The study report is defined as a “toolbox”. “This study aims, on the one hand, to objectify the distribution of road traffic in the northern zone of the park, for different projections of attendance and possible road developments, and, on the other hand, to inventory the measures to be taken to encourage modal shift towards alternative means of transport to the car, in particular the train” we read in the report.
The investigation was based on mobile phone and GPS data, but also on counts carried out in February and March 2024 (not even in high season therefore).
As a preamble, the study recalls Wallonia’s climate objectives (reduction of greenhouse gases). “There is a need for strong ambitions from all partners involved in visitor movements to Pairi Daiza, so that park activities can aim as much as possible towards climate objectives.”
Train, bus, bike
The study then emphasizes the importance of modal shift, and in particular rail transport. “Acting on sustainable mobility involves giving more space to alternative modes of transport to the car, and reducing the impact of the latter on the local population. Particular attention must be given to rail transport, given the existence of a line and an SNCB Cambron-Casteau stop close (1.4 km) to the park.” The study emphasizes that “the current capacity of the rail offer is largely underutilized”. Beyond that, the offer should be improved. And in order to make the rail offer even more attractive, a new, more direct and shorter route is planned between Cambron station and the entrance to the Park: a walking route, but also a private rail shuttle which could be implemented as a year. “Pairi Daiza representatives confirmed their intention to work on these areas…”
Cycling routes to the zoo should also be more valued, as should bus journeys. “Various measures should be taken to complement the structuring train offer with transport by bus or coach. Let us cite for example shuttles which would make it possible to transport visitors during busy periods, from nearby stations (Ath, Mons, etc. in addition to the Ath-Jurbise rail offer), or from load-shedding car parks.”
With 33,000 visitors/day, the bypass no longer protects Gages
The third part of the study is devoted to the most publicized aspect: the possible construction of a “northern access”, in order to relieve the village of Gages in particular. The study established several scenarios: eastern bypass of Gages with or without bypass at Mauvinage, with or without “protection” for Gibecq, with or without bypass between the N57 and the N7 or even a new road between the N7 and the A8 via Hellebecq. These scenarios are analyzed based on different projections in terms of attendance (22,000 visitors/day, 33,000, 44,000). “When the park is open and welcomes 22,000 visitors per day, traffic impacts in the North, compared to a “closed park” situation, the villages of Gages and Gibecq and, to a lesser extent, Silly.
With the assumption of 22,000 visitors per day, the study notes that three “critical” days occurred in 2023.If the park reaches an influx of 3 million visitors per year, the number of critical days would increase to 40 per year. If the park reaches an influx of 4 million visitors per year, the number of critical days would increase to 71 per year. Modeling showed that, from 33,000 visitors per day, the eastern bypass road of Gages no longer plays its role of protecting Gages. Peak days at 33,000 will be less and less exceptional given the park’s growth prospects.”
A reduction in “critical” days would be possible by smoothing park attendance: attracting more visitors during off-peak periods. “This approach involves a commercial policy by Pairi Daiza aimed at capping park attendance on certain days and encouraging it on others.
-“Alternative solutions (to the road bypass) must be put in place immediately”
The findings of the study are particularly interesting. At this stage, Walloon political decision-makers have not really mentioned it, only mentioning the (East) bypass of Gages. But the study is much more nuanced.
“The development of an eastern bypass seems really effective in achieving the objective of protecting villages (especially Silly with a bypass at Mauvinage)” certainly concludes the study. “A bypass of the N7 coupled with a bypass of Hellebecq frees Ghislenghien, but puts pressure on Silly, despite the bypass of Mauvinage. The N56 is not relieved (neither Lens, nor Chièvres, etc.).”
The N56 also increasingly congested
But if park attendance continues to increase, the new road will be useless.
“As park attendance increases to peaks of 33,000 visitors per day, we will witness a virtual “return to square one” for Gages, despite the bypass, and new villages will be impacted” we emphasize in the summary. “If peaks of 44,000 visitors are reached, the N56 will potentially be at a standstill between Mons and Ath, and certainly at Lens, the Gages bypass as well as the northern accesses to Ghislenghien and Silly will be saturated. We will witness a transfer of traffic and nuisance to other more distant access routes such as Herchies, Beloeil, Neufvilles,…”
“Peaks of this magnitude therefore do not seem manageable even with a bypass: severe nuisances, road safety issues, access for emergency services, etc. The solutions do not lie in the management of road infrastructure, but in policies demand management (entry limitation), modal shift and time shift It is appropriate in the short term to implement dissuasive measures for transit through the villages of Gibecq and Silly, in particular with the applications. of GPS to remove the transit route from the proposed results. Note also that a bypass of Gages does not constitute a significant improvement for the southern access to the park. queues on the N56 will become more and more frequent and problematic, requiring police intervention to manage the Route des Wespellières intersection.”
In the process, the study proposes the creation of commissions (which was highlighted by Minister François Desquesnes), to study demand management, modal shift and the protection of villages. “Regardless of the possible development of a road bypass, which would not be implemented for at least three years, it is appropriate to immediately take structured and professionalized traffic management measures, as well as possible redevelopments of intersections and sections. existing roads.” Policymakers have their work cut out for them.
