010; Chemetoff Ass. et al., 2014; pta, 2015; Bruxelles Perspective, 2017), mainly due to its negative impact on mobility and the quality of public space in the neighborhood. The question of how to reorient the economic development of the district once the secondhand car trade moves to Buda remains unanswered, however. Some voices argue for conserving the existing activities in Heyvaert (Rosenfeld and Van Criekingen, 2015) and wonder about the advantages of displacing a thriving urban economic cluster to a no-man’s-land that would leave the neighborhood prey to merciless gentrification (Sacco, 2010). Others voice their concern about the maintenance and creation of harbor-related economic zones such as the RO-RO in a metropolitan context that lacks much industry and has only a relatively small logistics sector (Mayneris, 2014). Yet others, such as the federation of car traders (FBEV), see the many advantages of a better location in terms of accessibility and maneuverability, while nevertheless criticizing the lack of “urban amenities” that these sites can offer. The car traders also see a lucrative opportunity in Heyvaert’s housing infill

27 Towards a Fair Transition in Heyvaert (Brussels) Timeline of planning documents and decisions taken by Regional and local instances about Heyvaert 2013 2012 2011 2010 2014 2014 PPAS PORTE DE NINOVE PPAS MONS-BIRMINGHAM CANAL MOLENBEEK MASTERPLAN ELABORATION OF THE VISIONS FOR BRUSSELS 2040 COMPETITION PLAN CANAL DRAFTING PLAN CANAL IMPLEMENTATION OF THE PLAN DIRECTEUR IN THE CANAL AREA ABATAN MASTERPLAN REGIONAL PLAN FOR SUSTAINABLE DEVELOPMENT CUREGHEM MASTERPLAN PLAN GUIDE FOR SUSTAINABLE RENOVATION “BRUXELLES-COTONOU, UNE ANTHROPOLOGIE ÉCONOMIQUE DE LA FILIÈRE EURO-AFRICAINE D’EXPORTATION DE VÉHICULES D’OCCASION”, MARTIN ROSENFELD, DECEMBER 17th 2013 “HEYVAERT VERS UNE TRANSFORMATION”, IEB, OCTOBER 2014 2015 “BIENVENUE À HEYVAERT”, UZANCE, VOLUME 4, 2015 2016 URBAN RENOVATION CONTRACT HEYVAERT - POINCARÉ SUSTAINABLE NEIGHBORHOOD CONTRACT COMPAS ORIENTATION SCHEME FOR PORTE DE NINOVE SUSTAINABLE NEIGHBORHOOD CONTRACT PETITE SENNE PAD HEYVAERT PAD BIRMINGHAM Under the direction of the Region Under the direction of the Communes Private projects Critical voices “PORTE DE NINOVE: SCHÉMA D’ORIENTATION OU OUTIL DE LÉGITIMISATION”, ARAU, DECEMBER 18th 2013 2017 OPENING OF THE ROLL-ON ROLL-OFF TERMINAL COMPETITION FOR A VISION AROUND PUBLIC SPACES ALONG THE CANAL Fig. 1: Timeline of planning documents and decisions taken by regional and local entities about Heyvaert. Only in 2010 does the Masterplan Canal (BUUR, IDEA CONSULT, 2010) unveil the plan of modifying the land use from workshops into housing, using arguments about the low added value and job density of the car-related economic activities that were already established here. Since then, a multitude of planning documents have been created, in which the Urban Renewal Contract and the PAD or Comprehensive Plan are considered to play a direct role.