2024-07-05 10:05:01
> This article is taken from the 64-page special issue “New Bridges over the Garonne”, available on newsstands and In the “Sud Ouest” store. 3,90 euros.
Nathalie Roseau is an architect and engineer, graduated from the Ecole Polytechnique and the National Institute of Bridges and Roads (ENNPC), and is Professor of Urban Planning at the Ecole Nationale des Bridges et des Beaux-Arts in Paris. His research focuses on the dynamics of metropolitan transformation and the place occupied by infrastructure. In 2022, she published Time and Infrastructure with Métis Presses. The future of the metropolis.
Nathalie Roseau is an architect, engineer and urban planner.
european oil company
> This article is taken from the 64-page special issue “New Bridges over the Garonne”, available on newsstands and In the “Sud Ouest” store. 3,90 euros.
Nathalie Roseau is an architect and engineer, graduated from the Ecole Polytechnique and the National Institute of Bridges and Roads (ENNPC), and is Professor of Urban Planning at the Ecole Nationale des Bridges et des Beaux-Arts in Paris. His research focuses on the dynamics of metropolitan transformation and the place occupied by infrastructure. In 2022, she published Time and Infrastructure with Métis Presses. The future of the metropolis.
Nathalie Roseau is an architect, engineer and urban planner.
european oil company
What is the fundamental purpose of metropolitan infrastructure?
I define infrastructure from three perspectives. Infrastructure is first and foremost a set of physical works, networks, canals, shelters, stations, terminals, connections, etc. Regarding the Simone Weil Bridge, the work is not limited to the restricted view of the bridge deck. They are also ramps that allow you to connect to the internet, landscaping, and more. Infrastructure is also the device through which a certain number of actors, uses, practices, behaviors, etc., dialogue, interact, and exchange.
In the end, infrastructure is a work of imagination. Imagination must be taken seriously because it creates reality. It is a set of representations and symbols at work, both in the discourse that accompanies the design, construction and inauguration of the work, and in the vision and use of it by its inhabitants. Ultimately, infrastructure is about versatility first. It is the basis for the functioning of communities and territories of life. In the case of bridges, this can impact travel, access to rivers or access to medical facilities. Cracks occur when bridges are destroyed by floods or conflicts. If he resists, he is the one who controls the city and the community. This is very symbolic.
Is long-term infrastructure irreversible by definition? Can we imagine destroying a bridge?
We are faced with a very interesting paradox. Infrastructure is part of a system that transcends the structure itself and will last for generations. But it can also become obsolete and no longer fit for the purpose for which it was designed. This is the case with some large, very wide highways, some of which have been demolished, such as those in Seoul, South Korea, or airports in city centers, such as Tempelhof Airport in Berlin, that have been converted into parks . Infrastructure can also be restored or repurposed, such as transforming the Olympique into a museum and the Lens pool into a park. As with any space in the city, there are possibilities for evolution and reversibility.
What types of changes can infrastructure like bridges produce in metropolitan areas, in terms of space, territory, relationships, flows, etc.?
From the outset, there have been immediate and quite startling changes. This applies to bridges, ports, subways, and even squares. I live next to Place de la République in Paris. On the day the new square opened in June 2013, the square was packed with commuters and young people playing skateboards, as if it had always existed. After the Simone-Veil bridge is opened, it may soon be invaded or have a secondary impact on the network. Then the shift in territory will occur over a longer period of time. What about the already anticipated urbanization of the Right Bank? The bridge can generate loosening, extension, fluidity and suburbanization on the other side. There are many cities that developed on one side and then on the other side with bridges or tunnels. It’s never completely balanced. It remains an extension of the “other side” and has the strength of a historic city.
In your work Time and Infrastructure. “The Future of the Metropolis,” you say infrastructure can be inclusive or unequal. Are bridges that connect one bank to another inherently integrated?
The reduction in travel times allowed by the bridge will inevitably trigger bets, especially in the real estate sector, with renovations, construction and rising house prices. This may have a crowding out effect on certain groups of people. There may also be a risk of urban sprawl as travel becomes more efficient and faster. Everything depends on the urban policies implemented to promote urban diversity, ensure that infrastructure remains a common base and guarantee a fairly equitable city.
As the metropolis has begun to mature and the environment is less receptive, is the construction of new infrastructure inappropriate?
The Simone-Vey Bridge has the scale of a metropolitan ambition. Given its size, its location in the landscape, its numerous uses, and the traffic it will generate, it is likely to be controversial, particularly by the community at the exit of the structure. Behind the bridge itself, this means an entire field of urban renewal, more or less happy and inclusive. The bridge, also on a global scale, raises questions about what some refer to as large-scale useless projects, that is, useless projects that involve massive mobilization of territory and material for a useful purpose, especially in ways that might Questionable. There may be a more pronounced dissonance now than there was fifty or sixty years ago.
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